Documente Academic
Documente Profesional
Documente Cultură
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(OM-A)
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OPERATION STANDARDS 1 st
Edition
OM – A Revision Letter
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02 Jan 2019
OM – A Revision Letter
10.9.3.4 16-17 02 Jan 2019 times anticipated for Type I, II, III and IV
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fluid mixtures
10.3.5.3 3 02 Jan 2019 Update GSM Contact
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02 Jan 2019
OM – A Revision Letter
This manual is replacing the previous manual OM-A 1st Edition Rev 07
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Question in respect to this manual or information contained in here shall be directed to Operation
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Missing pages may be obtained at Operations Publication GOC 3rd Floor, Phone 25601713; or 550
1771 ext. 2315 Fax. 5501528.
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OPERATION STANDARDS
Mgr. COMPANY OPERATION PROCEDURE
02 Jan 2019
OM – A Revision Letter
EVALUATIONS FORM
Your feedback will contribute to the development of the Operation Manual Part A. Please write
down any suggestion / input / or comment in block letters, use backspace as necessary and
forward to:
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01 Mar 2018
OM – A Corporate Safety Policy
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14 Sep 2018
OM – A Corporate Security Policy
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14 Sep 2018
OM – A Corporate Quality Policy
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14 Sep 2018
OM – A Corporate OSH&E Policy
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14 Sep 2018
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OM – A GENERAL LIST OF CONTENT
COVER
REVISION LETTER
CORPORATE POLICY
APPROVAL LETTER
CONTROL PAGE
GENERAL LIST OF CONTENT
OPERATIONS PERSONNEL
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CHAPTER 0
0.0 PREFACE ................................................................................................................. 1
0.1 INTRODUCTION ....................................................................................................... 1
0.1.1 GENERAL...................................................................................................... 1
0.1.2 DISSEMINATION OF MANUALS AND IMPORTANT INFORMATION ........... 1
0.1.3 CHANGE OF ADDRESS ............................................................................... 2
0.1.4 INSPECTION AUTHORITY ........................................................................... 2
0.1.5 MANUAL ORGANIZATION ............................................................................ 4
0.1.6 OPERATION MANUAL FORMAT AND INFORMATION ................................ 5
0.1.7 TEMPORARY INSTRUCTIONS..................................................................... 6
0.1.8 REVISIONS ................................................................................................... 6
0.1.9 MANUAL APPROVAL / ACCEPTANCE ......................................................... 6
0.2 LIST OF EFFECTIVE PAGE ..................................................................................... 1
0.3 RECORD OF REVISION ........................................................................................... 1
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02 Jan 2019
■ Page 1
OM – A 0. GENERAL INFORMATION
TABLE OF CONTENT
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0.1 INTRODUCTION
0.1.1 GENERAL
The Garuda Indonesia Operations Manuals is prepared, issued and keep current by
Operation Standards (DOP) under the authorization of the Directors of Operations
(DO) for the use and guidance of flight, ground operations, and management personnel
in conducting its operations.
Authorization and responsibility over flight operations will be stipulated. However,
nothing in this manual shall be so construed as to prevent the PIC from taking any
such action, which he/she considers essential for the safety of the aircraft and its
occupants.
Personnel to whom this manual and other operation manual / procedures are provided
shall understand and familiar with its contents, responsible for up-keeping and good
care.
It is the responsibility of the Company and each holder of the Operation Manuals, other
Manuals and/or documents such as Notice, info, bulletin, and its revision to keep them
up to date. The holder shall read, study and understand the contents. The holder will
be regarded as understood the contents.
Aircrew is allowed for using his/her personal electronic device to read the valid revision
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of electronic company manuals (for personal use only). However, using any digital
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format of navigation chart (in PDF format or navigation chart generated from an
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This policy of updating also applied to other separate Operations Manuals, which are
issued or Produced to employee by the Company to ensure safety of the flight.
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Any discrepancies and errors, or any difficulties arising from or connected with the
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Operation Standards
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The obsolete manual must be returned to the appropriate unit and destroyed by the
following method:
1. Aircrew: Before downloading the updated Manual, DMSGA will show the declaimer
text to notify the user to remove/delete the obsolete manual after the latest manual
successfully downloaded.
By downloading the Manual from DMSGA, Manual Holder agree with this provision
and responsible to the currency of their own copy of Manuals.
2. Station or Branch Office: The obsolete manual/document will be destroyed by BO
staff and recorded on the appropriate form. The ship-doc, e-mail or other available
office messaging mean must be stated that the updated manual/document has
been received and the obsolete manual / document has been destroyed.
3. Hard copy: The obsolete manual/document will be removed and destroyed and
replaced with the updated copy by the holder.
4. FOO: JKT based FOO refer to method no.1 Aircrew and outside station based refer
to method no.2 Station or Branch Office.
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FLIGHT CREW /
JEPPESEN, GARUDA
AIRCRAFT MINIMUM PERFORMANCE DANGEROUS
CHARTS, OTHER
OPERATION EQUIPMENT LIST MANUAL FCTP GOODS HANDLING
APPROVED CHART
MANUAL (MEL) (FPPM) FCOM MANUAL
AND ROM
(FCOM)
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NORMAL,
ABNORMAL & TLM,
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- FRG Note 2:
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Note 1: -HFRG
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Shadowed boxes are the minimum Company Operations Manual - SOP S as:
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that require State Approval according to ICAO Doc 9376 - AN / 914. - NOTICES FA SERVICE GUIDE HCM : Human Capital Manual
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The Technical Manual and all Company Operations Manual are all BOOK CQM : Corporate Quality Manual
prepared in accordance with CASR 121.135. - FOO MANUAL PPDK : Pedoman Pengelolaan
Dokumen Kualitas
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- EFB MANUAL
CQMS : Corporate Quality Management System Manual - SOP S PM : Procurement Manual
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AIRCRAFT
PASSAGE MANUAL CARGO MANUAL STATION MANUAL
HANDLING MANUAL
- RESERVATION MANUAL
- EDP LOAD CONTROL - COMMERCIAL BULLETIN
- DCS MANUAL - LOADING INSTRUCTIONS
- EDP SEMI PERMANENT - WEIGHT & BALANCE
- TRAVEL INF. MANUAL - DANGEROUS GOODS
DATA MANUAL
- FARE HANDBOOK
The management and control system for flight operations documentations shall cover
at least the following:
The Operations Manual;
Other documents referenced in the Operations Manual containing information
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Remarks:
1. Airline logo
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2. Manual code
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3. Level 1 chapter
4. Level 2 chapter
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6. Revision date
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03. SYMBOLS
0.1.8 REVISIONS
Operation Manual Part A revisions will be distributed after approval is obtained from
the DGCA.
The Operation Manual will be reviewed and/or updated at least twice in a year.
Amendment letters are numbered in sequence and shall be retained at the beginning
of the manual, providing a check that all issues are entered.
Amendment date is purposed for recording the date of the compilation of all revision,
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and effective date is based on the nature of policy implementation and expected
completion of distribution to the manual holder.
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A List of Effective Page will be published from time to time in OM-A Chapter 0.2
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END OF 0.1
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Chapter Page No. Revision No. Date Chapter Page No. Revision No. Date
3.3 *7 8 02 Jan 2019 6.3 1 4 27 Nov 2017
*8 8 02 Jan 2019 2 4 27 Nov 2017
9 5 01 Mar 2018 3 6 02 May 2018
10 7 14 Sep 2018 4 3 16 May 2017
11 3 16 May 2017 6.4 1 4 27 Nov 2017
12 0 01 Oct 2016 2 0 01 Oct 2016
3.4 1 5 01 Mar 2018 3 3 16 May 2017
2 5 01 Mar 2018 4 5 01 Mar 2018
3 5 01 Mar 2018 5 3 16 May 2017
4 5 01 Mar 2018 6 6 02 May 2018
4 *1 8 02 Jan 2019 7 7 14 Sep 2018
2 0 01 Oct 2016 *8 8 02 Jan 2019
4.1 *1 8 02 Jan 2019 9 7 14 Sep 2018
2 0 01 Oct 2016 10 6 02 May 2018
4.2 1 0 01 Oct 2016 11 4 27 Nov 2017
2 0 01 Oct 2016 12 4 27 Nov 2017
4.3 1 5 01 Mar 2018 13 4 27 Nov 2017
2 3 16 May 2017 14 6 02 May 2018
3 0 01 Oct 2016 15 4 27 Nov 2017
*4 8 02 Jan 2019 16 7 14 Sep 2018
4.4 1 3 16 May 2017 17 4 27 Nov 2017
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Chapter Page No. Revision No. Date Chapter Page No. Revision No. Date
7.3 1 0 01 Oct 2016 9.2 6 4 27 Nov 2017
2 0 01 Oct 2016 7 3 16 May 2017
7.4 1 4 27 Nov 2017 8 3 16 May 2017
2 0 01 Oct 2016 9 3 16 May 2017
7.5 1 0 01 Oct 2016 10 3 16 May 2017
2 0 01 Oct 2016 9.3 1 0 01 Oct 2016
7.6 1 0 01 Oct 2016 2 6 02 May 2018
2 0 01 Oct 2016 3 3 16 May 2017
7.7 *1 8 02 Jan 2019 4 0 01 Oct 2016
*2 8 02 Jan 2019 9.4 1 5 01 Mar 2018
3 5 01 Mar 2018 2 0 01 Oct 2016
4 6 02 May 2018 3 0 01 Oct 2016
5 7 14 Sep 2018 4 0 01 Oct 2016
6 6 02 May 2018 5 0 01 Oct 2016
7.8 1 4 27 Nov 2017 6 0 01 Oct 2016
2 0 01 Oct 2016 7 0 01 Oct 2016
7.9 1 3 16 May 2017 8 0 01 Oct 2016
2 0 01 Oct 2016 9.5 1 3 16 May 2017
8 1 7 14 Sep 2018 2 0 01 Oct 2016
2 0 01 Oct 2016 3 0 01 Oct 2016
8.1 1 7 14 Sep 2018 4 0 01 Oct 2016
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Chapter Page No. Revision No. Date Chapter Page No. Revision No. Date
9.5 35 4 27 Nov 2017 10.2 13 3 16 May 2017
36 4 27 Nov 2017 14 3 16 May 2017
37 6 02 May 2018 15 3 16 May 2017
38 4 27 Nov 2017 16 3 16 May 2017
9.6 1 5 01 Mar 2018 17 3 16 May 2017
2 0 01 Oct 2016 18 3 16 May 2017
*3 8 02 Jan 2019 10.3 1 7 14 Sep 2018
*4 8 02 Jan 2019 2 7 14 Sep 2018
5 3 16 May 2017 *3 8 02 Jan 2019
6 1 15 Nov 2016 4 3 16 May 2017
7 5 01 Mar 2018 5 3 16 May 2017
8 1 15 Nov 2016 *6 8 02 Jan 2019
9 0 01 Oct 2016 7 7 14 Sep 2018
10 0 01 Oct 2016 8 7 14 Sep 2018
11 0 01 Oct 2016 10.4 1 4 27 Nov 2017
12 0 01 Oct 2016 2 0 01 Oct 2016
13 1 15 Nov 2016 3 0 01 Oct 2016
14 0 01 Oct 2016 4 0 01 Oct 2016
15 0 01 Oct 2016 5 0 01 Oct 2016
16 5 01 Mar 2018 6 0 01 Oct 2016
9.7 1 0 01 Oct 2016 7 5 01 Mar 2018
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Chapter Page No. Revision No. Date Chapter Page No. Revision No. Date
10.9 13 0 01 Oct 2016 11.4 4 6 02 May 2018
14 0 01 Oct 2016 11.5 1 5 01 Mar 2018
15 0 01 Oct 2016 2 5 01 Mar 2018
*16 8 02 Jan 2019 3 0 01 Oct 2016
*17 8 02 Jan 2019 4 4 27 Nov 2017
18 5 01 Mar 2018 5 4 27 Nov 2017
19 0 01 Oct 2016 6 4 27 Nov 2017
20 0 01 Oct 2016 7 4 27 Nov 2017
21 0 01 Oct 2016 8 6 02 May 2018
22 0 01 Oct 2016 9 5 01 Mar 2018
23 0 01 Oct 2016 10 5 01 Mar 2018
24 0 01 Oct 2016 11 6 02 May 2018
25 0 01 Oct 2016 12 5 01 Mar 2018
26 0 01 Oct 2016 13 6 02 May 2018
11 1 3 16 May 2017 14 7 14 Sep 2018
2 3 16 May 2017 15 7 14 Sep 2018
11.1 1 0 01 Oct 2016 16 7 14 Sep 2018
*2 8 02 Jan 2019 17 7 14 Sep 2018
*3 8 02 Jan 2019 18 4 27 Nov 2017
4 5 01 Mar 2018 11.6 *1 8 02 Jan 2019
5 5 01 Mar 2018 2 5 01 Mar 2018
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Chapter Page No. Revision No. Date Chapter Page No. Revision No. Date
12.4 19 0 01 Oct 2016 13.3 1 3 16 May 2017
20 0 01 Oct 2016 2 3 16 May 2017
21 6 02 May 2018 3 3 16 May 2017
22 6 02 May 2018 4 0 01 Oct 2016
23 6 02 May 2018 13.4 1 3 16 May 2017
24 0 01 Oct 2016 2 3 16 May 2017
25 0 01 Oct 2016 13.5 1 5 01 Mar 2018
26 6 02 May 2018 2 3 16 May 2017
27 6 02 May 2018 3 3 16 May 2017
28 6 02 May 2018 4 5 01 Mar 2018
29 6 02 May 2018 13.6 1 3 16 May 2017
30 3 16 May 2017 2 4 27 Nov 2017
31 3 16 May 2017 3 3 16 May 2017
32 3 16 May 2017 4 3 16 May 2017
33 3 16 May 2017 14 1 0 01 Oct 2016
34 3 16 May 2017 2 0 01 Oct 2016
35 3 16 May 2017 14.1 1 5 01 Mar 2018
36 3 16 May 2017 2 0 01 Oct 2016
*37 8 02 Jan 2019 3 0 01 Oct 2016
38 5 01 Mar 2018 4 5 01 Mar 2018
39 5 01 Mar 2018 5 5 01 Mar 2018
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Chapter Page No. Revision No. Date Chapter Page No. Revision No. Date
16.3 *3 8 02 Jan 2019 20.2 1 5 01 Mar 2018
*4 8 02 Jan 2019 2 0 01 Oct 2016
16.4 1 5 01 Mar 2018 20.3 1 0 01 Oct 2016
2 0 01 Oct 2016 2 0 01 Oct 2016
16.5 1 4 27 Nov 2017 20.4 1 7 14 Sep 2018
2 4 27 Nov 2017 2 0 01 Oct 2016
3 6 02 May 2018 21 1 5 01 Mar 2018
4 3 16 May 2017 2 0 01 Oct 2016
16.6 1 0 01 Oct 2016 21.1 1 5 01 Mar 2018
2 0 01 Oct 2016 2 0 01 Oct 2016
16.7 1 0 01 Oct 2016 21.2 1 4 27 Nov 2017
2 0 01 Oct 2016 2 4 27 Nov 2017
16.8 1 0 01 Oct 2016 3 4 27 Nov 2017
2 0 01 Oct 2016 4 5 27 Nov 2017
16.9 1 5 01 Mar 2018 5 5 01 Mar 2018
2 5 01 Mar 2018 6 5 01 Mar 2018
17 1 0 01 Oct 2016 7 5 01 Mar 2018
2 0 01 Oct 2016 8 6 02 May 2018
17.1 1 0 01 Oct 2016 9 6 02 May 2018
2 0 01 Oct 2016 10 5 01 Mar 2018
17.2 1 0 01 Oct 2016 11 5 01 Mar 2018
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Chapter Page No. Revision No. Date Chapter Page No. Revision No. Date
21.14 1 0 01 Oct 2016 24 1 0 01 Oct 2016
2 0 01 Oct 2016 2 0 01 Oct 2016
22 1 0 01 Oct 2016 24.1 1 0 01 Oct 2016
2 0 01 Oct 2016 2 0 01 Oct 2016
22.1 1 0 01 Oct 2016 24.2 1 0 01 Oct 2016
2 0 01 Oct 2016 2 0 01 Oct 2016
22.2 1 0 01 Oct 2016 3 0 01 Oct 2016
2 3 16 May 2017 4 3 16 May 2017
3 0 01 Oct 2016 5 0 01 Oct 2016
4 0 01 Oct 2016 6 0 01 Oct 2016
22.3 1 5 01 Mar 2018 24.3 1 0 01 Oct 2016
2 3 16 May 2017 2 0 01 Oct 2016
3 3 16 May 2017 24.4 1 3 16 May 2017
4 4 27 Nov 2017 2 3 16 May 2017
5 2 16 Jan 2017 24.5 3 0 01 Oct 2016
6 1 15 Nov 2016 4 0 01 Oct 2016
7 0 01 Oct 2016 24.6 1 0 01 Oct 2016
8 0 01 Oct 2016 2 0 01 Oct 2016
9 0 01 Oct 2016 24.7 1 0 01 Oct 2016
10 2 16 Jan 2017 2 0 01 Oct 2016
22.4 1 3 16 May 2017 25 1 0 01 Oct 2016
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00 01 Oct 16 24 Oct 16 FS
01 15 Nov 16 02 Dec 16 FS
02 16 Jan 17 30 Jan 17 FS
03 16 May 17 10 Jun 17 FS
04 27 Nov 17 28 Dec 17 FS
05 01 Mar 18 26 Mar 18 FS
06 02 May 18 13 Jul 18 FS
07 14 Sep 18 14 Nov 18 AB
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END OF 0.3
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SM FA Standardization &
17 JKTCCSGA 2.00014
Development
SM FA Planning & Assignment
18 JKTCCPGA 2.00016
Management
19 Chief Flight Attendant JKTCCAGA 2.00015
20 Chief Flight Attendant JKTCCBGA 2.00120
21 Chief Flight Attendant JKTCCDGA 2.00121
22 Chief Flight Attendant JKTCCFGA 2.00122
23 Chief Flight Attendant JKTCCHGA 2.00123
24 Deputy Chief FA DPS-1 DPSCCH-1GA 2.00017
25 Deputy Chief FA UPG UPGCCHGA 2.00018
26 Deputy Chief FA MES MESCCHGA 2.00112
27 Deputy Chief FA SUB SUBCCHGA 2.00113
Compliance
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Note:
1 : Detail data described in respective chief
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Printed copies other than stated in the Distribution List will be considered
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uncontrolled. For certain exceptional cases some page(s) of this manual might be
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required for reference. In that case, the party who needs a copy of this part of manual
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END OF 0.4
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CHAPTER 1
1.1 GENERAL .................................................................................................................. 1
1.2 DEFINITION ............................................................................................................... 1
1.3 ABBREVIATIONS ...................................................................................................... 1
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1.1 GENERAL
The definition and abbreviation written herewith are dealt with this manual only.
When referral to other manual is necessary, they shall be excluded unless they have
been recognized according to international standard of abbreviations.
When the term ‘He ‘is mentioned, it shall be regarded as representing both gender
appropriately.
END OF 1.1
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1.2 DEFINITION
TERM DEFINITION
Aircraft Any machines that can derive support in the atmosphere from
the reaction of the air other than reactions of the air against
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Airplane A power driven, heavier than air aircraft, deriving its lift in flight
chiefly from aerodynamic reactions on surfaces, which
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Air Time The period of time between airborne (in ACARS it is Off) until
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Base The term Base is applicable for crews who are based in JKT,
DPS, SUB, Japan, China, and Korea.
TERM DEFINITION
Block Off The first movement of the aircraft for the purpose of departure
(In the ACARS it is recognized by the word Out.
Note: When push back/pull out is not required, Block Off is
equal to Start Taxi.
Block On The moment when the aircraft comes to rest at the end of a
flight and the engines shut down (In the ACARS it is
recognized by the word In).
Block Time An elapse time start from Block off until Block On (In the
ACARS it is recognized by the word Block). It is used for
commercial related purpose.
Cabin Altitude Means the pressure inside the cabin of an aircraft in flight,
expressed in feet above Mean Sea Level (MSL)
Calendar Day the period of elapsed time, using Coordinated Universal Time
or local time, that begins at midnight and ends 24 hours later
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at the next midnight. For the purpose of calculation, calendar
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Calendar Month Refers to the period from the beginning of a month to the end
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Captain A rank of a Pilot who holds a current ATPL and qualified to fly
a certain type of aircraft according to the criteria set by the
DGCA and is given the duties and the authorities as a Pilot In
Command (PIC), Second In Command (SIC) or Co-Pilot by
the Company.
A pilot qualified on an aircraft and responsible for the safe
operation of that aircraft.
TERM DEFINITION
(see CANPA)
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Ceiling The height above the earth’s surface of the lowest layer of
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TERM DEFINITION
Co-Pilot The function of a pilot, who works in a team with the Pilot In
Command and other aircrew members during the operation
of a flight.( In the AFL is a rank as Pilot 2, Pilot 3, and Pilot 4)
Day Off The rest time that is granted by the Company to an aircrew at
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Duty Cycle A flight activity (including transit time between two sectors)
that begins at the first sector and ends at the last sector
continuously. (Also known as Journey).
TERM DEFINITION
engines.
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emergency landing.
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flight control failure below alert height, the approach, flare and landing, can
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TERM DEFINITION
Flight An aircraft is deemed to be in flight any time it is no longer in
contact with the earth’s surface as the result of its weight
being supported by the aerodynamic principles and design
features of that particular aircraft.
Flight Allowance Allowance related with flight duty, counted start from actual
block off until actual block on.
Flight Altitude Means the altitude above mean sea level at which the aircraft
is operated.
Flight Attendant A Crewmember who performs, in the interest of safety of
passenger, duties assigned by the Company or the Pilot In
Command of the aircraft, but who shall not act as flight
crewmember.
Flight A crewmember assigned to duty in an aircraft as a pilot,
Crewmember second officer or navigator
Flight Deck Duty The period of time utilized by a Flight Crewmember who
time actively works in a sector and occupies the left or right
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Cockpit-Seat on enlarge (augmented) crew composition.
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Flight Duty Time The total elapsed period from the time a crewmember is
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Facility Bunk
Flight Relief See OM-A Chapter 7.7.3
Facility-Seat
(FRFS)
Flight Time The total elapsed time from the moment the aircraft first
moves under its own power for the purpose of takeoff, until
the time it comes to rest at the end of the flight.
Flight Watch The process by which a qualified flight operations officer
provides flight following services to a flight, and provides any
operational information as may be requested by the pilot in
command or deemed necessary by the flight operations
officer.
TERM DEFINITION
Fueling Safety An area of at least 3 meters in any direction from the center-
Zone (FSZ) point of all fuel vent exits, refueling plugs, aircraft refueling
ports, fuel hydrants, fuel hoses and fueling vehicles. This
distance may be further increased as required by local airport
or civil aviation regulations.
Global Navigation GNSS is a generic term for a worldwide position, velocity, and
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TERM DEFINITION
TERM DEFINITION
Low Visibility A takeoff where the RVR is less than 400 meters.
Take-off (LVTO)
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Night The time between the end of evening civil twilight and the
beginning of morning civil twilight.
Net Takeoff Path Means the one-engine-inoperative flight path that starts at a
height of 35 feet at the end of the take-off distance required
and extends to a height of at least 1500 feet AGL, reduced at
each point by a gradient of climb equal to 0.8 per cent for two-
engine aeroplanes, 0.9 per cent for three-engine aeroplanes
and 1.0 percent for four-engine aeroplanes
TERM DEFINITION
Open Water Means a water mass which does not have any landmasses
within the maximum times or distances prescribed by a
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Passenger Any person on board an aircraft during flight time, who is not
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acting as a crewmember.
Pilot Flying (PF) The flight crewmember who is manipulating the flight controls
of an aircraft during flight time.
Pilot Monitoring The pilot crewmember who is monitoring and supporting the
(PM) pilot flying (PF).
TERM DEFINITION
Pilot Not Flying Equivalent Terms to Pilot Monitoring (PM)
(PNF) The pilot who is performing tasks during flight time, in support
of the pilot flying. May also be called Pilot Monitoring (PM).
Pilot Proficiency A flight check performed in whole or in part, in an airplane
Check type simulator or an aircraft. Conducted by a GCP, CCP, or
(PPC) DGCP for the purpose of establishing the level of proficiency,
of a flight crewmember.
Point of Re- The point of re-clearance (POR) is a point along the track at
clearance (POR) which, in case of re-clearance, a decision has to be made
whether to proceed to the intended destination or to the
intermediate destination. Usually the best point of re-
clearance will be the way-point just before TOD, to the
intermediate destination.
The POR is printed on the flight plan together with the name
of the way-point.
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TERM DEFINITION
must exclude all time spent commuting by the most direct
route, between the companies designated rest facility and
assigned duty station and, a specified period of prone rest
with at least one additional hour provided for physiological
needs.
Right Hand Seat Right Hand Seat (RHS) Captain is a person rank Captain with
(RHS) Captain additional qualification to occupy RHS as a Second In
Command and qualified to perform PF/PM duty either during
standard and/or enlarged composition.
RNAV (area - A method of navigation that permits aircraft operations on any
navigation) desired flight path within the coverage of ground or space-
based navigation aids or within the limits of the capability of
self-contained aids, or a combination of these.
Note: RNAV includes performance-based navigation as well
as other operations that do not meet the definition of
performance-based navigation.
RNP system An area navigation system which supports on-board
performance monitoring and alerting.
Runway Incursion Any occurrence at an aerodrome involving the incorrect
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Seating Capacity The maximum number of passenger seats authorized by, the
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TERM DEFINITION
Serious Injury 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 causes severe hemorrhage,
nerve, muscle or tendon damage; or
involves injury to any internal organ; or
involves second or third degree burns affecting more
than 5% of the body surface; or
Involves verified exposure to infectious substances or
injurious radiation.
Stand By A duty other than at the airport as a backup Crew Resource.
Start Taxi The time when the aircraft starts moving under its own power.
Note: when push back or pull out is not required, Block Off is
equal to Start Taxi (”Out” in the ACARS)
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Supernumerary A person in addition to the crewmember that is neither
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TERM DEFINITION
Test Flight A flight series for operational function check prior to return to
service following scheduled maintenance program.
Threshold Time Is the flight time from as adequate en-route alternate
aerodrome beyond which time operations by airplanes with
two turbine power units must be authorized by DGCA. This
threshold time should be 60 minutes.
Training Flight Other term for expressing route training.
Transit A period of time between two sectors.
Visibility The ability, as determined by atmospheric conditions and
expressed in units of distance, to see and identify prominent
unlighted by day and lighted objects by night.
Visual Descent The location at the MDA(H) where the Aircraft can be flown
Point (VDP) on approximately a three Degree glide path to the runway.
Wave-Off An action to abort a landing.
(Rejected
Landing)
Wet Lease Any agreement in which a lessor, leases an aircraft, with at
least one pilot flight crewmember, to either an air carrier,
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foreign air carrier, or a foreign person (the lessee).
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1.3 ABBREVIATIONS
TERM ABBREVIATION
AAIC Airport Authority Investigation Committee
ABO Actual fuel Burned Off
AC Advisory Circular
A/C Aircraft
ACAA Australian Civil Aviation Authority
ACARS Aircraft Communications Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACL Authorizations, Conditions and Limitations
ACN Aircraft Classification Number
ADF Automatic Direction Finder
AFDS Auto Flight Director System
AFL Aircraft Flight Log
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TERM ABBREVIATION
ATS Air Traffic Service
AWY Airway, usually expressed in combination of alphabetic and numeric
code
BMKG Badan Meteorologi, Klimatologi dan Geofisika
BoM Board of Management
CAA Civil Aviation Authority
CAP Civil Aviation Publication
CASR Civil Aviation Safety Regulation
CAMP Continuous Airworthiness Maintenance Program
CAT Clear Air Turbulence
CAT I Category I
CCP/N Company Check Pilot/Navigator
CDL Configuration Deviation List
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CG Center of Gravity
C
CI Company Instructor
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CL Centerline Light
CML Cabin Maintenance Log
CMP Configuration Maintenance and Procedure standard
CO 2
Carbon Dioxide
COM Company Operation Manual
CP Critical Point
CQD Category Qualified Date
CRM Crew Resource Management
CROPA Crew Operating Pattern
CRZ Cruise
CTOT Calculated Takeoff Time
TERM ABBREVIATION
CVR Cockpit Voice Recorder
CWS Control Wheel Steering
DA Decision Altitude
DAAO Directorate of Airworthiness and Aircraft Operations
DER Departure End Runway
DFAER Designated Flight Attendant Examiner Representative
DFDR Digital Flight Data Recorder
DFOOER Designated Flight Operation Officer Examiner Representative
DG Dangerous Goods
DGAC
Directon Générale de l’Aviation Civile
(France)
DGCA Directorate General of Civil Aviation
DGCP Designated Government Check Pilot
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DH Decision Height
DHC Dead Heading Crew
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DO Day Off
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DR Dead Reckoning
DRM Dispatcher Resource Management
DKPPU Direktorat Kelaikudaraan dan Pengoperasian Pesawat Udara
EDTO Extended Diversion Time Operations (see ETOPS)
EAT Estimate Approach Time
EEP ETOPS Entry Point
EFB Electronic Flight Bag
EGPWS Enhanced Ground Proximity Warning System.
ELW Estimate Landing Weight
EMI Electro Magnetic Induction
EOBT Estimated Off Block Time
ER Extended Range
TERM ABBREVIATION
ERA En-Route Airport
ETA Estimate Time of Arrival
ETD Estimate Time of Departure
ETO Estimate Time Over
ETOPS Extended Operations. (see EDTO)
ETP Equal Time Point
ETW Estimate Takeoff Weight
EXP Exit Point
EZFW Estimate Zero Fuel Weight
FA Flight Attendant
FAF Final Approach Fix
FAP Final Approach Point
FASGB Flight Attendant Service Guide Book
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FL Flight Level
FMA Flight Mode Annunciation
FMC Flight Management Computer
FMS Flight Management System
FO First Officer
FOD Foreign Object Debris
FOO Flight Operation Officer
FOOM Flight Operations Officer Manual
FRG Flight crew Reference Guide
FSM Flight service Manager
GA Garuda
GA Go Around
GI Ground Instructor
TERM ABBREVIATION
GIA Garuda Indonesia
GITC Garuda Indonesia Training Center
GOC Garuda Operation Center
GP Glide Path
GPS Global Positioning System
HAA Height Above Airport
HAT Height Above Threshold
HF High Frequency
HIAL High Intensity Approach Light
HUD Head Up Display
HUDLS Head Up Display Landing System
IAF Initial Approach Fix
IATA International Airline Transport Association
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TERM ABBREVIATION
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MEA Minimum En-route Altitude
MEL Minimum Equipment List
METAR Meteorological Report (weather report)
MHZ Mega Hertz
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstacle Clearance Altitude
MORA Minimum Off-Route Altitude
MSA Minimum Safe Altitude (minimum sector altitude)
MSL Mean Sea Level
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Nm Nautical Mile
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TERM ABBREVIATION
POB Persons On Board; (Passengers + Crews) On Board
POI Principle Operation Inspector
POR Point Of Re-Clearance
PRD Planed Re-Dispatch
RA Radio Altimeter
RA Resolution Advisory
RADAR Radio Detecting And Ranging
RCLL Runway Centerline Light
RCLM Runway Center Line Markings
RCLS Runway Centerline System
RCU Route Clearance Unit
REDL Runway Edge Light. (sometimes abbreviated as “RL”)
RNP Required Navigation Performance
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TERM ABBREVIATION
SSR Secondary Surveillance Radar
STAR Standard Arrival
TA Traffic Advisory
TAF Terminal Aerodrome Forecast
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TCAS Traffic alert and Collision Avoidance System
TCDS Type Certification Data Sheet
TCH Threshold Crossing Height
TDZ Touch Down Zone
TIBA Traffic Information Broadcast by Aircraft
TLM Takeoff weight Limitation Manual
ULD Unit Loading Devices
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VP Vice President
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END OF 1.3
CHAPTER 2
2.1 GENERAL .................................................................................................................. 1
2.1.1 PUBLIC LIABILITY ...................................................................................... 2
2.1.2 INTERNATIONAL CONVENTIONS ON THE SUPPRESSION OF
VIOLENCE .................................................................................................. 2
2.1.3 CUSTOMS AND IMMIGRATION REGULATIONS ...................................... 4
2.1.4 LEASING OF AIRCRAFT ............................................................................ 5
2.1.5 RULES APPLICABLE TO OPERATIONS IN A FOREIGN COUNTRY ........ 7
2.1.6 CARRIAGE OR MIS-USE OF NARCOTIC DRUGS, ALCOHOL, AND
PSYCHOACTIVE SUBSTANCES ............................................................... 7
2.1.7 HEALTH...................................................................................................... 7
2.1.8 OPERATION OF FOREIGN REGISTERED AIRCRAFT ............................. 8
2.1.9 CREWMEMBERS AND FOO RECORDS ................................................... 8
2.1.10 AIRCRAFT RECORDS ............................................................................... 8
2.1.11 COMMON LANGUAGE .............................................................................. 8
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2.1 GENERAL
PT Garuda Indonesia (Persero) Tbk. is authorized to operate as a “Domestic, Flag and
Supplemental Air Carrier” according to AOC No. AOC/121-001 and the contents of
Operations Specifications (OPSPEC) and Authorization, Condition and Limitation
(ACL) Part A, B, C for operations and D, E for maintenance & certification.
are retained.
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section 705 through 709 of part 121) are described in the Technical Manual
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c) AOC RENEWAL
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Garuda Indonesia shall fill the application for AOC renewal to DGCA at least
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aircraft.
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Since the Tokyo Convention contains provisions with regard to the “powers of the
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aircraft commander” and since the other two Conventions are not directly related
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to the authority and duties of the Pilot-in-Command, the next paragraphs only deal
with the relevant provisions of the Tokyo Convention.
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02. APPLICABILITY
The Tokyo Convention applies to :
criminal offenses;
other acts which may or do jeopardize the safety of the aircraft, or of
persons or property therein;
other acts, which jeopardize good order and discipline on board.
Unless the safety of flight is involved or certain specified State interests are
involved it does not apply to offenses of a political, racial or religious nature.
The Convention applies to offenses committed on board:
aircraft inflight; or
aircraft on the surface of the high seas; or
aircraft in any other area outside the territory of any State.
03. JURISDICTION
The State of Registration exercises jurisdiction over offenses and acts committed
on board.
Another State may not interfere with this prerogative except:
when the offenses has effect on its territory; or
when the offenses has been committed by or against one of its nationals or
permanent citizens; or
the offenses is against its security; or
the offenses concerns a breach of the State’s regulations relating to the
execution of the flight; or
when necessary in order to ensure compliance with multilateral international
agreements.
04. AUTHORITY AND DUTIES OF THE PILOT IN COMMAND
If it is believed that an offense has been committed or is about to be committed,
the Pilot-in-Command may impose reasonable measure including restraint, to
enable him:
to protect the safety of the aircraft, persons or goods on board; or
maintain good order and discipline on board; or
to disembark the offender or deliver him to the competent authorities.
The Pilot in Command may require or authorize the assistance of other
crewmember, but he may only request or authorize the assistance of passengers
when restraining persons.
Crewmember and passenger may also take reasonable preventative measures
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without the authorization of the PIC if circumstances so require.
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Restraining persons
Restraining shall not be continued beyond the next point of landing unless:
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disembarkation;
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in a non-contracting State;
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The Pilot in Command shall advise the authorities as soon as practicable and if
possible before landing that a person has been restrained and of the reasons for
such restraint.
Disembarking persons
The Pilot in Command may if necessary disembark any person whom he has
reasonable grounds to believe has committed or is about to commit on board the
aircraft an offense mentioned under the subpart “Applicability”.
The disembarkation shall be reported to the State authorities at the point of
disembarkation, as well as the reason for the disembarkation.
This shall be reported to the authorities as soon as possible and if possible before
landing as well as the reason for the delivery.
The Pilot-in-Command shall purse the authorities with all relevant evidence and
information.
Non-liability
Neither the Pilot in Command, crewmember, passenger, nor the carrier or
chartered can under the Tokyo Convention, be held liable in any preceding an
account of such treatment of an offender as is authorized under the convention.
Ratification of Tokyo Convention
The following States have ratified the Tokyo Convention:
Afghanistan Holy See Pakistan
Argentina Hungary Panama
Australia Iceland Papua New Guinea
Austria India Paraguay
Bahamas Indonesia Peru
Bangladesh Iran Philippines
Barbados Iraq Coast Poland
Belgium Ireland Portugal
Botswana Israel Romania
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Brazil Italy Rwanda
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Lebanon Spain
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3.) In making a determination under Paragraph (2) of this section, DGCA considers
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Dispatch
Servicing the aircraft
Scheduling
Any other factor the Director considers relevant
4.) After a review of the leasing arrangement, if a foreign operator is considered
responsible for the operation of the leased aircraft each route segment must
include either a takeoff or a landing to or from a foreign airport.
b.) Dry Lease
1.) Garuda Indonesia, who provides the crew, is the accountable party who
exercises operational control over the aircraft with all the attendant
responsibilities. If Garuda Indonesia do not have operational control of the
leased aircraft under the lease agreement, DGCA may evaluate the
arrangements to ensure that the operation can be conducted with an adequate
level of safety in accordance with the applicable regulations.
2.) Garuda Indonesia as applicant or the operator should provide the DGCA with
the following information:
the aircraft type, model and serial number;
4.) If the lease arrangement is determined to be a dry lease involving aircraft that
possess valid certificates of registration and certificates of airworthiness issued
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names of the parties to the lease agreement and the duration thereof;
nationality and registration marks of each aircraft involved in the
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agreement;
type of aircraft to be used;
areas of operation; and
regulations applicable to the operation.
c.) Damp Lease
Damp Lease is a wet-leased aircraft that includes a cockpit crew but not cabin
attendants, generally understood to be a wet lease of an aircraft where the aircraft
is operated under the AOC of the lessor, with the flight crew and possibly part of
the cabin crew being provided by the lessor. Part or all of the cabin crew is provided
by the lessee.
The lessee’s cabin crew members will need to receive additional training, under
the approved training programme of the lessor, with respect to their emergency
duties on the particular aircraft. In addition, they may have no knowledge of the
requirements of the lessor’s State of the Operator with respect to flight and duty
time limitations and the provision of rest periods, and to the performance of
their duties and responsibilities aboard the wet leased aircraft.
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2.1.7 HEALTH
The International Sanitary Rules, adopted by the World Health Organization, have
established an International system of regulations regarding infectious diseases. The
infectious diseases giving rise to protective measures of the local medical authorities
are plague, cholera, yellow fever, small pox, typhus, and febris recurrent. Every
disembarking passenger, if infected with any of these diseases or suspected of having
contracted one of these, has to submit to these measures.
The aircraft shall always be free to depart immediately unless it is infected with yellow
fever. The PIC shall fill the General Declaration any particulars regarding:
Sickness on board;
Circumstances on board which may result in the spreading of diseases;
Extermination of insects.
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The Common language used for daily communication among Indonesian operations
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personnel are normally in Bahasa Indonesia and in English when communicate with
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foreign nationals and expatriates Operation Personnel. When duty, technical aspects
and or emergency situation dictates, the Crewmembers, including foreign nationals
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and expatriates utilized as crewmembers, instructors, examiners and line check airman
shall use Standard English language in according to the operations manual;
For training purpose the common language used is Bahasa Indonesia and/or English.
END OF 2.1
INSTRUCTOR
ATTENDANT
SIMULATOR
/ CHECKER
STATIONS/
AIRCRAFT
LIBRARY 7
REGULAR
MASTER
FLIGHT
FLIGHT
PILOTS
CREW
CHIEF
DGCA
MANUAL TITLE
OCC
FOO
AOC & OPSPEC X X X
Operation Manual Part A
X X X X X X X X X
(OM-A)
Operation Manual Part B1
X X X X X X X X
(OM-B1)
Operation Manual Part B2
X X X X X X
(OM-B2)
Operation Manual Part C
X X X X X X X X
(OM-C)
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Operation Manual Part D1
X X X X X X
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Operation Manual Part D2
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X X X
(OM-D2) 2
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Aircraft Performance
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DISTRIBUTED TO:
INSTRUCTOR
ATTENDANT
SIMULATOR
/ CHECKER
STATIONS/
AIRCRAFT
LIBRARY 7
REGULAR
MASTER
FLIGHT
FLIGHT
PILOTS
CREW
CHIEF
DGCA
OCC
FOO
MANUAL TITLE
CASR X X X
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ICAO Annexes X
TLM (Takeoff weight
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Limitation Manual)
Flight Attendant Service
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Guide Book
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Note:
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(MEL) for all aircraft Type distributed to Master Library and DGCA. For Chief Pilot,
Flight Crewmember, Station Base, Aircraft and Simulator only relevant aircraft
type(s),
2. The Training Manual for Flight Crewmember, Flight Attendant, and FOO as
applicable for Instructor and Company Checker.
3. Jeppesen (divided Domestic-Regional and International including Approach Chart
and En-Route Chart) or Garuda Route Guide as applicability of route to be flown
regularly. Jeppesen may supplement Garuda chart when deemed necessary.
4. Aircraft Handling Manual published by aircraft manufacturer will be distributed in
relevant aircraft type(s).
5. Airplane Flight Manual published by aircraft manufacturer will be distributed in
relevant aircraft type(s).
6. TLM at regular station provided only limited data for that station and adjacent
airport.
7. Master library located at Flight Operations Departments at Home Base.
8. QRH provided: two each aircraft/Simulator.
All electronics documents used directly in the conduct of flight operations and all flight
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destroyed.
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Electronic system for the management and control of any documentation and/or data
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used directly in the conduct of flight operations, it shall be ensured that the system
provides for a scheduled generation of backup files for such documentation for such
documentation and/or data.
Electronic system for the management and control of flight operations records, it shall
be ensured that the system provides for a scheduled generation of backup record files.
The electronic system for the management and control of flight operations records that
ensure the system provides for a scheduled generation of backup record files shall be
stored and backed-up in IT department server, in accordance with the procedure
contained in the Garuda Indonesia’s Manual Keamanan Informasi (MKI).
The Operation Manuals pertaining to crewmember duties and responsibilities are
published in English; other non-technical related manual may be in Bahasa Indonesia.
each principal operation offices used for Garuda operations, to include, but not limited
to CEO Office, Director of Operations’ office, Operation Control Center Office, CGK
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When aircraft defect is detected flight crewmember must comply with any
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When a MEL for the aircraft type has not been developed, an approved deferral
procedure is available for certain items. This procedure requires a PIC to contact
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airworthiness item that must be rectified before further flight or one that can be
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Certificate of Airworthiness is not in force. The aircraft is not to be flown until the
defect is rectified and the required certifications made, unless flown under the
authority of a flight permit issued for ferry purpose to affect the repair.
OCC will advise the PIC of MEL items; however it will remain the responsibility of
the PIC to review the AML for recent history, particularly in MEL items. This will
ensure that he is knowledgeable with respect to deferred items and any restrictions
that may be applicable.
2.2.5.5 INFORMATION INSERTED IN THE AML (AIRCRAFT MAINTENANCE LOG)
The PIC shall record and report all defects in AML and He is responsible for the
contents. It shall be ensured that all information inserted in AML are:
up to date;
legible (Write Clearly);
cannot be erased (Use Ball point); and
correctable in the case of an error provided each correction is identifiable and
errors remain legible (Cross the error and write correction next to it)
Figure below is sample of an AML and for entries instructions, see the inner cover
of the AML.
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19. MEL
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21. OM-B1
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22. OM-C
23. OM-B2 and FASGB
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B. FLIGHT DOCUMENTS
The Flight Document envelope is provided by the flight Dispatcher during dispatch
briefing containing flight plan, dispatch release, weather forecast, NOTAM and
TO/LDG data card.
Upon flight(s) completions, The Post Flight Documents and additional required
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documents for the operations of the aircraft shall be retained on the ground for the
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period time of 3 months. Post Flight Document storage location provisions are as
follows:
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Note:
1. Post Flight Document shall be submitted at the locations according to types
of aircraft, as stated above, and is not allowed to submit to other locations.
2. Post Flight Document for European flight shall be retain for at least ten (10)
years
The documents are:
Flight Plan (includes: Dispatch Release, Weather Forecast, NOTAM, TO/LDG
Data card)
Load Sheet
Fuel Receipt
Passenger Manifest. (Obtained from FA-1)
Trip Report, Safety Report and/or Hazard Report (if any).
Aircraft Flight Log.
DGR info/NOTOC and security item delivery sheet (if any)
Dispatch Release;
Takeoff/Landing Data Card;
Load Sheet;
Fuel Receipt;
Aircraft Flight Log;
Passenger Manifest;
NOTOC.
Chief Pilot:
Trip Report
Corporate Quality, Safety and Environment Management:
ASR
OHR
C. MISCELLANEOUS
Yellow envelope in the navigation bag:
Auto land Questionnaire;
Trip report;
Captain announcement;
AIREP;
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Preliminary Certificate of Birth;
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Skeleton load sheet form it may be printed from updated soft copy;
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Passanger”;
Medical Incident Report Form
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Retention
No Document Descriptions
period
Operational Records
1 Operational Flight Plan and Dispatch Release 3 months
2 NOTAM 3 months
3 Load Sheet 3 months
4 Special Load Info/NOTOC 3 months
5 Aircraft Flight Log 6 months
6 Aircraft Maintenance Log 24 months
7 Flight Reports (ASR, OHR, Trip Report) 3 months
8 Audit Reports 5 years
9 Duty Exceedance Report 3 months
General Records
10 Dangerous Goods Training 3 years
11 Aviation Security training 3 years
12 Medical Status, including Medical Certificate Whilst employed
13 Instructor / Evaluator/ Line Check airmen qualification 3 years
14 Recency of Experience 15 months
15 Licenses / Certifications Whilst privileges
Flight Crewmember Records
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16 Flight Crewmember Initial Training Whilst employed
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Airports)
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Note:
The Crewmember and FOO records are centralized in the Computer System (SAP)
with limited access.
Hard copies as back up of Curriculum Vitae are retained in HRD.
Training records are kept in Flight Operations.
a). For initial training, records keep as a certificate.
b). For recurrent training, records keeps in accordance with type of training
(further detail in respective OM-D).
END OF 2.2
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Aircraft: B777-300ER
Item Function Application Name
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END OF 2.3
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CHAPTER 3
3.1. ORGANIZATION STRUCTURE ................................................................................ 1
3.1.1. ORGANIZATION STRUCTURE OF PT GARUDA INDONESIA (PERSERO)
TBK................................................................................................................ 1
3.1.2. CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT
(JKTDV) ......................................................................................................... 2
3.1.3. CORPORATE SECURITY (JKTDK) ............................................................... 2
3.1.4. DIRECTORATE OF OPERATIONS (JKTDO) ................................................ 3
3.1.4.1. FLIGHT OPERATIONS (JKTOF) ..................................................... 3
3.1.4.2. OPERATION SUPPORT (JKTOS) .................................................. 4
3.1.4.3. OPERATION PLANNING & CONTROL (JKTOG)............................ 4
3.1.5. SBU UMRAH, HAJJ & CHARTER (JKTDU) ................................................... 5
3.1.6. CABIN SERVICES (JKTCC) .......................................................................... 5
3.1.7. LEARNING AND DEVELOPMENT / GITC (JKTVZ) ....................................... 6
3.2. MANAGEMENT PERSONNEL .................................................................................. 1
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02 Jan 2019 Page 1
OM – A 3. ORGANIZATION AND RESPONSIBILITY
TABLE OF CONTENT
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END OF 3.1
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communicated internally.
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Basically at any time, there shall no vacancy in any approved management position as
set forth in the Operations Specifications, when any of its management personnel need
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to be changed due to a reason that is beyond the company’s control, Garuda Indonesia
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may nominate a person for a temporary assignment at that vacant position. However, the
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person nominated shall meet the respective requirements for a management position,
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and within 7 days Garuda Indonesia shall notify and request the DGCA for evaluation of
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that candidate.
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Prabowo
Capt. Eric
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Capt. Andreas
06 538032 Chief Pilot ATR72 (JKTOFR) (+62)21 25601752
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Kristanto
SM. Operation Engineering
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(JKTOSP)
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Navigation (JKTOSN)
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(JKTMQ)
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Note: *Caretaker
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1. Lead and organize the implementation of aircraft operational function to include Flight
Operations, Operation Support, and Operation Planning & Control.
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2. Ensure operational function is in accordance with the strategy, program, and policy
of safety and security.
3. Manage operational function in normal and emergency condition.
4. Ensure Garuda Indonesia operational function comply with international standard and
procedure of safety and security.
2. Has had at least five years of experience in the maintenance of similar types of
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Aircraft with which the operations are to be conducted, one year of which must have
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3. Knows the maintenance parts of the air carrier’s company operations manual and
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(three) years’ experience, within the past 6 (six) years, as a pilot in command.
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3. In the case of a person with previous experience as a chief pilot, have at least 3
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12. Maintenance of the highest performance, conduct and discipline of line crewmember;
13. Ensuring the efficiency and discipline of all personnel in the department and
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14. The authority and responsibility for the management and supervision of all flight
operations activities;
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15. Being accountable to senior management for ensuring the safety and security of flight
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operations.
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The VP Flight Operation shall hold current Airline Transport Pilot License (ATPL) with
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appropriate aircraft rating(s) operated by the Company and unless otherwise approved
by the DGCA, have had 3 (three) years of experienced as Pilot in Command (PIC).
Listing the seniority Pilot and Flight Attendant according to qualification date
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based on type;
8. Being accountable to senior management for ensuring the safety and security of
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ground operations.
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11. Develops and updates Station Manual (SM), Letter of Handling Authorization
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(LHA) to ensure GRH Training and conduct comply with CASR and applicable
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ISARP, Validate LHA for endorsement and monitor their qualification in respect
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1. The efficient management of all areas pertaining to the ground instruction of the Flight
Crewmember, FOO and Flight Attendant.
This will include as a minimum of:
The organization and establishment of type conversion and basic courses for
technical crew, FOO and Flight Attendant according to Civil Aviation Safety
Regulation and Garuda Indonesia policy;
Liaison with DGCA and manufacturers with the view to conducting in-house
conversion courses for any new type of aircraft that Garuda Indonesia may
operate;
The proper care and provision of all equipment associated with ground training;
Timely liaison with VP Flight Operation, VP Ground Operations and Chief Flight
Attendant regarding to training syllabi and/or scheduling.
2. The supervision and guidance of all Administrative Officers under his purview;
3. The maintenance of the highest standards of instruction by staff under his control;
4. Ensure that all safety equipment training and certification of competency in use of
safety equipment and procedures for both technical and Flight Attendant;
5. Report to VP Flight Operation pertaining AOC 121- 001
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3.3.6.1 SM OPERATION QUALITY CONTROL
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internal and external audit and ensuring that the corrective actions are performed for
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4. To develop and carry out trend analysis for improving Flight crew performance.
5. To ensure management quality of station performance.
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2. Planning and optimizing Flight Attendant resources, manage training and standardize
general policy of Flight Attendant;
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3. Supervise the development and controlling Flight Attendant to improve the discipline
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and technical skill for operations requirement, safe, efficient and on time;
4. Evaluate and implement the Flight Attendant competency, including Reward and
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Punishment;
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7. Standardize the Flight Attendant manuals and other supplement to comply with
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VP Corporate Security Garuda Indonesia shall have a clear list of responsibilities and
tasks and must surround him/herself with the appropriate staff which could include at a
minimum:
a) The formulation of an overall security policy for senior management acceptance;
b) The development and promulgation of company-wide security standards and
practices to ensure that line management has the necessary direction and control;
c) Ensure Garuda Indonesia Security Program are compliant with national requirement;
d) The continuing effectiveness of the security program by regular evaluation and
inspections and by encouraging internal quality control processes;
e) Establishing a clear order of command in the security structure;
f) Ensuring that effective security liaison with governments, airport authorities and law
enforcement agencies are established and maintained;
g) Ensuring an effective risk analysis, threat assessment and response capability;
h) Initiating special security measures during periods or incidents of increased threat;
i) The understanding of legislation and regulations relating to international aviation
security;
j) Providing specialized advice to line management in all security functions regarding
protection, intelligence, information and investigation;
k) The development and presentation Responsible for internal quality control
mechanism of an effective and relevant security training program;
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It should be recognized that the Pilot in Command has certain duties as prescribed by
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The Pilot in Command is responsible for: the safety and security of all crewmembers,
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passengers and/or cargo onboard the aircraft when the doors are closed; the operation,
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safety, and security of the aircraft from the moment the aircraft is ready to move for the
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purpose of taking off until the moment it finally comes to rest at the end of the flight and
the engine(s) are shut down; and ensuring checklists are complied with. He shall ensure
that all operations are conducted in accordance with procedures laid down in company
operations manual. Delegation of duties to other crewmember, in accordance with
procedures laid down in this manual, shall in no way affect his ultimate responsibility for
the safe conduct of the flight.
The 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.
completed as planned.
1) The load to be carried is distributed and secured in accordance with
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4) The maps, charts, and the navigation equipment required for the flight are
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available.
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d. The Aircraft Maintenance Log and the maintenance release certificate are
completed and signed, and confirming that:
1) The aircraft is airworthy.
2) The instruments, equipment and documents for the particular aircraft and type
of operation to be under taken are, on board and in good order.
3) The instrument and equipment required for the flight are installed.
4) The validity of any electronic navigation database installed into aircraft
navigation equipment.
5) Any outstanding MEL/CDL items are thoroughly understood and complied
with, and that the aircraft has been released in accordance with the Technical
Manual.
For this purpose, he will have the final 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, for the disposition of the aircraft during the time
in which he/she is solely in command.
If walk around is delegated, the flight crewmember shall obtain written notification
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from maintenance technician prior to flight that the inspection has been
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a. A copy of the completed load manifest (or information from it, except information
concerning cargo and passenger distribution);
b. A copy of the dispatch release; and
c. A copy of the flight plan
d. Aircraft Maintenance Log (AML)
Chapter 6.1 are completed and submitted no later than close out of the flight.
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e. All required document are compiled, and, at the end of the CROPA forwarded to
Crew Info at GOC.
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The Second in Command / First Officer is directly subordinate to the Chief Pilot. The
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Second in Command / FO reports to the Chief Pilot, and responsible to the Pilot in
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Command during the period of time when the aircraft is under the PIC’s authority which
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shall be deemed to commence at crew check-in and end at crew check out.
The Second in Command shall:
(a) Assist the Pilot in Command in the management of the flight and the manipulation of
the aircraft controls at the discretion of and under the direction of the Pilot in
Command.
(b) Participate in execution of cockpit procedures and drills laid down in the FCOM.
(c) Carry out such other duties as Pilot in Command may delegate to him during flight.
(d) Assume the responsibility of the Pilot in Command in the event of the latter is
incapacitated.
(e) Be responsible to the Pilot in Command for supervising the preparation of the flight
documents and related pre-flight duties as assigned.
The FA-1 responsible to PIC for duties concerning passenger safety, security and comfort
as prescribed in the applicable regulations and standards of the company, in addition to
the passenger service related duties as required by VP Passenger Services.
Responsibility to the PIC is during the period of time when the aircraft and operation is
under the PIC’s authority which shall be deemed to commence at crewmember check in
and end at crewmember check out.
The specific duties and responsibilities of FA-1 are found in the Operation Manual Part
B2 (OM-B2) and FASGB.
3.3.12 FLIGHT ATTENDANT (FA)
The FA’s are subordinate to the Chief FA, on flight duty are subordinate to PIC through
FA-1. A Flight Attendant acting as crewmember onboard a flight is responsible to PIC
through the FA-1 for passenger safety and security related procedures as directed in
applicable regulations and standards of the company, and to the FA-1 for customer
service related procedures and directives.
Responsibility to the PIC is during the period of time when the aircraft and operation is
under the PIC’s authority, which shall be deemed to commence at crew check in and end
at crew check out.
The specific duties and responsibilities of Flight Attendants are found in Operation
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Manual Part B2 (OM-B2) and FASGB.
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The Flight Operations Officer shall perform the function and fulfill the duties and
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(a) Receive and provide hand out briefing at duty change over times.
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(b) Maintain a log of information exchanges with respect to all flight operated under his
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authority.
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(n) Advise Director of Operations or his designate by the most expedient method, of any
abnormal incident which involves a flight, whether airborne or on the ground, including
activation of overdue / missing aircraft, or incident procedures.
(o) Recommend delay or canceling of flight when deemed necessary or advisable for
operational reasons.
(p) Communicate with stations and other departments or agencies to avoid or minimize
delays or irregularities to Company flight.
(q) Inform VP Operation Planning and Control of conditions at present, or anticipated,
which may cause delays or disruptions to the on-time performance of Garuda
Indonesia flights.
(r) Conduct thorough and professional Flight Crewmember briefings. All significant
information, which may affect the operation of the flight, including adverse weather,
such as cold weather / hot weather operation, Low Visibility Procedure / CAT II / CAT
III operation, etc.
(s) Assist those concerned with the operation in planning for safe and efficient movement
of flights.
(t) Be fully familiar with all NOTAM applicable to the operations.
(u) Re-dispatch / re-release flight in case of any irregularities due to weather or other
conditions.
(v) Perform other duties and functions related to the foregoing as further detailed in the
Dispatch Standard Operating Procedures.
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Make coordination with the PIC through OCC in case of Inflight Re-planning.
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jurisdiction of the respective chief. They must constantly be aware that they perform their
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(a) Acquiring and maintaining a working knowledge of those sections of the CASR,
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Personnel Licensing Handbook and the Government Check Pilot Guide (GCP Guide)
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(b) Carrying out on behalf of the DGCA and subject to his authority, those check required
pursuant to the CASR and in accordance with the GCP Guide.
(c) Ensuring that the check report is completed and submitted to respective chief for
placement in the flight crewmember / flight attendant file and any necessary action
arising from the assessment of the line check.
(d) Ensuring that the Pilot Proficiency Check report or FOO / FA Competency Check
report is completed and submitted to the chief regardless of whether the assessment
is pass or fail.
All CCP/FOO/FA are deemed to be in a “perceived conflict of interest” in that they are
simultaneously employees of the Company and delegate of DGCA when performing
duties. To avoid real conflict of interest, it is imperative that CCP/FOO/FA is strictly
adheres to the policy and guidelines in the GCP Guide.
CCP/FOO/FA authority expires:
(a) The employment with the Company terminates.
(b) The Instrument Rating, Proficiency Check / Competency Check on the aircraft type
authorized expire.
(c) Revoked or suspended by the DGCA.
END OF 3.3
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DIRECTOR OF DIRECTOR
MAINTENANCE OF HUMAN
DIRECTOR
DIRECTOR OF OPERATIONS & CAPITAL &
OF SERVICES
INFORMATION CORP.
TECHNOLOGY AFFAIRS
VP VP VP VP VP VP
Operation Flight Operation Cabin Services Quality Learning &
Support Operation Planning and Development
Control Assurance. (GITC)
Attendant
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Deputy Chief
Related Deputy Chief Dispatch Ctr. Related
FA
Manager Pilot Movement Ctrl Manager
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Related Mgr
Crew Sched
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2. Management personnel written in bold and shaded are required by CASR Part
121.59, and, are explained in details in the Company Maintenance Manual.
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Navigation;
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Decision making based on risk tolerability is divided based on the level of risk and level
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1. Low and Medium risk usually does not required immediate action since it is
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acceptable during operation. Significant risk becomes acceptable after risk mitigation
is implemented.
2. High and Severe risk requires immediate management decision to control a level as
low as reasonably practicable (ALARP).
3. High risk event should be managed in order to reduce the risk becomes at least
medium by prevent its occurrence (reduce probability) and/or reduce the severity.
The description of each Risk Level is as follows:
Medium Risk
• Responsibility is at the Manager level and Non-
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CHAPTER 4
4.1. SUPERVISION OF THE OPERATION ...................................................................... 1
4.2. SYSTEM PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTION AND
INFORMATION ......................................................................................................... 1
4.3. OPERATIONAL CONTROL....................................................................................... 1
4.3.1 GENERAL...................................................................................................... 1
4.3.2 OPERATIONS CONTROL SYSTEM AT STATION ........................................ 1
4.3.3 PROVISION OF OPERATIONS CONTROL................................................... 2
4.3.4 EMERGENCIES ............................................................................................ 4
4.4. DISPATCHING AND FLIGHT RELEASE RULES ...................................................... 1
4.4.1 DISPATCH OR FLIGHT RELEASE................................................................ 1
4.4.2 CREW DISPATCH ......................................................................................... 2
4.4.3 FLIGHT DISPATCHER .................................................................................. 2
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4.4.4 RAMP DISPATCH ......................................................................................... 3
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■
02 Jan 2019 Page 1
4. OPERATION CONTROL AND
OM – A SUPERVISION
TABLE OF CONTENT
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END OF 4.1
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END OF 4.2
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decisions.
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When any knows conditions including airport and runway conditions that are
hazardous to safe operation, Garuda Indonesia shall restrict or suspend operations
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Operations Control Center located in main base and report direct to the management.
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Under supervision of Station Manager, the Operations Control at station level has
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objective to manage all the resources available to keep the flight program as close as
possible to the schedule (punctuality) in coordination with all concern consistent with
company policy as stated in OM-A Chapter 4.3.1.
In doing so the role of Ramp Dispatcher being importance in this task and should have
direct access to station operations control for speedy information flow in relation with
movements of all the activity and in case in abnormal situations.
The Station Operations Control sent departure and arrival movement to Operations
Control Center, in case any deviations arise due to irregularity the Operations Control
Center should be notify at first opportunity concerning the local conditions and decision
of the Station Operations Control reflexes the decision of the Operations Control
Center.
There are four functions in the Operations Control System at Station level, i.e.: Crew
Dispatch, Flight Dispatch, Load Control and Ramp Dispatch.
With different class of GA stations at any areas will affect the form organization but the
four functions still exist.
Operations Control key personnel should held qualification as flight operations officer
in accordance with applicable state requirement and GA regulations.
Garuda Station Manager who supervises the operations control system at station level
should be qualified Flight Operations Officer.
(62)-(021)-25601622
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Flight following in 24-hour basis, controlled through Operation Control Center has
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perform required duties to provide the information necessary for the initiation and
safe conduct of each flight.
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Incoming Flights
From 1: 00 hour before estimate time of arrival, until arrival.
Outside above mentioned period, the flight operations service is resumed by flight
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following function in Operation Control Center.
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4.3.4 EMERGENCIES
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In an emergency situation that requires immediate decision and action the PIC may
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take any action that he considers necessary under the circumstances. In such a case
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END OF 4.3
a. No person may dispatch or release an aircraft for a flight that involves extended
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destination airport.
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Crew Dispatch is responsible for the implementation of the crew plan (crew tracking)
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As the crew tracking is fundamental to the effective control of the flight programmer,
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the crew dispatcher is required to maintain a very close working interface with
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operations controller and to keep him/herself fully appraised of the status of the flight
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Garuda Crew Dispatcher should qualify as assistance flight operations and keep
current and proficient on the subject crewing system and regulation.
The flight dispatcher is responsible for issuing necessary information for the safety of
the flight, and canceling or re-dispatching a flight, in his/her opinion or of the pilot in
command the flight cannot operate or continue to operate safety as planned or
released.
Prior to commencement of a flight the flight dispatcher exercise a joint responsibility
with PIC in:
1. Pre-flight planning (evaluating the weather, airport and navigational facilities, route
selection, overlying permissions, optimized payload in regard to actual condition,
ATC slot management) to guarantee best possible on-time performance and
optimum level, etc.
2. Planning the most efficient flight consistent with safety, including delay and
dispatch release of a flight in compliance with CASRs 121 and operations
specifications.
No flight may be released / dispatched unless:
- the flight dispatcher and PIC is thoroughly familiar with reported and forecast
weather conditions on the route to be flown and;
- the aircraft is airworthy as per MEL
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a. Except as provided in Paragraph (b) of this section for international flight, no person
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may dispatch an airplane over an approved route or route segment unless the
communication and navigation facilities required for the approval of that route or
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b. If, because of technical reasons or other reasons beyond the control of a flag air
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carrier, the facilities required are not available over a route or route segment
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outside Indonesia, the flight may be dispatched over that route or route segment if
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the pilot in command and flight operations officer find that communication and
navigation facilities equal to those required are available and are in satisfactory
operating condition.
02. DELAYS
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In case of delays, the Station Manager shall inform the PIC as soon as possible.
The FSM/FA-1 shall be informed to enable him/her to reconsider services schedule
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The Station Manager is responsible for the meal and accommodation for the
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Note: At slip-station, the Station Manager shall adjust crew calling time in case of
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delayed departure, except in urgent cases, the crew shall not be disturbed for delay
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END OF 4.4
CHAPTER 5
5.1. CREW DESCRIPTION ............................................................................................... 1
5.2. CREWMEMBERS DUTIES AND AUTHORITIES ....................................................... 1
5.3. DUTY REQUIREMENTS AND RESTRICTIONS ........................................................ 1
5.4. CREW COMPOSITION .............................................................................................. 1
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Checker.
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First Officer is a rank given to a pilot who hold at least current CPL with Multi
Engine and instrument rating, and qualified to fly a certain type of aircraft
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according to the criteria legalized by the DGCA, who then given duties and
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Therefore, before conducting any flight duty and/or simulator check, all
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crewmembers shall check their personal documents are still in the period of validity,
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For list of required items that must be carried and valid on all flight duty see
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Appendix 13.
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All flight crewmembers on duty are required to be on their assigned seat in flight
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deck when aircraft altitude is below the transition level/altitude or 10.000 feet AGL
whichever is higher.
The mandatory use of headset / boom or throat microphones for communication
are during ground activities, taxi, takeoff until the top of climb and from the start of
descent throughout approach and landing. During cruise, flight deck speakers may
be used.
During all phase of flight, no flight crewmember may use, nor may any pilot in
command permit the use of a personal wireless router, personal wireless
communications device or laptop computer for personal use while at their duty
station on the flight deck while the aircraft is being operated, unless the purpose is
directly related to operation of the aircraft, for emergency, or safety-related. This
prohibition is intended to ensure nonessential activities do not affect flight deck task
management or cause a loss of situational awareness during aircraft operation.
During all phase of flight, no flight crewmember may use, nor may any pilot in
command permit the use of any personal speaker while at their duty station on the
flight deck while the aircraft is being operated.
Under the co-ordination and responsibility of PIC, each crewmember should fulfill
their duties during flight. The following list of priority should be referred to, when
conducting the flight:
1. Safety.
2. Schedule Regularity.
3. Passengers Comfort
4. Good care of cargo, mail and baggage.
5. Efficiency (economy).
Should there be urgent matters arising causing all listed factors above cannot be
adhered to, the safety shall be maintained by referring to the valid procedure under
the best consideration possible. The final decision is left to the Pilot in Command.
During the period of the Flight Duty, all crewmembers are subordinate to the Pilot
in Command. If the policies of PIC are contradictory with company policies or any
other written regulations, it is the duty of all subordinates to remind PIC to adhere
to those regulations. In the instance when PIC persists in firmly, his or her decision
should be the final decision.
The succession of command during flight will be based on order of rank as follows:
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2. Captain SIC
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3. Enlarge Captain.
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In the absence of Pilot in Command during flight, the command succession shall
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During Crew Operating Pattern and Ground Pattern, all crewmembers should
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restrain their behavior to maintain Garuda Indonesia’s good reputation and image,
especially when wearing Company uniform, or at Lay-over Station.
During Lay-over time every crewmember should be self-disciplined, this is also in
terms of taking their Rest Periods which must be adjusted to the next ETD sector.
PIC and FA-1 are not responsible to monitor the whereabouts of crewmembers
during rest periods at Lay-over station. When a crewmember decides to stay at
places other than accommodation designated by the Company, he should report
to the PIC and/or FA-1 of their whereabouts.
It is the responsibility of the crewmember to be present at the Hotel or
Accommodation provided by the Company at Check-out time. As flight schedule
might change anytime, it is advisable for crewmember to periodically ensure check
out time, which may be earlier than planned.
Each pilot in command, who deviates from a rule in an in-flight emergency, shall
send a written report of that deviation to the Corporate Quality Safety and
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During flight, the PIC acts as the Company’s representative towards the other
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crewmembers and the passengers. In every decision process, the PIC also has to
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consider the financial aspect of his/her decision. The PIC has to give a good
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The PIC coordinates the duties of all crewmembers in compliance with Company
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The PIC shall ensure that the Aircraft Flight Log is filled appropriately. The filing
instruction for the AFL is described in the inner cover of the Log.
Upon completion of each Sector, PIC will sign the appropriate space in Aircraft
Flight Log, whether there is a BRIEF REPORT or not.
03. CO-PILOT
Co-pilot (in the AFL is ranked as Pilot 2, Pilot 3, and Pilot 4) is the function of a
pilot, who works in a team with the Pilot In Command and other flight crewmembers
during the operation of a flight. That function is generally taken by a First Officer,
but can also be given to a Captain who has RHS qualification. (See RHS Captain
definition on OM-A Chapter 1.2).
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Should the Co-Pilot function is taken by a Captain who has not qualified RHS, the
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particular Captain must occupy the LH Pilot seat, the Captain who functioning as
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PIC occupies the RH Pilot seat and shall be a Flight Instructor Airplane (FIA) or
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minimum equivalent.
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Duties and responsibilities of a Co-Pilot are to carefully follow the progress of the
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(or incapacitated), jeopardizing the Safety or endanger the Flight, he can take
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A First Officer is prohibited from occupying the left hand seat, either during
standard crew composition, or during an enlarged crew (with the exception of a
First Officer undergoing Captaincy training and in which case the Captain
occupying the RHS seat is a Captain qualified as an instructor).
Co-Pilot gives inputs to the PIC in the formulation of a written report to the Chief
Pilot. However, in situations concerning the PIC’s Conduct according to his
judgment, a Co-Pilot is given the right to submit a written report under his own
name.
04. FLIGHT ATTENDANT-1 (FA-1).
One Flight Attendant shall be assigned as a Flight Attendant-1.
FA-1 is responsible for the general Flight Safety conduct in the cabin, especially
during takeoff and landing.
The FA-1 supervises flight attendants during flight, coordinates work of Flight
Attendants in flight in accordance with regulations and policies and reports any
concerns that affect the quality of the flight to the PIC and/or the concerned Chief
Cabin.
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FSM or Senior FA who has meet standard and criteria can perform FA-1.
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To ensure continuity of service between pre, in and post flight, an FA-1 shall act as
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quality control to all uplift supplies at the related Sector and coordinates passenger
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The FA-1 is responsible to validate the Meal Uplift Data, Actual Passenger on
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Board, Flight Attendant Data entry on Aircraft Flight Log (AFL) or other reporting
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checking results;
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Security training.
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Accrued flight time, duty time, duty periods and completed rest periods for the
purposes of fatigue management and compliance with OM-A Chapter 7 or
State flight and/or duty time limitations.
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04.
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the PIC to determine the Pilot who will be as the Dead Heading Crew (DHC) and
this will not be written in the AFL (Aircraft Flight Log) of the related Sector.
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Note: A pilot who serve as SIC (Second in Command) of an operation that require
three or more pilots must be fully qualified to act as PIC of that operation.
CQD start from the date that person qualified for a certain category in a Fleet in
which he serves and end when a person is retired.
When a person re-joins Garuda Indonesia as an upper age then the CQD starts
from the date that the contract is signed and valid until the end of the contract.
CQD has no relations with individual employee number.
For scheduling purposes, when more than one Captains who is qualified to be Pilot
in Command for a flight, only one Captain who acquired the earliest Category
Qualified Date (CQD) will be assigned as PIC and the others as SIC/Co-Pilot and
each Pilot must occupy his qualified seat specification.
LEFT-HAND RIGHT-HAND JUMP
REMARKS
SEAT (LHS) SEAT (RHS) SEAT
CAPT FO - -
No Training CAPT CAPT - (*)
No Checking Chief Pilot CAPT - -
VP OF CAPT - -
Check CAPT & FO
CAPT FO
Pilot Line Check
Line Check
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CAPT Line
CAPT
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Check Pilot
Check
CAPT/T or
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CAPT/T or
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Note:
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- (*) For flights with compositions consisting of two Captains with both having
RHS qualification then PIC is determined based on CQD, but if only one
captain has RHS qualification then RHS qualified Captain will act as SIC
- CAPT/T: Captain on Training; CAPT/C: Captain on Check; FO/T: First
Officer on Training
On Enlarged Crew Composition, the PIC assignment is valid for the whole Journey
(does not automatically mean the whole CROPA). Under certain conditions, Chief
Pilot may deviate from the above PIC assignment; however written report shall be
forwarded to VP Flight Operations as early as possible.
Every time the PIC leaves his seat, the Command Authority and Flight Function
will be delegated to the SIC/Co-pilot in the cockpit. This regulation is also applied
for an Enlarged Crew composition.
Apart from the number of Enlarged Crew (3 or 4 Pilots), the Pilot composition shall
consist of a minimum 2 Captains. The flight crewmember addition as mentioned
above is given in relation with the extension of Flight Duty Time and/or Flight Time.
As being part of crewmember, following shall be observed:
The enlarged crew shall be involved in all pre, in, and post flight activities as
standard crew normally are.
The enlarged pilot shall occupy the cockpit observer seat during takeoff and
landing.
The PIC has to coordinate a fair rotation of rest period for each crewmember,
including himself so that as far as possible, each Flight Crewmember takes the
Flight Deck Seat in a justly manner.
Seat Allocation for Enlarged Crew is on C Class as per aircraft seat configuration,
as follows:
A330-200: Last row of OA right side, 8HK;
A330-300: Last row of OA right side 10HK, except for PK-GPR are 9HK.
B777-300ER: Bunker; Other Type of aircraft should be two seats of last C class
row seat.
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The Enlarged Crew column in the Aircraft Flight Log (AFL) shall be marked ()
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should the crew composition is an Enlarged Crew. If the Enlarged Crew in the AFL
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is not filled out, the Crew Scheduling System will automatically consider the
additional crew other than the Standard Crew number as a Supernumerary Crew
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that will not obtain their record of Flight Time. This will be applied to the Pilot-3, and
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04. SUPERNUMERARY
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responsibilities;
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g. Shall not impede flight crew members and/or flight attendant in the performance
of their duties;
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h. For the Supernumerary occupying cockpit jump seat, if there is any urgent
situation/condition that endanger to the safety of flight (such as near collision,
etc.), he must inform pilot on duty in timely manner;
i. For the Supernumerary in the passenger cabin, if there is any urgent
situation/condition that endanger to the safety of flight, he/she must inform FA;
j. In case of Emergency, follow direction given by PIC;
Note:
The presence of the Supernumerary does NOT change the Flight Duty Time / Duty
Period limitation.
Supernumerary from Aircrew is not eligible to record Flight Time although from the
FATA point of view, the whole Flight Time is counted.
Supernumerary Other than Aircrew is neither eligible to record Flight Time nor FDT
/ Duty Period.
The maximum Flight Attendant’s Duty Period scheduled for the Supernumerary is
14 hours within 24 consecutive hours.
conducted to the Ab-initio Pilot, for the first day of training, the presence of a Pilot
who has the Rating for the related aircraft, will have to be a member of the
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Complement Crew (The Flight Hours will not be given to him but the Flight Time
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component of that Pilot will still be given fully) The Ab-initio Pilot does not obtain
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the Flight Time component for the purpose of Flight Allowance. It is PIC
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The procedures for the succession of command is explained in the FCOM for each
aircraft, in OM-A Chapter 5.2 and in OM-A Chapter 11.1.
It is legal to replace an Incapacitated Flight Crewmember with another Flight
Crewmember as long as the replacement meets the required qualifications and is
both physically and mentally ready to take the duty. The replacement Flight
Crewmember can be from a Supernumerary Crew, Dead Heading Crew (DHC) or
an on board available Flight Crew.
Refer OM-A Chapter 15, OM-A Chapter 23.4 and OM-B2 for incapacitation
procedures.
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A330-300 8 11
B777-300ER 12 16
Degraded Service
Flight with Flight Attendant composition less than standard service is permitted with
adjustment in Garuda Indonesia standard service, as long as no safety and security
aspects are violated.
END OF 5.4
CHAPTER 6
6.1 QUALIFICATION OF FLIGHT CREWMEMBER ........................................................ 1
6.1.1 INITIAL NEW HIRE CREWMEMBER ............................................................. 1
6.1.2 FIRST OFFICER ............................................................................................ 1
6.1.3 CAPTAIN ....................................................................................................... 1
6.1.4 HIRING PILOTS............................................................................................. 2
6.2 QUALIFICATION OF FLIGHT ATTENDANT ............................................................. 1
6.2.1 INITIAL FLIGHT ATTENDANT ....................................................................... 1
6.2.2 FLIGHT SERVICE MANAGER....................................................................... 1
6.2.3 FA-1 for CRJ and ATR ................................................................................... 2
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER ........................................... 1
6.4 TRAINING AND SUPERVISION................................................................................ 1
6.4.1 TRAINING POLICY AND PROGRAM ............................................................ 1
6.4.1.1 TRAINING POLICY ............................................................................ 1
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APPROVAL ........................................................................................ 3
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The newly hire flight crewmember (fresh graduated from flying school) shall possess
a current CPL with instrument rating.
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a. Unless dictated different due to fleet expansion and company requirements, First
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Officer assignment shall start from “Narrow Body” (e.g. CRJ-1000 or B-737).
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6.1.3 CAPTAIN
a. Unless dictated different due to fleet expansion and company requirements, the
initial captain assignment shall start from “Narrow Body” (e.g. ATR72-600, CRJ-
1000 or B-737).
b. The requirement for initial captain promotion are:
Basic requirements:
Minimum 23 years of age;
a. Captain:
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b. First Officer:
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END OF 6.1
Pass the initial/New Hire Ground Training with passing grade point of 80%
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c. Competency
Basic knowledge for flight attendant:
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c. Technical Requirements
Pass the psychological test
Pass the competency test
Pass the internal interview selection by the team
Pass final selection by Panitia Penentu Akhir (Pantuhir)
Pass the Management Ground & Flight Training
d. Competency
Basic knowledge for Flight Service Manager:
Company Organization awareness & organization behavior
Company product knowledge
Rules & regulation / management policy
Duty & Responsibility
Safety & Service management
Safety Management System
CASR
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For additional knowledge, refer to FASGB Chapter 2.3.4
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a. General Requirements
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In order to become FA-1 for CRJ and ATR Type of Aircraft, the candidate (male or
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female) should have credibility, capability, good attitude, initiative & proactive,
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leadership qualities.
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b. Specific Requirements
Minimum 2 (two) years’ experience as FA
Minimum SMK score 80 in 2 (two) years period
Minimum Garuda English Test score of 600
No disciplinary sanctions for at last 2 (two) years
c. Technical Requirements
Pass the administrative/internal selection process
Pass the ground training
Pass the flight training
Pass KSDM/evaluation of training results
d. Competency
Basic Knowledge:
Company Organization awareness & organization behavior
Company product knowledge
Rules & regulation / management policy
END OF 6.2
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• Dispatcher resource management (DRM)
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No person may act as Flight Operation Officer (exercising responsibility with the
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Pilot in Command in The Operational Control of a flight) in connection with any civil
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aircraft in air commerce unless he has in his personal possession a current Flight
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Operation Officer license issued to him under this part and third – class (or higher)
medical certificate issued to him under Part 67 of the CASRs.
02. REQUIREMENT
a. Age
Candidate of FOO shall be not less than 21 (twenty-one) years age.
b. Knowledge
FOO shall able demonstrate the capability of speaking and reading in English
(grade of Garuda English Test subject company policy) and Indonesian
language.
He shall satisfy the licensing authority at a level of knowledge appropriate to
the privileges to be granted to the holder of a flight operations officer license,
in at least the following subjects:
Company Operation Manual indoctrination
Radio equipment and communication
Aviation Indoctrination
Navigation, equipment and special navigation
c. Experience
He shall have satisfactorily completed an approved Training Course including
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served under the supervision of a Qualified Flight Operation Officer at least 90
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d. Skill
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e. Medical Examination
The applicant FOO shall have established his medical fitness on the basis of
compliance with requirements for the issue of a class 3 Medical Assessment.
The applicant FOO shall have no established medical history or clinical
diagnosis of:
1) A psychosis;
2) Alcoholism;
3) Drug dependence;
4) Any personality disorder, particularly if severe enough to have repeatedly
resulted in overt acts;
5) A mental abnormality or neurosis of a significant degree.
04. REQUALIFICATION
To regain his qualification, disqualified FOO license holder should be successfully
attended the requalification program.
The contents of re-qualification program depend on the course of the non-
proficiency, i.e. failed written knowledge/proficiency check, prolonged non-
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exposure, etc.
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Flight shall be carried out by FOO actively employed in the provision of flight
operations services with the purpose of:
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Giving him insight to the extent practicable in the actual flight execution in view
of this engagement in flight planning.
Enabling him to establish and maintain a proper coordination of operations
control actives.
When conducting Route Familiarization Flight, he shall possess a valid ticket on
such flight and treated as normal passenger with seat allocation in the cabin.
For conducting the Route Familiarization Flight, refer to Flight Operations Officer
Manual.
END OF 6.3
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using the approved Ground Training, Flight Training and Examination program.
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(4) New policies, rules, instructions and procedures, new aircraft type, system and
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DGCA).
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Instructor training,
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Completion standards
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Preparations
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Implementations
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Testing / Checking
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Record keeping.
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(d) The curriculum segment for each category of training will consist of Ground
Training, Flight Training (as appropriate), and qualification.
(e) The Flight Training include simulator training for airplane, airplane type
endorsement, and route training.
c. The final approval of the training program or revision will be granted by the DGCA
if it is shown that the training conducted under the initial approval ensures that each
person that successfully completes the training is adequately trained to perform his
assigned duties.
Details of the training programs are incorporated in the OM-D1, OM-D2, and OM-D3.
6.4.1.5 E-LEARNING
E- LEARNING is a method of distance learning and/or distance evaluation in the
Crewmembers / FOO / Operation Personnel training and qualification program by
using an electronic means or web based media.The students/participants obtain
instructions or tutorials required, given by instructors/facilitators from a distance via
web site. It should provide an interactive comunications beetween
students/participants and the assigned instructors/facilitators.
The system shall be able to ensure continual improvement of the Crewmembers / FOO
/ Operation Personnel training and evaluation program, to include, as a minimum,
monitoring, recording and evaluation of results of successful and unsuccessful
Crewmembers / FOO / Operation Personnel evaluations.
The system shall also record the required duration of attendance and the performance
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result of the training. The e-learning may be used for initial/recurrent ground training
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and/or evaluations.
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Good reputation.
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(i) Person conducting training may not do the qualification check for the
following category of training: Initial, Transition, Upgrade, and Re-
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qualification.
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(ii) Person conducting training may do the qualification for the following
category of training: Recurrent, Recency, Familiarization, Differences, and
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(2) Instructor, Examiner, and Check Airmen shall perform their work without
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(b) Company requires that all examinations are administered by a suitably qualified
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examiner.
(c) Company requires that piloting technique and the ability to execute normal and
non-normal procedures are checked in such a way as to demonstrate each pilot’s
competence.
(a) Flight Crewmembers / Flight Attendant / Flight Operation Officer shall be trained
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(2) Where possible, a combined CRM training between flight crewmembers, flight
attendant and flight dispatcher should be provided.
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(d) All flight crewmembers shall be trained and demonstrate proficiency on the
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following:
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flight equipment;
(4) Procedures to properly respond to TCAS/ACAS alerts;
(e) When required so in-flight, all flight crewmembers shall be trained in RVSM/RNP
procedures;
(f) Flight crewmembers shall conduct the seat-specific qualification program when
designated to perform duties from either seat.
(g) Required maneuvers and procedures that cannot be safely accomplished in the
aircraft and ensure such maneuvers and procedures are trained and evaluated in
a simulator / representative flight training device that has been approved and/or
certified by the DGCA.
Maneuvers and procedures that cannot be safely accomplished in an aircraft shall
include, as a minimum:
i) Wind shear avoidance and recovery;
ii) Response to EGPWS alerts and warnings and the avoidance of Controlled
Flight Into Terrain (CFIT);
iii) Response to TCAS/ACAS alerts.
iv) Emergency Descend;
v) unusual Attitude;
vi) Stalls;
vii) steep turn;
viii) Engine–out;
ix) Rejected Takeoff;
When conducting training flights, engine failures shall be simulated for the purpose
of accomplishing maneuvers that involve a failed or inoperative engine.
(h) If the required training flights are unable to be conducted due to the non-existence
of a representative flight training device, Garuda shall utilize an alternative means
for ensuring a demonstration of pilot competence in the applicable maneuvers and
procedures. Any alternative means shall be approved or accepted by the State,
and require a demonstration of competence through a combination of methods, to
include:
i) generic flight training devices;
ii) additional ground and line training and evaluation;
iii) as applicable, any other means that ensures a demonstration of pilot
competence in the applicable maneuvers and procedures.
(i) Flight crewmembers shall be trained and, when applicable, an evaluation that
includes a demonstration of competence in duties and procedures related to flight
crewmembers incapacitation. Such training and, when applicable, evaluation shall
be completed during initial ground training and subsequently during recurrent
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training once every three (3) calendar years.
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course that is carried out entirely in a simulator. This method of training is not
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applicable for each pilot but only for the pilot who meets the requirements stipulated in
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(d) In acquiring route training, crewmembers must comply with the following :
In the case of flight crewmember, he must hold the appropriate certificates and
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ratings for the crewmember position and the airplane, except that a pilot who
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meets the PIC requirements must hold the appropriate certificates and ratings
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A First Officer must perform his duties under the supervision of CCP during at
least one flight leg which includes a takeoff and landing.
(b) Flight Attendant must perform the assigned duties under the supervision of
Designated Flight Attendant Examiner Representative (DFER) or Company
Checker.
(c) Flight Operations Officer must perform the assigned duties under the supervision
of Designated Flight Operations Officer Examiner Representative (DFOOER) or
CC.
(d) A briefing and debriefing shall take place before and after the check.
Prior to the check, flight crewmembers shall have a clear understanding of the
required maneuvers to be performed in their respective examination, without
providing the flight crew the detailed chronological sequence of the maneuvers
or malfunction prior to the respective maneuvers or malfunction being
administered.
A report shall be prepared by the check airman and be signed by the pilot
undergoing the check.
This report shall be kept on file.
(e) For repetition of a check, a different check airman shall be assigned.
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If a crewmember did not pass a check, The pilot must be informed why his performance
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The failed crewmember must receive the appropriate remedial training on the subject/
exercise he has failed, either through briefing, self study or returning to ground class
session. Human factor consideration including facility of coaching and councelling shall
be provided.
The check shall be repeated by another check airman within 7-30 days after the first
check took place.
INITIAL NEW
HIRE INITIAL REQUALIFI
A/C TYPE TRANSITION UPGRADE
NON EQUIPMENT -CATION
RATED
RATED
CRJ 1000 X
B 737-800/- X
8
A 330- X N/A
200/300
B777-300ER X N/A
Note:
: ZFTT program is applicable, provided minimum Flight time log is 1000 hours for training PIC
and 500 hours for SIC on the same category and class of civil turbo-jet transport airplane.
X : ZFTT program is not required, see FCTM curricula/syllabi;
: For unqualified pilot more than 24 months, ZFTT program is applicable;
N/A : Not Applicable
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6.4.3.6 SUMMARY OF A/C ROUTE TRAINING DURATION AND NUMBER OF CHECK FOR
TYPE RATING
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(1)
ROUTE TRAINING (Hours) (3) (4) ROUTE CHECK
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FO (2)
220 / 180 75 / 25 - 2X 1X -
ATR72- PIC 180 75 / 25 150 2X 1X 2X
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600
FO 200
(2)
/ 180 75 / 25 - 2X 1X -
B 737- PIC 180 75 / 25 150 2X 1X 2X
800/-8 FO (2)
250 / 180 75 / 25 - 2X 1X -
A 330 - PIC - 75 - - 1X -
200/300 FO - 75 - - 1X -
B 777- PIC - 75 - - 1X -
300ER FO - 75 - - 1X -
The route training may not be standardized due to variation in route structure according to
aircraft type, level of difficulties, and category of training.
Note:
(1) : Route check is done 2 X (by different instructor) or 1 X as applicable, on selected
sector as determined by Chief Pilot.
(2) : For Ab-Initio FO.
(3) : For ZFTT Program, The training Pilot shall commence Route Training (Line Flying
Under Supervision) as soon as possible within 21 days after completion of the
Proficiency Check (skill test).
For B737-800/-8: The training Pilot shall conduct the first four take-offs and landings
of the Route Training (Line Flying Under Supervision) in the airplane under the
supervision of a FIA occupying a pilot’s seat, and a safety pilot.
For A330-200/300: The training Pilot shall conduct the first two take-offs and landings
of the Route Training (Line Flying Under Supervision) in the airplane under the
supervision of a FIA occupying a pilot’s seat, and a safety pilot.
If Route Training (Line Flying Under Supervision) has not been commenced within
the 21 days, the Training Pilot shall be provided an appropriate training acceptable
to the Authority.
(4) Minimum required : - 10 operating cycle for Transition training
- 100 operating cycle for Initial and Upgrade training
Circumstances allows, reduced training hours can be applied, however they cannot be
less than the Authority minimum requirements (CASR 121.438 (b)
All pilots shall pass two proficiency checks during each calendar year at interval
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Emergency procedures
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Flight crewmembers shall review and verify the knowledge by passing the quiz of
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selected ATA Chapter at least once a year. The whole ATA Chapter shall be
completed in 24 calendar months.
applicable minima (approach, minimum safe altitude), the route to be flown and
nav-aids available en-route and for approach and other possible restrictions
(operating hours).
(j) Safety Management System (SMS) training; Recurrent training conducted every
2 calendar years.
6.4.4.2 FLIGHT ATTENDANTS
Every Flight Attendant shall receive and pass recurrent ground training once every 12
calendar months on the following subjects:
Safety Emergency Procedures;
Crew Resource Management (CRM);
Aviation Medical Knowledge;
Aviation Security (AvSec);
Safety Management System (SMS) training.
And pass recurrent ground training once every 24 calendar months on the following
subject:
Crewmember Emergency Training;
Dangerous Goods (DG);
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If the FO has less 100 hours flight time on type and the PIC is not an appropriate check
pilot, the PIC must make all Takeoff and Landing in the following situations:
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The prevailing visibility value on the last weather report for the airport is at or
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The RVR (if reported) for the runway to be used is at or below 1500 m.
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Runways with standing water, snow, slush or conditions that may affect
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performance.
Braking action reported less than good.
Crosswind exceeds 15 knots.
Wind shear and,
Any other condition in which the PIC determines it to be prudent to exercise the
PIC‘s prerogative.
Recent Experience
A pilot does not operate the same type or variant of aircraft unless he/she has carried
out at least three takeoff and landings as pilot flying in the aircraft type or approved
flights simulator of the type to be used in the preceding 90 days.
Re-qualification is required to regain recency, refer OM-D1.
When an approved flight simulator is used:
That pilot must have previously logged 100 hours flight times on the type.
That pilot must be observed on the first 2 landings made in line operation by check
pilot who act, as PIC and the weather must be equal to or better than Cat I minima.
The takeoff and landing exercises on such simulator must include:
At least one takes off with a simulated failure of the most critical engine.
At least one landing from an ILS approach to the lowest ILS minimum.
At least one full stop landing.
Each required flight crewmember position must be occupied by an appropriately
qualified person and the simulator must be operated as if in a normal in-flight
environment without use of the repositioning features of the simulator.
supernumerary crew. Line check should be written in the brief report of AFL.
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Chief pilot, in consultation with VP Flight Operations may impose specific training or
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The route selection for checks after route training (IOE) normally performed
with the consideration of route complexity, terrain, traffic, communication, ATC
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Re qualification
An expired route qualification can only be revalidated by re-qualification. Methods
of re-qualification are identical to initial route qualification.
For Category A
If a PIC is assigned to category A airport of intended landing in areas, on routes or
route segments to be used in operations for which he is not qualified, there are four
possibilities to obtain the qualification:
An ARI (Airport and Route Information) by means of pictorial representation; or
The airport is considered to be adjacent to an airport for which the PIC is
already qualified. (See Table of Adjacent Airports, Areas, Route Areas and
Route segment on this section). The PIC is automatically qualified; or
If the airport is not considered adjacent and there is no ARI presentation or
briefing available, the normal operating minima shall be adjusted by a process
that adds a margin of safety as follows:
Precision approach 100 feet to HAT - 200 m to VIS
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Non precision approach 300 feet to HAA - 600 m to VIS;
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Descent from the initial approach altitude to landing at the airport can be made
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Adjacent airport is category “A” airport which is located in the same area as per
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table of adjacent airport in this section and has similar characteristics compare to
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the airport in the same area taking into account with the following aspects:
routes;
weather characteristics;
navigation facilities;
communication procedures;
air traffic control standards and practices;
holding and approach procedure;
Surrounding terrain.
Descent from the initial approach altitude to landing at the airport can be
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PIC shall be the Pilot Flying when pairing with co-pilot trainee .
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Validity
Airport qualifications are valid for 12 months:
From the month of initial qualification; or
From the latest flight along a representative part of the route.
Re qualification
An expired airport qualification can only be revalidated by re-qualification. Methods
of re-qualification are identical to initial airport qualification.
Note :
For ATR72-600 the latest time allowed for takeoff from class C airport is 30
minutes before sunset.
For Sunrise / sunset table see ROM
The flight crew can comply with the applicable airplane operating limitation.
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minimums are not prescribed for that airport: minimum of 1000 feet ceiling and
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Take off from alternate airport is not authorized unless the weather is at least equal
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- For an approach to a runway not equipped with a CAT II/CAT III ILS
(either CAT I or downgraded to CAT I):
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the radio altimeter should be set at 100 feet for a practice CAT IIIA
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Note: For this approach the actual weather should be 500feet / 2500 m or
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c. Crew Qualification
CAT I qualification apply to captains as well as for First Officer after completion of
route training.
CAT II/IIIA qualifications apply when CAT II/IIIA training for the aircraft type
concerned and route training has been completed and the following requirements
are met:
Training
CAT II/IIIA training for Captains and First Officers without previous CAT II/IIIA
experience shall include 10 practices approach in the simulator.
With previous CAT II/IIIA experience shall include 5 practices approach in the
simulator.
Practice approaches on the aircraft
For Captains without previous CAT II/IIIA experience, 10 practice approaches,
with previous CAT II/ IIIA experience, 5 practice approaches, are required for
the lowest minima.
For First Officers without previous CAT II/IIIA experience 5 practice
approaches, with previous CAT II/ IIIA experience, 5 practice approaches, are
required.
Type and command experience
Before commencing CAT II/IIIA operations, the following additional
requirements are applicable to captains and first officers as authorized to
operate as pilot flying during CAT II/IIIA operations who are new to the type:
50 hours or 20 sectors on the type, including line flying under supervision;
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and
Unless he has previously qualified for CAT II/IIIA operations on Garuda
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Indonesia aircraft, 100m must be added to the applicable CAT II/IIIA RVR
minima until total of 100 hours or 40 sectors, including line flying under
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aircraft.
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CAT IIIA qualifications (DAH < 100) apply, when CAT IIIA training for the
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aircraft type concerned has been completed and a total of 200 flying hours has
been accumulated after being CAT I qualified.
Note:
Practice approaches during route training are included in above
requirements.
Flying hours must be self-recorded.
Initial qualification for CAT II/IIIA operation is obtained by completion of a
CAT II/IIIA Qualification form. The completed form must be sent to the
relevant chief pilot’s office.
Maintaining qualification
Validity of qualification for Captains and First Officers will be maintained
through annual simulator sessions and continued return of automatic approach
(Land) questionnaires. For all aircraft types an absolute minimum of 5 CAT
II/CAT IIIA approaches (practice or actual) per calendar half year is required.
Captains and First Officers A-330, and B777-300ER may include CAT II/CAT
IIIA simulator approaches in the number of practice approaches required to
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Engineering
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Dept.
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Flight
Crew
Administration Flight Standard DKPPU
Scheduling
Officer
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(a) CRM is the effective use of all available resources -- people, equipment, and
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(b) CRM ability and a facility for teamwork shall be selection criteria for all
crewmembers.
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(c) Flight schedules 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 FIA is part of the crew).
(d) 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
Garuda Indonesia operating team.
(e) Each Garuda Indonesia 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.
(f) CRM skills and performance will be periodically evaluated at all organizational
levels to provide regular feedback and ensure continuous improvement.
(g) CRM skills and performance will be a factor in the promotion of all Garuda
Indonesia crewmembers.
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04. CRM BEHAVIOURS
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Teamwork,
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Communication,
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Decision-making, and
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Workload management.
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Crewmembers are expected to master these behaviours in the course of CRM and
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END OF 6.6
CHAPTER 7
7.1 DUTY SCHEDULE .................................................................................................... 1
7.2 FLIGHT TIME AND FLIGHT DUTY TIME .................................................................. 1
7.2.1 GENERAL...................................................................................................... 1
7.2.2 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR
CREWMEMBER ............................................................................................ 1
7.2.3 DUTY TIME LIMITATION FOR CREWMEMBER ........................................... 1
7.2.4 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR TWO PILOTS
...................................................................................................................... 4
7.2.5 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR TWO PILOTS
AND ONE ADDITIONAL FLIGHT CREWMEMBER ....................................... 5
7.2.6 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR THREE OR
MORE PILOTS AND AN ADDITIONAL FLIGHT CREWMEMBER ................. 5
7.2.7 FLIGHT ATTENDANT DUTY PERIOD LIMITATION AND REST
REQUIREMENT ............................................................................................ 6
7.2.8 FLIGHT TIME LIMITATIONS: OTHER COMMERCIAL FLYING .................... 7
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Base in the first Journey until the return to the Base in the last Journey. Each
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A Journey, known also as the Duty Cycle, is a flight activity (including Transit Time
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between two sectors) that begins at the first Sector and ends at the last Sector
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Journey does not include crewmember activities prior to the first sector and after
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Every crewmember assigned for Reserve or Standby is obliged to manage his rest
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qualifications. The same also applies in preparing clothing and other travel gear.
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Reserve is the backup Crew Resource in an airport. Maximum Reserve duty time
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is 6 hours. To calculate Flight Duty Time, the time spent on Reserve Duty is
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Standby is the back-up Crew Resource other than at the Airport duties that give
flexibility to the crewmember to conduct their normal social activities, as long as
the particular crewmember is ready to be picked up at the Pick-Up Point written in
the Crew Scheduling System (or a Pick-Up Point already agreed between the
particular crewmember and Crew Scheduler) within 30 minutes after notification is
received.
Should notification is received less than 3 hours before ETD, and the crewmember
had decided to use own vehicle (EV), that particular crewmember must report at
the airport at the latest 90 minutes after notification is received.
Notification can be given more than 3 hours before ETD, as long as that is done
during Standby period. Should this happen, the crewmember must be ready to be
picked up 3 hours before ETD. If the crewmember decided to EV, the general
regulation concerning report time at the airport applies.
Notification can be sent before the start of Standby period, however it has to
consider reasonable rest limits. For which, the crewmember cannot be blamed if
they cannot be reached before the scheduled Standby period.
As a general rule Standby period lasts for maximum of 12 hours.
however under Crew shortage conditions, ETD is allowed up to 3 hours after the
end of Standby period, provided that notification must fall during Standby period.
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Flight Duty Time starts at the time the particular crewmember report at the airport
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and at the maximum 90 minutes before ETD, and ended at the end of post flight
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These limitations above are made to clarify back up Crew Resource Duty (Reserve
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& Standby) interpretations, while at the same time giving the crewmember flexibility
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to utilize their time during standby for their social lives, without reducing their
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Standby can also be changed to Reserve at the airport. Should this happen, then
Pick-Up Time is 90 minutes before the start of Reserve Schedule.
At the instance that Standby is revised to CROPA or Reserve Schedules, the valid
one is the newest schedule. This means that time revisions for rest and other social
activities are arranged by the particular crewmember by referring to the new
schedule.
The cancellation of the new schedule back to Standby can only be done starting
from the schedule’s Pick-Up time.
All Revisions from Standby should refer to the Actual Arrival Time (ATA) of the
previous CROPA of each crewmember or the end of other Ground Pattern to fulfill
the requirement of the available Rest Period limitations.
LT.
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Schedule revision that Standard Time Departure at 22.00 – 09.00 LT will be given
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Those who are authorized to make Duty Schedule Revision are the Crew
Movement Control, Crew Dispatch, Crew Scheduler, Flight Movement Control, and
Chief or Vice President Flight Operation in special cases.
If irregularities happen, CROPA can be shortened or lengthened and can be
applied to all aircrew or only one individual case.
Notification about any changes should be done as early as possible, however, this
does not mean that notification cannot be given at the end of the ongoing
scheduled CROPA. If the changes happen at the end of the ongoing scheduled
CROPA, it should be done within the post flight period (30 minutes after last block
on) or at arrival time of deadheading sector and accompanied with telex from Crew
Scheduler (OJ)
CROPA can be lengthened if limits are not exceeded (Flight Time, Flight Duty
Time, Duty Period, Rest Period, etc.).
crewmember’s room.
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Employees/Station Manager are not permitted to relay the schedule change orally
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A. Immediately applies after Crew Dispatch receives notice about the absence of
a related crewmember or if driver has informed the Transport Desk via radio
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Total Flight Time, and for Enlarged crew that consists of 4 Pilots is half of Total
Flight Time.
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from all further duty for at least 24 consecutive hours during any 7 consecutive
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days.
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b. A crewmember shall not assigned to any duty during any required rest period.
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c. A crewmember may not accept assignment to any duty during any required rest
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period.
d. Time spent in transportation for a crewmember to transport to an airport at which
he is to serve on a flight as a crewmember, or from an airport at which he was
relieved from duty to return to his home, is not considered part of a rest period.
The maximum assignment for FDT or FT within 24 consecutive hours herewith means
that crewmember can be scheduled up to FDT or FT limit (depend on composition)
continuously without rest. Once the journey completed and followed by rest, the 24
consecutive-hours period is then starting from the following reporting time for the next
journey.
a. Flight duty time is defined as the total elapsed period from the time a crewmember
is required to report for duty, to the time that crewmember has completed all official
duties with respect to a flight or series of flights and is released for an official crew
rest.
Post
Reporting Time 1 Journey Flight
b. The maximum Flight Duty Time scheduled for Flight Crewmember is 14 hours
within 24 consecutive hours.
c. The scheduled flight duty time for flight crewmember may be exceed 14 hours
within 24 consecutive hours provided:
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compartment;
b) The additional pilot occupies a flight deck observer seat during take-off
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c) The maximum flight deck duty time for any pilot is 12 hours; and
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d) Two hours are added to the required rest period prior to the next flight
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duty period
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2) Where rest is taken during a flight duty period, flight duty time may be extended
beyond the 14 hours in Point b of this section if:
a) Garuda Indonesia provides the flight crewmember with advance notice of
the split flight duty time;
b) One-third of the flight duty time precedes the rest period;
c) A rest period of at least 4 (four) hours in suitable accommodation is
provided;
d) The flight crewmember’s rest is not interrupted during the rest period;
e) The flight duty time is extended by one-half the length of the rest period
referred to in (2)-c, to a maximum of three hours; and
f) The required rest period following the split flight duty time and prior to the
next flight duty period is increased by an amount equal to the extension
to the flight duty time.
TOTAL FDT (Extended by one-half the length of the rest period referred to
in (2)-c, to a maximum of three hours) (**)
(*) 1/3 of the Flight Duty Time (FDT) that precedes the rest period is a maximum value.
(**) The extension of FDT is not mandatory.
Note:
A CROPA utilizes Split Flight Duty Time shall approved by VP Flight
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Operations (CGKOFGA);
The utilization of Split Flight Duty Time cannot be done On the Spot. Should
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the airport.
The required rest period following the split flight duty time and prior to the
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and a flight relief facility is provided, flight duty time may be extended beyond
the 14 hours in Point b of this section if:
a) The flight relief facility is classified as a “flight relief facility-seat”, and it
meets the requirements of the DGCA, the flight duty time may be extended
to 17 hours, in which case the maximum flight deck duty time for any pilot
is 12 hours or;
Post
Reporting Time Flight Deck Duty Time for any pilot: 12 hours
Flight
Note:
Limitation for FRFS applicable for any augmented composition (enlarge 3
pilot and enlarge 4 pilot or more).
Note:
Limitation for FRFB applicable for three or more pilots and an additional
flight crewmember composition (enlarge 4 pilot or more)
c) A rest period equal to the length of the previous flight duty period shall be
provided prior to the next flight duty period, which shall be at least 12 hours;
and
d) The maximum number of sectors that may be completed is three.
e) The seat in the aircraft cabin is still required/ reserved for the purpose of
Enlarged Crew rest.
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f) The CROPA preparation that utilizes an Enlarged Crew must be approved
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by Chief Pilot.
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Note:
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Pilot shall hold responsible not to exceed these Flight Time/ Flight Duty Time limits,
by informing the Chief Pilot when exceed limit is proved or likely to occur.
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As long as Flight Duty Time for Standard Crew Complement is not exceeded, the
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preceding Flight Duty Time that has been done, with the minimum of 12 hours
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7.2.4 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR TWO PILOTS
a. A flight crewmember may be scheduled to fly in an airplane that has a crewmember
of two pilots for 9 (nine) hours or less during any 24 consecutive hours without a
rest period during these nine hours.
b. No flight crewmember may be scheduled and no flight crewmember may accept
an assignment for flight if that crewmember's total flight time will exceed:
1) 1,050 hours in (any 12 calendar month);
2) 110 hours in any calendar month;
3) 30 hours in any 7 consecutive days;
c. No flight crewmember may be scheduled and no flight crewmember may accept
an assignment for flight time during the 24 consecutive hours preceding the
scheduled completion of any flight segment that consist of 9 hours or less of
scheduled flight time, unless there is a scheduled rest period of at least 9
consecutive hours of rest during that 24 hours.
7.2.5 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR TWO PILOTS AND
ONE ADDITIONAL FLIGHT CREWMEMBER
a. No flight crewmember may be scheduled to fly, in an airplane that has a
crewmember of two pilots and at least one additional flight crewmember, for a total
of more than 12 hours flight time during any 24 consecutive hours.
b. If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or more
hours during any 72 consecutive hours, he must be given at least 18 hours of rest
before being assigned to any duty. In any case, he must be given at least 24
consecutive hours of rest during any seven consecutive days.
c. No flight crewmember may be scheduled and no flight crewmember may accept
an assignment for flight if that crewmember's total flight time will exceed:
1) 120 hours during any 30 consecutive days;
2) 300 hours during any 90 consecutive days; or
3) 1,050 hours during any 12 calendar month period.
d. If half the flight crewmembers flight time during any calendar month is as part of a
crew composed of two Pilots, then that crewmember is limited to 110 hours in any
calendar month.
Note:
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7.2.6 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR THREE OR MORE
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a. Garuda Indonesia scheduled its flight hours to provide adequate rest periods on
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the ground for each pilot who is away from his base and who is a pilot on an
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airplane that has a crewmember of three or more pilots and an additional flight
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whenever a pilot is scheduled to fly more than 12 hours during any 24 consecutive
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hours.
b. Garuda Indonesia gives each flight crewmember, upon return to his base from any
flight or series of flights, a rest period that is at least twice the total number of hours
he flew since the last rest period at his base. During the rest period required by this
paragraph, the air carrier may not require him to perform any duty for it. If the
required rest period is more than seven days, that part of the rest period in excess
of seven days may be given at any time before the pilot is again scheduled for flight
duty on any route.
c. No flight crewmember may be scheduled and no flight crewmember may accept
an assignment for flight if that crewmember's total flight time will exceed:
1) 120 hours during any 30 consecutive days;
2) 350 hours during any 90 consecutive days; or
3) 1,050 hours during any 12 calendar month period.
d. If half the flight crewmember flight time during any calendar month is as part of a
crewmember composed of two Pilots then that crewmember is limited to 110 hours
in any calendar month.
If half the flight crewmember flight time during any 90 consecutive days is as part
of a crewmember composed of two pilots and one additional crewmember then
that crewmember is limited to 300 hours in any 90 consecutive days.
Note:
- For summary see appendix 11
7.2.7 FLIGHT ATTENDANT DUTY PERIOD LIMITATION AND REST REQUIREMENT
Flight attendant may be assigned to a duty period, only when the applicable duty period
limitations and rest requirements of this paragraph are met.
1. Except paragraph 4, 5 and 6 of this section, the scheduled Duty Period within 24
consecutive hours for Flight Attendant is maximum 14 hours.
2. For paragraph 1 of this section, a Rest Period of minimum 9 consecutive hours
must be scheduled after the completion of a Journey before the next Journey is
scheduled.
3. The Rest Period for paragraph 2 of this section maybe reduced to 8 hours provided
that a total Rest Period of 10 hours must be given after the end of the following
Journey. The mentioned compensation has to start at the latest 24 hours after the
beginning of the Rest Period that has been reduced to 8 hours.
4. The scheduled Duty Period of more than 14 hours up to 16 hours may be assigned
to Flight Attendant composed with Minimum Flight Attendant (Standard
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complement) plus at least one additional Flight Attendant.
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5. The scheduled Duty Period of more than 16 hours up to 18 hours may be assigned
to Flight Attendant composed with Minimum Flight Attendant (Standard
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section, the scheduled Rest Period must be given at least 12 consecutive hours
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7. The Rest Period for paragraph 6 of this section may be reduced to 10 consecutive
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hours provided that a total Rest Period of 14 consecutive hours must be given after
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the end of the following Journey. The subsequent Rest Period has to start no later
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24 hours after the beginning of the reduced Rest Period and must occur between
the completion of the scheduled Duty Period and the next scheduled.
8. Notwithstanding Paragraph 4 and 5 of this section, if a reduced Rest Period to 10
hours as paragraph 7 of this section, the Flight Attendant may not be scheduled
more than 14 hours during 24-hour period commencing after the beginning of the
reduced rest period.
9. A flight attendant is not considered to be scheduled for duty in excess of duty period
limitations if the flights to which the flight attendant is assigned are scheduled and
normally terminate within the limitations but due to circumstances beyond the
control of the domestic, flag, or supplemental air carrier (such as adverse weather
conditions) are not at the time of departure expected to reach their destination
within the scheduled time.
10. In the case of the scheduled duty period extended of more than 18 hours but not
more than 20 hours, it may only be assigned to Flight Attendant composed with
standard complement plus at least three additional Flight Attendants, provided if
and only if a minimum of one sector departs or lands outside the Republic of
Indonesia and CROPA preparation that consist of duty period of more than 18
hours but not more than 20 hours can only be done with the written approval from
the Chief Flight Attendant.
11. In relation with paragraph 10 of this section, the scheduled Rest Period of at least
12 concecutive hours after the completion of a journey before the next journey is
scheduled.
12. For Flight Attendant whose scheduled for a journey that consist of more than one
sector with different crew composition on each sector, the Flight Duty Period for
that journey is based on the sector with the least crew composition.
13. A Rest Period of minimum 12 hours will also be given to Flight Attendants, if during
24 consecutive hours have reached 14 hours Flight Duty Time.
Duty Period Diagram
Post
Reporting Time 1 Journey Flight
DUTY PERIOD
7.2.8 FLIGHT TIME LIMITATIONS: OTHER COMMERCIAL FLYING
No pilot of Garuda Indonesia may do any other commercial flying without authorization
from Garuda Indonesia.
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7.2.9 FLIGHT TIME LIMITATIONS: DEADHEAD TRANSPORTATION
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beyond air carrier control (such as bad weather), a flight duty period may be
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The flight crewmembers involved are of the opinion that flight safety will not be
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and anticipated weather conditions along the route before he dispatches any
airplane.
He will remain on duty until each airplane dispatched has completed its flight, or
has gone beyond his jurisdiction, or until he is relieved by another qualified FOO.
REST TIME
Each FOO must be relieved of all FOO activities for at least 24 consecutive hours
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Note:
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company occurs, the FOO may be scheduled for more than 10 hours of duty in 24
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END OF 7.2
For foreign FA (Japan, Korea and China based FA) the following minimum reporting
time at the airport applies:
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If for some reason flight delay is known or expected, the calculation of Flight Duty Time
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is as follow:
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If delay is known after crew boarded company pick up van, the flight duty time
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END OF 7.3
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END OF 7.4
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END OF 7.5
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based FA).
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END OF 7.6
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At SUB, UPG, MES, and BPN (for 90 minutes after the last Block-On of a
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CROPA
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At Home base (CGK) for Ground Pattern 180 minutes after the last Block-On of
after CROPA a CROPA
90 minutes after the end of a Ground
After Ground Pattern at Home base (CGK)
Pattern activity
After Ground Pattern at DPS for DPS based 90 minutes after the end of a Ground
crewmember Pattern activity
After Ground Pattern in SUB, UPG, MES, 60 minutes after the end of a Ground
BPN (for associated based crewmember) Pattern activity
When rest is following Standby starts right after Standby ends
150 minutes from ATA of the flight as
After Dead Heading to Home base (CGK)
Dead Heading Crew
At Home Base (for other than CGK based 120 minutes from ATA of the flight as
crewmember) Dead Heading Crew
At DPS (for DPS based crewmember only) 150 minutes from ATA of the flight as
Dead Heading Crew
SUB, UPG, MES and BPN 60 minutes from ATA of the flight as
(for associated based crewmember) Dead Heading Crew
After Ground Pattern at Home base (CGK) or 90 minutes before next Ground
Pattern Activity
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Pattern Activity
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After Ground Pattern in SUB, UPG, MES, 150 minutes before next ETD CROPA
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BPN for SUB, UPG, MES, BPN based or 60 minutes before next Ground
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REST PERIOD
REST PERIOD
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calendar day) during any 7 consecutive days, which can be granted at Home Base,
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planned if:
A change in CROPA is a result of irregularities,
The Crewmember still possess 1 DF within 7 consecutive days, and
The minimum required Rest Period is not violated.
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16-18 7
19-20 8
Note: The number of day off and Company guarantees 1 (one) Local Night
formulated above is not applicable for expatriate crewmember in which he is
given according to his contract agreement
Guarantee Day Off is a Day Off which is requested by crewmember and
appeared on schedule as DO01.
After attending Training, Courses, Seminar, or activity other than Flight Duty
purposes (including teaching), the Day Off at Home Base is as follows:
Days of Training
3–6 7 – 14 15 – 22 23 – 30 Over 30
(including Trip days)
Day Off 1 2 3 5 7
The implementation of Work and Rest limitation for DPS, SUB, UPG, MES or BPN
based crew are the same as Home Base (CGK). For the purpose of work and rest
limitation calculation, including DO requirement calculation, refers to Local Time
(anywhere).
Note:
- A crewmember might theoretically perform 2 CROPA on the same calendar
day.
- A given Duty Free, although not written on the published Schedule, as long as
has met requirements as stated above, will still be calculated as part of the
allocated Duty Free every 7 consecutive Calendar Days.
Revision of Day-Off Schedule
A Day Off schedule can only be revised if:
a. A Crew stills possess DF within 7 consecutive days,
b. Minimum Rest Period requirement is not violated, and
c. The particular Crew has been contacted orally and agreed to such revision.
DH crew names list must be included in the General Declaration of that sector.
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Traveling crewmember for the purpose of duty other than flight duty, e.g. Simulator
training, is excluded of the dead heading crew.
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For the purposes of FDT and Rest Period, these are calculated as follows:
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END OF 7.7
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ASSIGNMENT
No
Rest for 24
No Have you had 24 hours OFF in past 7 days?
hours
Yes
Have you flown more than 300 hours (For 3
Pilots) or 350 hours (For 4 Pilots) during 90 Yes Go Home
consecutive days?
No
Have you flown more than 110 hours (2
Pilots) in any calendar month or more than
Yes
120 hours (For enlarged crewmember) in
any 30 consecutive days?
No
For enlarged 3 Pilots
Rest for 18
Yes Have you flown more than 24 hours in past
hours
72 hours?
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No
For enlarged 3 Pilots
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No
Is your assignment in the next 24
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consecutive hours?
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14 hours
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LESS MORE
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3 PILOTS 4 PILOTS
FRFS: FRFS:
Flight Duty Time 17 hours Flight Duty Time 17 hours
2 Pilot or Flight Deck Duty Time 12 hours Flight Deck Duty Time 12 hours
more FRFB:
Flight Duty Time 20 hours
Flight Deck Duty Time 14 hours
Fly the
aircraft
Take
sufficient rest
END OF 7.8
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Yes
Yes
Yes
Yes
Yes
Classroom/
No Pass TR/PC Yes
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simulator
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Yes
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RCU/Class/
Yes Route and Pilot Competency No
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Observation
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Yes
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Route training/
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Yes
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Yes No
applicable) Recurrent
Yes
Crew Composition
Scheduling No Yes
Requirement?
Yes
No
Yes
Refer to
Yes Flight Duty Time Requirement?
OM-A Chapter 7.8
FLIGHT
ASSIGNMENT
END OF 7.9
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CHAPTER 8
8.1 CREW HEALTH PRECAUTION ................................................................................ 1
8.1.1 GENERAL PRECAUTIONS ........................................................................... 1
8.1.2 INFECTIOUS/CONTAGIOUS DISEASES ON BOARD .................................. 2
8.1.2.1 GENERAL .......................................................................................... 2
8.1.2.2 TYPES OF INFECTIOUS/CONTAGIOUS DISEASES ........................ 2
8.2 QUARANTINE MEASURES ...................................................................................... 1
8.3 ELEMENTARY FIRST AID MEASURES ................................................................... 1
8.3.1 EMERGENCY MEDICAL EQUIPMENT ......................................................... 1
8.3.2 CREWMEMBER TRAINING FOR IN-FLIGHT MEDICAL EVENTS ................ 1
8.4 DIRECTIONS FOR USE OF OXYGEN APPARATUS ............................................... 1
8.5 MOUTH-TO-MOUTH RESCUE BREATHING............................................................ 1
8.6 DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURRING DISEASES........ 1
8.7 COMMUNICABLE DISEASE. .................................................................................... 1
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14 Sep 2018 Page 1
OM – A 8. HEALTH
TABLE OF CONTENT
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Pregnancy; she shall not fly for duty as soon as determined pregnant by
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doctor;
Illness or use of medication(s), unless certified by doctor;
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period of time, beyond Flight Duty Time limits according OM-A Chapter 7.
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Diving / SCUBA Diving / Deep Diving during CROPA (RON, etc.) or at least
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When a taking decision as to whether there is a possible case of one of the infectious
or contagious diseases mentioned below, the PIC will consider the following:
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For this reason the sick passenger should be asked where he has stayed during
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of infection.
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In the affirmative case it is necessary to know where the disease in question has
recently been discovered. It is hardly possible to keep abreast of these facts,
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SPOTTED
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In respect of yellow fever, cholera and small pox, vaccination offers sufficient
protection. If there is a doubt, crewmembers should find out whether the
passengers has been vaccinated or not.
INCUBATION PERIOD
Between the times of infection and outbreak of the disease, there is a lapse called the
incubation period.
The periods are:
Swine Flu 3 - 5 days for adults but children expected take longer than
adult
Cholera 1 – 6 days
Zika Virus not yet known but it is likely to be a few days to a week
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If there is a patient on board who is suspected of suffering from one of the above
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crewmember can be put under observation during the incubation period of the disease,
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and the aircraft is des-infected or disinfected (in case of plague, fumigated against
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rats), whereas with respect to the unloading of freight, special precautionary measures
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may be prescribed.
Note:
People infected with seasonal and 2009 H1N1 flu shed virus and may be able to infect
others from 1 day before getting sick to 5 to 7 days after. This can be longer for some
people, especially children and people with weakened immune systems and people
infected with 2009 H1N1 viruses.
END OF 8.1
infectious disease;
in case of plague fumigation, destroying of any rats in the aircraft;
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The following measures may be taken if the aircraft arriving from an infected area
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H1N1 (Swine Should be given to people between 6 month and 24 years of age.
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END OF 8.2
medical kit.
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a. Each training program must provide the instruction set forth in this section with
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Only the essentials of wound treatment, and a few hints concerning first aid in case of
injuries, are stated below:
Minor injuries
After disinfecting the surrounding part with sterilon, cover wounds with envoplast
or salve-kwik. In the case of somewhat larger wounds, which are bleeding
profusely, apply on top, sterilized gauze (16 x 16) and finish up with a layer of
cotton wool and a firm bandage. Never use cotton wool directly on wounds.
Splinters
Remove with the aid pointed tweezers, after disinfecting the wound with sterilon.
Large wound
Use the special bandages contained in the large first aid kit, and then raise the
wounded part of the body to a comfortable position.
Venous bleeding
Apply emergency dressing firmly to the wound.
Arterial bleeding
To be recognized by the bright red blood gushing forcefully from the wound.
Fortunately, these types of wound do not frequently occur. An emergency dressing
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firmly applied, should be used first. If the bleeding does not stop, a tourniquet
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should be applied; after half an hour unfastens the tourniquet; if the bleeding starts
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again, the tourniquet should be fastened again. After another half hour the same
procedure should be repeated.
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Contusion, sprain
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Arrange for rest and cool dressings, whilst refraining from exercising any pressure
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Fracture
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the bleeding, correct treatment consist of administering oxygen, keeping the patient
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warm, and letting him take as many warm drinks (coffee) as possible, provided he
can hold his own cup. In the case of stomach bleeding (vomiting of blood) nothing
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Fainting
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This may occur upon the sight of blood, from fright, from excitement etc. A harmless
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condition which can be reminded quickly by keeping the head low, making the
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patient drink, provided he can hold his own cup and sponging his face and neck
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END OF 8.3
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02. INSTALLATION
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Open the upper part of the case and take the mask out. The lower part of the case
is sealed and must not be opened. Open the valve by slowly turning the yellow
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knob (y) a few turns anticlockwise. Connect the mask with the cylinder (green: 3
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liters per minute; red: 7 liters per minute). Press the plug (4) in the connection and
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turn it a quarter-turn clock wise. Check the connection by giving an outward pull
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indicator (3) is installed in the tube. When oxygen is flowing, the red part is partly
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visible only.
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04. PORTABLE OXYGEN CONCENTRATOR (POC)
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Definition: POCs are small, portable devices that work by separating oxygen from
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nitrogen and other gasses in the air and providing the user with oxygen at a
concentration of more than 90 percent. The POCs operate using either
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The POC may subtitude the Portable Oxygen Bottle required by passenger with
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Garuda does not provide the POC rather than passenger itself provide it with
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The detail procedure carrying passenger with POC is on OM-B2 chapter 2.1.14.
Here are the recommended and FAA approved POC that may be used in flight:
AirSep FreeStyle
AirSep LifeStyle
Invacare Solo2
Inova Labs LifeChoice
Oxlife Independence Oxygen Concentrator
SeQual Eclipse Portable Oxygen Concentrator Units
Devillbiss Healthcare IGo
Inogen One G2
Inogen One
Invacare XPO2
International Biophysics LifeChoice
Delphi RS-00400
Respironics EverGo
Oxus.
END OF 8.4
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02. AIRSICKNESS
The symptoms are the same as for seasickness: dizziness and in some cases
vomiting. The following cures may be tried:
administer anti-airsickness tablets,
make the patient shut the eyes and try to sleep,
administer fresh air by means of the individual ventilator,
sponge face and hands with cold water,
give a blanket and pillow and draw the curtain,
in case of vomiting, keep paper bags and napkins ready, let the patient
rinse his/her mouth,
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03. EARACHE
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Sweets or drinks may be served. The best remedy is swallowing with the nose
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closed during climb and pressing with the nose closed during descent. Swellings
of the mucous membranes may be alleviated by administering a nose spray.
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04. NERVOUSNESS
Persons, susceptible to emotional circumstances, may appear excited, agitated,
depressed or whimpering. A quiet attitude is the best treatment. A sedative (1 tablet
carbromal, three times daily) may be given, Hysterical fits should not be mistaken
for fainting due to other causes, such as genuine fits of epilepsy, or apoplectic fits,
or paralytic strokes.
A patient suffering from a hysterical fit is not always entirely unconscious; the
complexion does not change considerably (contrary to pallor in fainting, blueness
in epileptic fits, and redness in apoplectic fits). The hysterical patient drops
cautiously and refuses to have his eyes opened. As little attention as possible
should be paid to such a case.
weakness (general feeling of indisposition, weak and quick pulse, sometimes blue
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lips and nails). Oxygen should be administered at once, and, if possible, the cabin
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Patients suffering from spasm of the heart (angina pectoris) may be exposed to
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attack, this may be administered. Also supply oxygen and reduce cabin altitude if
possible. If all this fails to improve the situation, no time should be lost in providing
medical attendance.
People suffering from anemia, should be given oxygen when they show symptoms
of oppression or fainting. Again, reducing of cabin altitude might help.
Passengers suffering from affection of the lungs may become short-breathed.
Administration of oxygen may be necessary.
bear pressure on the spot. Motions are regular, or the patient may have no
motion for a whole day; diarrhea is rare. A surgical operation is necessary
although a few hours of delay will not harm the patient, so that in most cases
the flight can be continued according to schedule. Naturally a wire should be
sent requesting the present of a doctor at the next station. Treatment: no food
or drink; make the patient recline in his/her seat.
Stomach or intestinal perforation
Sudden, very violent pain; the patient feel oppressed due to painful breathing.
He/She lies stock still, feels sick and usually vomits, his/her face pale and
drained from all color; he is frightened, his nose is cold to the touch, his/her
pulse quick and very faint.
The patient must be operated on as quickly as possible and consequently it is
justified to deviate from schedule and to land at the nearest station where
surgical attendance is available. Treatment: no food or drink whatsoever!
Gall stone or renal (calculus) colic’s
Very violent, shooting paints, in case of gall stone colic in the right-hand part of
the upper abdomen, extending to back and shoulder; in case of renal (calculus)
colic in the right-or-left-hand part of the lumbar region extending downward,
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frequently attended by vomiting. Contrary to the above, the patient does not lie
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still but twists and writhes with pain, frequently walking around not knowing
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where to turn. These conditions are not very dangerous, although speedily
medical attendance to alleviate the violent pains which can only the neutralized
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Treatment: administer warm clothes or hot water bottle on the painful spot;
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Patient feels sick and vomits black blood (some bright red blood in the vomit is of
no importance); he turns pale, sometimes producing black motions of a pappy
nature. Unless the vomiting is vehement, and in great quantity, the flight may
proceed according to schedule. Preferably the patient should be laid flat, ice should
be placed on the gastric region and the patient should not be given any food or
drink, although he may be allowed to melt a few pieces of ice in his mouth.
the flight schedule. Only when the pain is attended by violent oppression and blue
lips and nails, one should be careful, in that case administration of oxygen being
necessary. As a remedy against the pain, Aspirin, Almedine or sedatives may be
administered.
11. COLDS
Colds are especially important in connection with air travel, as the latter gives rise
to inflammations of the nose-cavity. It is advisable not to fly when one has a serious
cold, the nose-passage being obstructed.
Treatment:
throat ache : Agre Gola or Spidox tablets (four or five tablets to be sucked daily);
cold in the nose: nose-drops, nose-spray;
Inflammation of the nose cavities, recognizable by pain above the eyes (frontal
sinus) or in the upper jaw (cavity of the jaw): nose-drops, nose-spray. When
the condition begins during flight, the rate of climbing or descending should be
reduced as much as possible;
Common cold: application of hot cloths on the painful spot, nose-drops, Aspirin.
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13. FEVER
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Fever is hardly ever sufficient reason to deviate from the flight schedule; one or
two Aspirin tablets should be administered every four hours. Passengers on the
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14. DIABETES
It is known from experience that diabetics, used to injecting themselves with insulin,
are inclined to take an extra dose during the journey for various reasons. This may
cause an abnormal fall of the sugar contents of the blood, and result in the patient
getting into a peculiar stupefied condition (stare, perspiration, trembling). In case
of such conditions, inquiry should be made of the patient himself or his possible
escort regarding the possibility of this being the cause of the abnormal symptoms.
In case of confirmation, a few teaspoonful of sugar or some sugared water will soon
cause the symptoms to disappear.
making water.
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After 2 to 10 minutes the attack is past and fades into a few hours’ deep sleep,
from which the patient awakes in normal condition. The measures to be taken are
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: prevent the patient from injuring him/herself-place pillows and blankets around
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him/her - insert cork or handkerchief into his/her mouth to prevent him/her biting
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END OF 8.6
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END OF 8.7
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CHAPTER 9
9.1 GENERAL ................................................................................................................. 1
9.2 AERODROMES ........................................................................................................ 1
9.2.1 CRITERIA FOR DETERMINING USABLE AIRPORT ....................................... 1
9.2.2 ENROUTE EMERGENCY AIRPORT ................................................................ 4
9.2.3 APPROVAL OF ROUTE ................................................................................... 4
9.2.4 METHOD OF DETERMINING AIRPORT CATEGORIES .................................. 4
9.2.5 RESCUE AND FIRE FIGHTING SERVICE (RFFS) .......................................... 5
9.2.6 NOTAM AND AIP SUPPLEMENT..................................................................... 6
9.2.7 BRIEFING......................................................................................................... 6
9.2.8 AERODROME PAVEMENT BEARING STRENGTH......................................... 9
9.3 ALTERNATE AIRPORT ............................................................................................ 1
9.3.1 ALTERNATE REQUIREMENTS ....................................................................... 1
9.3.2 SELECTIONS OF ALTERNATE ....................................................................... 2
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OM – A 9. OPERATING PROCEDURES
TABLE OF CONTENT
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9.1 GENERAL
No pilot may operate an airplane in scheduled air transportation:
(a) Over any route or route segment unless it is specified in the air carrier's operations
specifications; or
(b) Other than in accordance with the limitations in the operations specifications.
Note: for details see ACL B31 and B32.
Garuda Indonesia, through Operations Support (CGKOSGA) ensures that nothing on
the performance Operating limitations as required by Subpart I of the CASR part 121
are violated and that all departure, destination and alternate airfields are adequate for
operations.
The Technical Operations departments in charge of Aircraft Performance shall
coordinate with relevant unit, with respect to safety issues on:
Line operation policies, rules, instructions and procedures.
Flight crewmember training.
END OF 9.1
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9.2 AERODROMES
9.2.1 CRITERIA FOR DETERMINING USABLE AIRPORT
A. Airport Definition
01. Adequate airport (applicable for ETOPS/EDTO and non-ETOPS/EDTO)
An adequate airport is an airport, which the operator and the authority consider
to be adequate, having regard to the performance requirement applicable at
the expected landing weight. The following considerations should be met at the
expected time of use:
Availability of the airport, equipped with the necessary ancillary services
such as ATC, Fire brigade sufficient lighting, communications, weather
reporting, nav-aids and emergency services.
At least one letdown aid (ground radar would qualify) will be available for
an instrument approach.
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B. Airport Analysis
Prior to operating to any route or airport, a route and aerodrome analysis shall be
completed (including destination and alternate), including:
Obstacle clearance for all phases of flight (minimum safe altitude);
Runway (width, length and pavement strength);
Navigation Aids and lighting;
Weather reporting;
Emergency services;
Fuel burn calculations;
Fuel freeze considerations;
ETOPS requirements when applicable;
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Air Traffic Services;
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Information to enable flight preparation staff, dispatch and flight crew to determine
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Weather reporting;
Emergency services, including temporary period of reduced Airport Rescue &
Fire Fighting (ARFF);
Curfews;
PPR (Prior Permission Required);
Field conditions;
Applicable Operating Minima;
C. Performance Calculations
It shall be ensured that by referenced only to the performance manual of each type
of aircraft, all performance calculation considers all significant factors during all
phases of flight, including:
Aircraft weight;
Operating procedures;
Pressure altitude;
Temperature;
Wind;
Runway gradient;
Runway contamination/braking action;
Obstacle data;
NOTAMS;
MEL/CDL information;
Aircraft configuration, including different flap setting, anti-ice usage;
Runway length used for aircraft alignment prior to takeoff.
D. Performance Requirements
01. Takeoff Flight Path
The takeoff flight path (hence: all performance calculations) is principally based
on the concept that: after liftoff with the critical engine inoperative, the aircraft
must:
Meet specified climb gradient requirement to ensure adequate climb
performance (airworthiness requirement).
Clear all obstacle in a defined area beyond the end of the runway by a safe
margin (“operational “obstacle clearance requirement).
The gross takeoff flight path may be considered to extent from liftoff to the point
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where a height of 1500 feet above the takeoff surface is reached, or, the point
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where the transition from the takeoff to the clean configuration is completed
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and the speed for compliance with the final takeoff climb requirement is
reached.
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The Instrument Departure Procedures are only applicable for aircraft with all
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that the requirements are complied. See FCOM for specific type of aircraft.
Performance engineering methods will surely involving complex calculations,
but as a rule of thumb, one can determine the all engine climb gradient by using
the following formula (vary the rate of climb to obtain desired gradient):
Rate of Climb ROC
Climb Gradient = in short: T/O Grad = in %
Ground Speed G/S
Example:
The rate of climb during takeoff has never been less than 2000 feet/min until
3000 feet AGL. Assumed V2 = 150, where climb out speed is V2 + 20, the
approximate GS will be 170. The all engine take off climb gradient will be
2000/170 = 11.8 %.
all carrier. In respect of this, Garuda Indonesia has an obligation to conduct scheduled
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operation satisfactorily between airport over that route or route segment, and must
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ensure that the following facilities and services are available and adequate:
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Route width
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However, if the airplane category is not available at one or more of the aerodromes,
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the operator should ensure that the aerodrome has the minimum level of RFFS which
is deemed acceptable for the intended used.
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Intended operations to aerodromes with RFFS categories below the levels specified in
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Annex 14, Vol I, Chapter 9.9.2, should be coordinated between the Garuda Dispatcher
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If the equipment and personnel required are not immediately available at an airport,
Garuda may still list the airport on the dispatch or flight release if the airport's RFFS
can be augmented to meet the requirements from local firefighting assets. A 30
minutes response time for augmentation is adequate if the local assets can be notified
while the diverting airplane is en route. The augmenting equipment and personnel must
be available on arrival of the diverting airplane and must remain as long as the diverting
airplane needs RFFS.
NOTAMs are presented from the ATC briefing office or approved source (Jeppesen).
Some States continue to use the name “NOTAMs Class 1”.
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the AIP, which are published by means of special pages. Some States continue to use
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9.2.7 BRIEFING
The flight operations officer shall provide the pilot in command all available current
reports or information on airport conditions and irregularities of navigation facilities that
may affect the safety of the flight.
a. The flight operations officer shall provide the pilot in command all available current
reports or information on airport conditions and irregularities of navigation facilities
that may affect the safety of the flight.
b. Before beginning of each flight, the flight operation officer shall provide the pilot in
command all available weather reports and forecasts of weather phenomena that
may affect the safety of the flight, including adverse weather phenomena, such as
clear air turbulence, thunderstorms, and low altitude wind shear, for each route to
be flown and each airport to be used.
c. During flight, the flight operation officer shall provide the pilot in command any
additional available information of meteorological condition including adverse
weather phenomena, such as clear air turbulence, thunderstorms, and low altitude
wind shear, and irregularities of facilities and services that may affect the safety of
the flight
d. In order to comply with (a) and (b), FOO shall explain the information by briefing in
person to pilots.
Briefing Location
The recommended location for a proper briefing is a designated location where
required Manuals or References can be easily accessed.
The preference is in the Flight Operations Briefing room or onboard the aircraft. If for
some reasons this recommendation becomes impracticable, an isolated area, where
disturbances can be kept to a minimum level is considered acceptable (such as crew
lounge).
Conducting briefing in passenger lounge or in the gate is prohibited.
For Centralized Flight Dispatch (CFD), for first flight of the day briefing location shall
be as follows:
a) Dedicated Room
Dedicated room is a dedicated location where have been provided with required
Manuals or References (Hard/Softcopy) that can be easily accessed.
Communication tool between Pilot In Command and Flight Dispatch Center may
be provided if needed.
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This provision applies to Station Base/Hub
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b) Dedicated Desk
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Dedicated desk is a desk that have been designated at airport area and have been
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c) Cockpit
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tool between Pilot In Command and Flight Dispatch Center may be provided if
needed.
Briefing Items
The following aspects shall be obtained and reviewed before each flight:
a) Aircraft Technical Status
Information about technical status is obtained in the Aircraft Maintenance Log and
Hold item List. The knowledge of the technical status report enables the PIC to
decide whether the technical minimum requirements for the safe performance of
the intended flight are fulfilled.
b) Meteorological Conditions
This briefing is principally available in the form of written documentation to explain
the prevailing MET situation and the expected development for the planned flight
leg(s). A sufficiently detailed MET documentation covers the requirements for MET
briefing.
Thunderstorm
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Position;
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Trend weather;
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The documentation provided shall cover the flight in respect of time, altitude, and
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geographical extent. Also shall include additional required route, e.g. routes to
Destination, Alternates and all required aerodrome for legal flight planning
(ETOPS/EDTO, en-route alternate). It shall contain the latest available information,
especially as far as aerodrome forecast and actual reports, trends and runway
reports are concerned.
The documentation may be provided in the form of:
Standard MET documentation,
Reduced MET documentation at stations with short transit and turnaround
stops.
c) Company Matter
Route information, flight planning, aircraft load, fueling, NOTOC etc. Any change
to existing situation that affect aircraft performance on departure, destination and /
or alternate station shall be advice to the crew, consult MEL etc.
d) ATC briefing
The ATC briefing includes SID, noise abatement, and any other local procedures,
if any.
e) NOTAMS
Any information regarding the establishment, condition, changes in any
aeronautical facility, service, procedure, or hazards to such flight.
programs, one for rigid pavements and one for flexible pavements.
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The tables give ACN values for two weights, one at maximum authorized takeoff
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Extrapolation is not permissible. With a known PCN value the maximum authorized
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exceeding 10% above the reported PCN should not adversely affect the
pavement;
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pavement;
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END OF 9.2
The alternate requiring the least amount of fuel can also be selected in conditions less
favorable, considering:
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Likelihood of diversions
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If the conditions at destination are such that the possibility of a diversion cannot be
disregarded, selection of the commercial alternate (see ROM: diversion directive)
should be considered.
The probability of a diversion (low when CAT II is available) should be weighed against
the cost of carrying extra fuel and/or leaving behind payload.
Alternate airports can be define as:
1. Destination Alternate
Normally one alternate for destination is required. If the weather forecast for the
destination airport at ETA is equal to applicable operating landing minima then one
additional alternate is required.
If the weather forecast for the destination airport at ETA is below landing minima
or the wind is in excess of the tail – or crosswind limitations, then no dispatch is
allowed.
2. Takeoff Alternate (Alternate Airport For Departure)
If the weather conditions at the airport of departure are at or below the applicable
operating landing minima or it would not be possible to return to the airport of
departure for other reasons, the flight may be dispatched provided an alternative
airport is available and located within the following distances from the departure
airport:
Two engine aircraft:
Not more than one hour flying time from the departure airport, calculated at the
single-engine cruise speed, determined from the aircraft operating manual in
ISA and still air conditions using the actual takeoff mass.
For aircraft engaged in ETOPS where alternative airport meeting the flight time
criteria stated above is not available, the first available airport located within the
maximum diversion flying time approved, considering the actual takeoff mass.
3. En-Route Alternate
An alternate airport, which is used for Garuda Indonesia fuel policy requirement or
as listed ACL 70.
The en-route alternate shall be a suitable airport and the location can be checked
by means of the flight planning computer and/or Route Operation Manual (ROM).
4. Operation To an Isolated Airport
Operation to an isolated airport where no suitable destination alternate airport is
available is permitted only when the weather forecast for such airport is CAVOK
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The flight does not continue past the PSR unless a current assessment of
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Alternates will normally be selected from those listed in the ROM for each regular
airport. If none of these alternates can be used, any other suitable airport may be
selected in accordance with ACL C70.
If the conditions at destinations are such that the possibility of diversion cannot be
disregarded, the following consideration should be taken into account when selecting
alternate:
A. Operational Requirements
Weather condition is forecasted above minima within one hour before and one
hour after the estimate earliest and latest time of arrival
Runway conditions and length
Approach facilities
Availability of fuel and starting equipment
Ground Handling / Aircraft handling facilities.
B. Commercial Considerations
Distance from destination
Passenger handling facilities
Final destination of disembarking passengers
Ground connections and/or hotel accommodations
Schedule regularity
Political aspects.
In case of a very good weather forecast for a destination, situated in a normally reliable
weather area, planning of a close-by alternate in recommended to avoid unnecessary
carriage of fuel.
When the chance of an actual diversion in such a case in remote. Therefore, the
requirements for the availability of fuel and/or starting equipment at the alternate
station is not necessary, provided the destination airport has more than one runway.
In the Alternate tables, an alternate is specified for the calculation of the basic booking
payloads. In most cases it will be possible to use this alternate or an alternate at shorter
distance for flight planning. y
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reports and forecasts, indicate that the weather conditions will be at or above the
alternate weather minimums specified in the company's operations specifications for
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The name(s) of the alternate airport(s) must be inserted in the ATC flight plan.
If at any time the usability of the planned alternate should become impaired (e.g.
weather deterioration, premature consumption of fuel reserve or performance loss) a
new alternate must be nominated to ATC. In this case, any airport into which the aircraft
can safely be operated may be selected.
END OF 9.3
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The published operating minima for each airport shall be not lower than those
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established by the state in which the airport is located (see OM-A Chapter 9.5.1-01).
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All published altitude are true altitude, therefore when using a pressure altimeter in
determining aircraft altitude, it is the pilot’s responsibility to correct the altimeter reading
as appropriate for pressure, temperature, wind and terrain effects.
Altitude associated with procedures (e.g. initial or intermediate approach) normally
contains sufficient obstacle clearance and correction should not be necessary.
However, when cleared to an altitude found unacceptable /doubtful to the pilot-in-
command due to low temperature or any other reason, he is expected to request
higher. If such request is not received, ATC will consider the clearance to be accepted
and to be complied with.
When being radar vectored, ATC is responsible for terrain clearance, including cold
temperature correction.
Note:
In order to enhance situational awareness and enable to verify ATC clearance in
relation to terrain, airport charts are provided with relevant terrain contour.
Terrain clearance should be used for contingency planning such as engine failure
after V1.
For selected areas, the route documentation provide terrain contour for the en-
route phase of flight.
In order to be prepared for emergency conditions, it is recommended to count the
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required correction before entering an area where minimum altitude is high.
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At high altitude and under very low temperature conditions, the required corrections
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a. Pressure Correction
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deviations to obtain true altitude. When QNH is above 1013.2 hPa, true altitude will
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be higher than indicated and a correction may safely be omitted. When QNH is
below 1013.2 hPa, true altitude will be lower than indicated and the minimum safe
altitude should be increased. An appropriate correction is 30 feet per hPa below
1013.2 hPa.
When obstacle clearance becomes a factor, try to obtain a local or regional QNH
as soon as possible. A pressure correction is not required for QNH and QFE
altimeter setting.
Low (sudden) Barometric Pressure Correction
The procedure outlines are to be followed when calculating the minimum altitude
for the safe avoidance of en-route terrain and obstacle.
When flying at levels with altimeter set to 1013 hPa / 29.92 InHg, the minimum safe
altitude must be corrected for deviation in pressure when the pressure is lower than
ISA.
The following correction is to be applied to the indicated altitude (reference to 1013
hPa) to determine the geometrical aircraft altitude.
QNH Correction
Values to be added by Pilots
QNH of Nearest Station
to Minimum Safe Altitude
1013 0
1010 80
1005 220
1000 380
995 510
990 630
985 780
980 920
975 1080
Example:
Planned FL : FL160, ISA Temp
MEA : 15.000 Feet
Local QNH : 975 hPa = minus 1080 feet, meaning True Altitude only 14.920 feet.
If MEA would be 15.000 feet, the minimum required Obstacle Clearance will not be
assured. The next higher flight level must be used.
See also OM-A Ch 12.5.5 correction when barometric pressure is above 1013 hPa.
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b. Temperature Correction
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A correction of 4% height increase per 10ºC below ISA may be used for
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correction should be obtained from tables below. Values are calculated at sea
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Rule of thumb: for each ºC below standard, add 4 feet per 1000 feet to the
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published altitude.
Table 1 Low temperature altitude correction EN-ROUTE
MORA (feet)
5000 10.000 15.000 20.000 25.000
Temp ºC
Std – 5 90 190 300 410 540
Std – 10 190 390 600 840 1090
Std – 15 290 590 920 1290 1680
Std – 20 390 800 1260 1750 2290
Std – 25 490 1030 1610 2240 2930
Std – 30 600 1260 1970 2750 3600
Example:
MORA = 15000 feet, temp = STD – 20, area QNH = 983 hPa.
Pressure correction (altimeter at 1013.2) : 900 feet (30 X 30).
Temp. correction (table 1): 1260 feet (compare with rule of thumb = 1200 feet).
Conclusion: Route MORA must be increased by at least 2200 feet (rounded off to
the next higher 100).
See OM-A Ch 12.5.6 for Low Temperature Altitude Correction on Departure Airport
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atmospheric pressure due to Bernoulli Effect. This occurs particularly when the
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knots wind speed at 100 feet HAA), an altimeter error of up to 800 feet are possible.
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capability. When this condition is expected, altitude deviation of over 2000 feet is
possible.
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Although the guidance may be provided, the Pilot in Command should evaluate
whether the combination of terrain, wind strengths and directions are such as to
make correction for winds necessary.
Strong Wind Corrections
Correction for Wind Speed should be applied in addition to the standard corrections
for pressure and temperature, and ATC shall be advised.
Altimeter Error Due To Wind Speed
Wind Speed Altimeter Error
20 53
40 201
60 455
80 812
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Airway width is actually four miles either side of centerline, however obstruction
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D. GRID MORA
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In designated mountainous areas, 2000 feet above the highest obstacles within
a horizontal distance of 5 statute miles from the course to be flown; or
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Other than mountainous areas, 1000 feet above the highest obstacle within a
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G. Related Information
Minimum Crossing Altitude (MCA)
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3 miles from the obstruction determining the MVA. To avoid a large sector with an
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The minimum vectoring altitude in each sector provides 1000 feet above the
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highest obstacle in non-mountainous areas and 2000 feet above the highest
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authorized with the use of Airport Surveillance Radar (ASR). The minimum
vectoring altitude will provide at least 300 feet above the floor of controlled
airspace.
Because of differences in the areas considered for MVA, and those applied to
other minimum altitudes, and the ability to isolate specific obstacles, some
MVAs may be lower than the non-radar Minimum En-route Altitudes (MEA),
Minimum Obstruction Clearance Altitude (MOCA) or other minimum altitudes
depicted on charts for a given location. While being radar vectored, IFR altitude
assignments by ATC will be at or above MVA.
END OF 9.4
9.5 WEATHER
9.5.1 WEATHER MINIMA
01. INTRODUCTION
No Garuda Indonesia employee may use any weather information to conduct
operations unless approved aeronautical weather information as published by the
Badan Meteorologi, Klimatologi dan Geofisika (BMKG) and/or other approved
aeronautical weather data such as Jeppesen, Weather News Incorporation (WNI),
UK Meteorology (UK Met), National Weather Service (NWS) for the control of flight
operations.
The basic function of weather minima is to indicate an approach to land may be
attempted and also to control the operation of the aircraft approaching to land in
marginal weather conditions such that maximum landing rate is achieved.
This implies that violation of Garuda Indonesia published approach
chart/information weather minima regulation may not only lead to disciplinary
measures by the company but also to investigation and action by the State
concerned.
02. APPLICATION
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The published approach minima on the Garuda Indonesia approach charts are
based on full operation of all components and visual aids associated with the
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or where a final approach fix is not used, begin the Final Approach Segment of an
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If reported Weather conditions are received after passing FAF (Final Approach
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Descent limit
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The descent limit is a safe altitude or height below which visual cues must permit
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approach path.
Descent limits are nominated and referenced according to the approach procedure
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being used.
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point (FAP: precision approaches) and is profiled on the lower part of the approach
chart.
ILS CAT II 100 feet ≤ DH < 200 feet TDZ RVR ≥ 350 m
above threshold elevation
ILS CAT III A DH < 100 feet above TDZ RVR ≥ 200 m
threshold elevation
elevation.
A minimum descent height for a circling approach is referenced to the
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aerodrome elevation.
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The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot
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In the case of a circling approach the required visual reference is the runway
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environment.
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Non-precision approach
Any approach other than a FULL ILS or PAR approach, i e: VOR, ADF, PPI, DME,
RNAV, ASR or Localizer (approaches without an electronic glide slope).
The alignment of the final approach track with the runway centerline determines
whether straight-in or circling minima are applicable.
A non-precision approach can be straight -in or circling.
Straight-in approach
An approach in which the final approach course intercept the extended
runway centerline under an angle of not greater than 30 degrees, at a
minimum of 1400 meters from the threshold, or
The final approach track does not intersect the extended runway centerline
before landing threshold, but this track lies laterally within 150 m of this
extended centerline at a point 1400 meters outward from the runway
threshold.
Note: If both the alignment criteria above are not met, the straight in minima
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Circling approach
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circuit. The circuit is flown fully visual and is intended to line up the aircraft
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on a runway which is not aligned with the final approach course. To define
the limits of the Visual Maneuvering Area of a circling approach, draw an
arc from the center of the threshold of each runway. Join the extremities of
the adjacent arcs with lines tangent to the arcs.
The radius of aircraft are:
CATEGORY OF AIRCRAFT/IAS C/180 Knots D/205 Knots
Radius from threshold (NM) 4.20 5.28
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The height below which the minimum prescribed vertical clearance cannot be
maintained either on approach or in the event of a missed approach.
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approach procedures.
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OCH is the lowest height above threshold or aerodrome elevation and OCA is the
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lowest altitude, which can be used as a descent limit to comply with the appropriate
obstacle clearance criteria.
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On the Garuda Indonesia approach charts OCA’s or OCH’s are not published but
are incorporated in the published descent limits.
Precision approach
An instrument approach using precision (electronic) azimuth and glide path
guidance followed by an automatic or a manual landing (FULL ILS or PAR). ILS
approaches can be CAT I, CAT II or CAT III dependent on the facility and
operational performance.
The first 300 meters (or 400 meters when runway length 2400 meters) of the
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A. GENERAL
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Takeoff minima are established in such a way that adequate outside visual
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authority requires higher takeoff minima, these are published in the route
documentations or Airport Charts.
Takeoff Minima will apply to whichever is higher of the local published minimum
in Route Manual and the table below.
When RVR are less than 400 m, Low Visibility Procedures must be in force.
RVR 400 m
operative): Advisory (if Advisory (if Captain's Takeoff
VIS 1600
CL or RCLM reported)*(1) reported)*(1) Standing Takeoff
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Two operative RVR RVR 350 m Advisory (if RVR 300 m Captain's Takeoff
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Standing Takeoff
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CL, RCLM, and TDZ any RVR is inop, the other two are
and Roll out RVR or RVR 150 m RVR 150 m RVR 150 m required.
three RVR (500 feet) (500 feet) (500 feet) Captain's Takeoff
Standing Takeoff
*(1) :If any RVR is reported it must be at least RVR 150 m or better except if aircraft and pilot are
authorized LVTO (Low Visibility Takeoff) under less than RVR 150 m conditions (CAT IIIB).
*(2) : In circumstances when none of the above visual aids are available, visibility or RVV 1/4 SM
may still be used, provided other runway markings or runway lighting provide pilots with
adequate visual reference to continuously identify the takeoff surface and maintain directional
control throughout the takeoff run.
*(3) : A mid RVR report may be substituted for either:
B. OPERATIONAL APPLICATION
To commence a takeoff under conditions worse than stipulated in the takeoff
weather minima, is prohibited. It remains captain’s prerogative to delay a
takeoff even if the visibility or RVR is equal to or better than the published
minima.
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All factors such as crosswind, precipitation, runway contamination, vehicular
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The visual range observed from the cockpit must be equal to or better than
the published take-off visibility minimum;
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The ceiling value in the weather report for the airport to be used for
diversion must be at least 200 feet above prescribed HAT for the approach
system to be used. Calculated values should round off to the nearest
multiple of 100 feet. (50 feet to the next higher multiple of 100 feet).
The forecast visibility must be at least 400 m above the approach system
to be used.
The terrain and weather conditions en-route must permit one engine
operation.
Not more than one hour from the departure airport at normal cruising speed
in still air with one engine inoperative.
D. VISIBILITY / RVR CONVERSION
Use the following table for converting reported meteorological visibility into
RVR value.
OCH/A),
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initiation).
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The visibility or RVR is the required weather condition for approach initiation
and allows an instrument approach down to the prescribed descent limit regard
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report, including an oral report from the control tower, contains a visibility
value specified as runway visibility or runway visual range for a particular
runway of an airport, that specified value controls for VFR and IFR landings
and takeoffs and straight-in instrument approaches for that runway.
an instrument approach procedure may be initiated if the reported visibility
is less than the prescribed visibility
The reported RVR prevails over the reported visibility. If for a particular
runway more than one RVR is reported, the usability of that runway for
landing must be based on the TDZ RVR.
Reported RVR’ s along other portions of the runway control the roll-out
maneuver and 175 m is considered to be the minimum for adequate roll-
out guidance.
In the event the TDZ RVR is not available, pilots must revert to the reported
general visibility
Some transmissometer have a limited minimum measuring capacity,
depending on the distance between equipment components. An RVR
reading reported as “below 250 meters” may reflect any value between
0 and 250 meters.
Transmissometer locations along a runway are being identified in
national AIP’s sometimes by letters of the alphabet. Some may be used
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in R/T to aircraft, not necessarily however in the sequence of the
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This ground segment, which contains part of the final approach and/or
touchdown area, must be continuously in view to the pilot from the time he
reaches the descent limit up to and including touchdown and roll-out. Since for
a manual landing, the overriding requirement is for visual cues to be available,
sufficient runway surface must be visible to manually control flare and
touchdown.
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Components-out
If one or more components of the ILS (GP-LLZ-OM) or of the visual aids
associated with the published approach procedure are reported inoperative,
the published minima may be affected. The appropriate minima may be found
by application of the components-out table.
When the OM is reported inoperative, it may be substituted, by the following
aids:
Locator beacon on the centerline between FAP and 2 NM from touch down.
PAR
SRE
DME provided equivalent DME distance is indicated on the approach chart.
RVR requirements
Nil
If RVR is reported, the TDZ RVR is governing.
Applicability of RVR
In order to avoid unnecessary go-around due to fluctuations of RVR around
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the minimum value, an ILS CAT I approach may be continued to 500 feet
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DA, the TDZ RVR and /or any additional RVR along that runway drop below
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If the aircraft already pass the Final Approach Point (FAP), then the
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subsequent weather report gives visibility conditions below the minima, the
approach may be continued down the Decision Altitude/ Decision Height
(DA/DH).
Application of DA
Level flight after reaching DA is prohibited. At or before reaching the DA the
decision must be made either to continue approach to land or to go-around.
Descent below DA
Descent below DA is allowed when:
The required visual reference is obtained and can be maintained; and
The captain is convinced that a safe landing or rollout on the intended
runway can be made at a normal rate of descent using normal maneuvers
and when that rate of descent will allow touchdown to occur within the
touchdown zone.
If any time after descent below DA the captain is no longer convinced that a
safe landing and rollout can be made, go-around.
The following is capable to operations down to 100 feet DH and a TDZ RVR
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Components-out
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ILS localizer, glide path and OM and all required visual aids as published on
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the relevant approach chart, including HIRL and runway end lights, must be
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aids:
Locator beacon on the centerline between FAP and 2 NM from touchdown.
DME, provided equivalent DME distance is indicated on the approach chart.
PAR.
There is no components-out table for CAT II operations.
RVR requirements
TDZ RVR is at or better than 350 m and one additional RVR of at least 175 m.
An ILS CAT II approach may be commenced until Final Approach Point (FAP)
if:
the ILS CAT II minima are specified on the approach chart;
the ILS glide path, localizer, OM (or substitute) and all visual aids as
published on the approach chart including HIRL and runway end lights are
serviceable and in operation;
Three consecutive lights being the center line of the approach lights,
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The visual reference must include a lateral element of the ground pattern (i.e.
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Descent below DH
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Components-out
ILS localizer, glide path and OM and all visual aids as published on the relevant
approach chart, including HIRL, runway end lights, must be serviceable and
operational. If the OM is reported inoperative, it may be substituted by one of
the following aids:
RVR requirements
TDZ RVR is at or better than 200 m and two additional RVR’s of least 175 m.
taxiway center lights to mark the runway exit point, are serviceable and in
operation.
20 os or l C
FCOM.
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If the aircraft already pass the Final Approach Point (FAP), then the subsequent
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weather report gives visibility conditions below the minima, the approach may
be continued down the Decision Height (DH).
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Alert height
If a failure occur in one of the required redundant operational airborne systems
at or below assigned height, a CAT IIIA approach may be continued down to
the decision height and landing may be completed automatically by the
remaining part of the automatic system. For A330 and B777 the alert height is
200 feet.
HUDLS) using a decision height the Pilot shall not continue an approach below
the DH unless visual reference containing at least one Centerline Light is
attained and can be maintained.
Descent below DH is allowed when:
visual reference is attained and can be maintained.
The captain is convinced that an automatic touchdown can be safely
accomplished within the touchdown zone and a safe landing and rollout can
be made.
If at any time below DH the captain determines that an automatic touchdown
cannot be safely accomplished within the touchdown zone, go around!
E. NON-PRECISION APPROACHES
Initiation of the approach
Non-precision approach may be commenced until Final Approach Fix (FAF) /
Final Approach Point (FAP) if the minima are published on the approach chart.
are below the specified operating minima unless the required weather and
visibility minima for continuation of approach are fulfilled;
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The following is applicable to operations with a MDA not less than 250 feet HAA
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Components-out
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Amended OCA/H
An officially revised OCA/H must be compared with the prescribed MDA. The
higher value will be the new MDA.
RVR requirements
Nil. If RVR is reported for the intended runway, the TDZ value is governing.
the reported general visibility is equal to or better than the reduced visibility,
which can be obtained by applying the reduction to the prescribed visibility
minimum; or
The reported TDZ RVR is at or above the prescribed visibility minimum.
Reduction is not allowed.
TDZ lights,
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Level Flight on the MDA to the MAP without adequate visual reference is only
allowed if the MDA is at or above the lowest minimum decent height (HAA) for
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Go around
If a go around is made before the Missed Approach Point, climb on final
approach track to the Missed Approach Point and then follow the prescribed
missed approach procedure.
Circling approach
Level flight, when on circling approach, at or above circling MDA is permitted,
provided:
The aircraft is clear of clouds, and
Full visual reference to the runway environment can be maintained, and
The applicable landing runway or objects identifiable with that runway can
be kept in sight.
The latter requirement does not apply, when a special procedure along a well
define visual approach path (lead-in lights) has been published.
F. STANDARD LANDING WEATHER MINIMA
The visual approach shall not be commenced when reported weather below
published operating minima or prescribed in this chapter whichever is higher.
Here are the lowest visibility (VIS) and minimum descent height (HAA) for VFR
and Circling versus aircraft category.
VFR minima
Ceiling 1000 feet
Visibility 5 km
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Circling minima
Lowest Circling Minima Category B 500 feet / 1.6 km
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Precision approaches
Standard Aircraft Type CAT II/III Landing Minima:
CAT IIIB+DH CAT IIIB no DH
CAT III CAT III
Aircraft CAT II Fail Fail
Fail Passive Fail Operational
Type Operational Operational
DH A B/C DH A B/C DH A B/C DH A B/C A/B/C
CRJ1000 /
ATR72-600
N/A N/A N/A
B 737- N/A N/A
800/-8
A330-
100 350 175 50 200 200 50 200 200
200/300
B777 -300ER 100 350 175 - - - - - - - -
Legend:
DH in feet above threshold (HAT). For RA, see approach chart. RVR in m.
A = TDZ RVR;
B = Mid-point RVR;
C = Rollout RVR.
Note:
The State minima may require higher values. These are published in
Foreign OPSPEC incorporated with ROM or in the Jeppesen Chart /
General Information or other approved chart.
Prior to an actual CAT II/III approach: Low Visibility Procedures must be in
force.
(1)
For night landings, at least runway edge lights, threshold lights and runway
end lights must be on.
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The above values are either reported TDZ RVR/VIS, or VIS converted to
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RVR.
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250 – 299 800 m 1200 m 1200 m 1400 m 1400 m 1600 m 1600 m 1800 m
300 – 449 1000 m 1400 m 1400 m 1600 m 1600 m 1800 m 1800 m 2000 m
450 – 649 1200 m 1600 m 1600 m 1800 m 1800 m 2000 m 2000 m 2000 m
650 and
1400 m 1800 m 1800 m 2000 m 2000 m 2000 m 2000 m 2000 m
above
(1)
For night landings, at least runway edge lights, threshold lights and runway end lights
must be on.
The above values are either reported TDZ RVR/VIS, or VIS converted
to RVR.
Tables applied to approaches with a maximum nominal Approach Angle
of 4º
For MDA: see approach chart
System Minima
Facility Lowest HAT
LLZ 250 feet
SRE (terminating 0,5 NM from threshold) 250 feet
SRE (terminating 1 NM from threshold) 300 feet
SRE (terminating 2 NM from threshold) 350 feet
VOR + DME 250 feet
VOR 300 feet
NDB y 300 feet
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A. GENERAL
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The alternate minima apply only in the flight planning phase. When flight diverts
to an alternate airport, that airport becomes the new destination, and
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09. TABLES
Table I a
The Effect of HAT or HAA on Visibility Minimum
(Visibility in meters)
Without Approach Lighting
HAT or HAA (feet) Cat B & C HAT or HAA (feet) Cat D
250-400 1600 m 250-341 1600 m
401-500 2000 m 342-426 2000 m
501-600 2400 m 427-511 2400 m
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601-670 2800 m 512-600 2800 m
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Note:
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If the Missed Approach Point (MAP) is more than 3200 m from the runway, the
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required visibility shall be at least 3200m but not less than the visibility specified
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above.
If Radar Control terminates more than 1NM before the runway the visibility will
be the distance from the Radar termination point to the runway.
Table I b
The Effect of Facility Distance on Visibility Minimum (Visibility in meters)
VOR, LOCALIZER, ASR, NDB, DF, DME arc.
Without Approach Lighting
Distance
0-10 Over 10-15 Over 15-20 Over 20-25 Over 25-30
(NM)
Cat B & C 1600 m 1600 m 2000 m 2400 m 2400 m
Cat D 1600 m 2000 m 2400 m 2800 m 3200 m
Note:
NDB and ADF approaches not authorized over 15 NM.
ASR approaches not authorized over 20 NM (For ASR, NDB and ADF distance
over 10 NM apply the 25 - 30 NM columns).
The visibility in a and b above may be reduced by giving credit to approach light
system as follows:
Full facilities
D 600 800 720 800 1200 1200
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Intermediate
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Nil Facilities
Full ILS normally includes LIZ, GS, OM (or FAF), MM (or DME)
LLZ + MM or LLZ, VOR,
Approach Facilities DME + OM or ASR, PAR - NDB, DF
FAF Azimuth only
Lowest HAT or HAA with FAF MDH 250 MDH 250 MDH 300
Lowest HAT or HAA without FAF N/A MDH 300 MDH 350
Available lighting Aircraft RVR VIS RVR VIS RVR VIS
system CAT m m m m m m
B&C 720 800 720 800 1200 1200
Full facilities
D 1200 1200 1500 1600 1500 1600
Intermediate B&C 1200 1200 1200 1200 1200 1200
facilities D 1500 1600 1500 1600 1500 1600
Nil facilities ALL 1500 1600 1500 1600 1500 1600
Note: Lights or lighting systems not mentioned above will give no credit for visibility
reduction.
If the ILS reported to be “on test”, “unreliable”, or “not monitored”, the whole
system must be considered unserviceable.
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C. COMPONENTS-OUT TABLE
If one or more components or visual aids are inoperative or not used, the
published descent limits and RVR or visibility minima must be increased by or
to the values listed below, to obtain the prescribed minima.
Table 1. For ILS CAT I and Non Precession Approach
AIRCRAFT CATEGORY C AND D
PROCEDURE PRESRCRIBED MINIMA
DA/MDA = published DA / VIS / RVR = not lower
Inoperative aid
MDA increased with: than:
ILS CAT I
Localizer Procedure not authorized
GP ILS no GP minima apply
OM * 50 feet 1200 m
MM 50 feet 1200 m
Approach lights**
0 feet 1200 m
HIRL
RCLL 800 m (CAT D); 600 m
0 feet
TDZL (CAT C)
GP ground check only ILS no GP minima apply
LLZ ground check only ILS no GP minima apply, add 400 m to published VIS
ILS on test Procedure not authorized
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ILS no G P
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last 420m
Standby power for
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No effect
approach lights
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Day only
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Edge lights
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Day:
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RVR 300m
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should be considered.
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If the forecast for En-Route Alternate which deteriorate to below minima for the
period of the ETA at en-route alternate with change indicator of less than PROB
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04. BECMG
This change indicator describes changes where the conditions are expected to
reach or pass specified threshold values at a regular or irregular rate at an
unspecified time during the time period. The time period should normally not
exceed 2 hours but in any case should not exceed 4 hours.
If forecast indicates BECMG from condition above to below limits, the
aerodrome shall, for flight planning purpose, be considered below limit for an
ETA that falls in or after the entire period for which the deterioration is forecast.
And only above limits for an ETA prior to the beginning of this period.
Example:
Forecast from 1200 to 2100: VAR/05, visibility 2000 m, BECMG FM1700
TL1900 500m BR. The forecast shall be considered above limits for an ETA up
to 1700 and below limits for an ETA between 1700-1900.
If the forecast indicates BECMG from conditions below to conditions above
limits, the aerodrome shall, for flight planning purposes be considered below
limits for an ETA up to the end of the entire period for which the improvement
is forecast. And above limits for an ETA after the end of this period.
In other word, during the BECMG period, the worst condition is always counted for
flight planning purposes.
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If the actual weather reports indicate that the required landing limits have been
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reached or where it may be safely assumed from the sequence of actual that they
will have surpassed the required minima at ETA, the aerodrome concerned may
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Example:
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1500 m, sky clear. This forecast shall be considered below limits up to 1900 and
C
INTER
When variations from the forecast mean conditions are expected to last for periods
of less than 30 minutes in each instance and which, the aggregate, are not
expected to cover more than half the given period.
For forecast changes in excess of these criteria, the change group “BECMG”
should be used.
Deterioration from conditions above to conditions below minima.
Examples:
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Forecast from 1200 to 2100: VAR/05, visibility 400 m, PROB 40, 1500 m.
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Manual takeoff
Auto-coupled approach to below the DH. Flare, landing and roll-out manual.
Auto-coupled approach with auto-flare, auto-landing and manual roll-out
Auto-coupled approach with auto-flare, auto-landing and auto-roll-out when
RVR < 400 m
The PIC must specify the detailed operating procedures and instructions found in
respective Operations Manual/FCOM:
The effect on minima caused by ground obstacles before departure and in flight
Procedures for the takeoff, flare, landing, roll-out and missed approach
Procedures to be followed in case of abnormal situations like failures, warnings
etc.
The required minimum visual reference
Requirement of altitude callouts above 200 feet based on the radio altimeter
and for one pilot to monitor the instruments till the landing is completed
Use of information related to multiple RVR assessments, runway contamination
(wet, frost, ...) wind shear, wind, turbulence, ...
Information about the maximum deviation allowed from ILS glide path and/or
localizer y
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In order to enhance taxiing capabilities and reduce the potential for runway and
taxiway incursions in low visibility conditions, many improvements have been made
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visibility taxi plan for any airport which has takeoff or landing operations with less
on
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than 350m (1,200 feet) RVR conditions. This plan affects both air crew and vehicle
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operators.
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Taxi routes to and from the SMGCS runway must be designated and displayed on
a SMGCS Low Visibility Taxi Route chart.
Operations below RVR 350m (1200 feet) but not less than RVR 175m (600
feet)
For operations below RVR 350 m (1200 feet) down to but not less than RVR 175m
(600 feet), both landings and takeoffs could be in progress. Usual taxi routes from
the landing runway to the ramp area or from the ramp to the takeoff runway would
be utilized.
During this time, normal CAT III procedures would be in effect and any specific
notes governing any changes from normal operation would be noted on the
SMGCS airport chart.
Note: This chart should be used for reference for any CAT III approach and for any
taxi out for takeoff when RVR is reported below RVR 350 m (1200 feet).
Movement Area
For purposes of reference, "Movement area" is defined as any part of the
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airport utilized for taxiing, takeoff and landing of aircraft, exclusive of aprons
and aircraft parking areas. Specific approval for entry onto a movement area
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Features
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A brief detail of SMGCS features is listed below but SMGCS airports may not
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have all of these features. For additional SMGCS information refer to the
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Figure 1
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After traveling approximately 150 feet beyond the stop bar, the aircraft or
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vehicle activates a sensor. This sensor relights the red stop bar and
extinguishes the first segment of the lead-on lights between the stop bar
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and the sensor (Figure 2) This protects the runway against inadvertent
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Figure 2
The aircraft then activates another sensor at approximately 300 feet which
extinguishes the remaining lead-on lights. (Refer to figure 3)
Figure 3
If either sensor is not activated within a specified time limit, the stop bar will
automatically reset to "on" and both sets of lead-on lights will be turned
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"off."(Refer to figure 4)
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Figure 4
Should the pilot or vehicle operator have a discrepancy between the conditions
of the stop bar or lead-on lights and the verbal clearance from the controller,
the aircraft or vehicle shall stop immediately.
Warning:
At no time will a pilot cross an illuminated red stop bar! Unauthorized
runway entry may result in grave consequences.
Some entrance to runways will have uncontrolled stop bars which will be
continually illuminated during below RVR 175m (600 feet).
position markings. The markings can be used either as hold points or for
position reporting. These checkpoints or "PINK SPOTS" will be outlined with a
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black and white circle and be designated with a number, a letter, or both.
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Three yellow in-pavement clearance bar lights will be used to denote holding
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positions for aircraft and vehicles. When used for hold points, they are co-
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When the weather is anticipated to or falls below RVR 175 m (600 feet)
additional measures are activated to ensure the safe movement of ground
traffic. ATC will normally place a message on ATIS similar to the following:
Example: "Special low visibility procedures less than RVR 175 m (600 feet)
in effect, inform ATC of landing minimum capabilities."
The appropriate SMGCS airport chart will detail any taxi restrictions or
special instructions for the below RVR 175 m (600 feet) operations.
ATC is required to inform the crew of any limitation which would affect
low visibility operations. (e.g. inoperative lighting on taxiways)
Ramp Operations
The appropriate personnel will be notified to stand ready to assist with incoming
aircraft and all operators of ground handling ramp vehicles will be informed of
the need to be alert for ramp activity
Aircraft
Upon hearing the ATIS message, aircraft will notify ATC of their approach
minima and then follow ATC instructions as usual.
After landing on the runway, follow the special procedure on the SMGCS
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airport chart, making all requested reports to Tower or Ground as indicated.
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Notify the Tower if visibility allows the aircraft to continue to taxi on its own
or if a "follow me" vehicle will be required.
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Depending upon the situation, continue to the ramp area or hold in position
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instructions.
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Operational Applications
Visual Range
The observed visual range is established by adding the obscured segment below
cockpit nose, 15 m for CAT C or 25 m for CAT D aircraft, to the visual segment.
The visual segment is determined by multiplying the number of light-interval by the
applicable spacing as published on the approach chart.
Application of VIS
When only general Visibility (VIS) is given:
The observed visual range from the cockpit must be equal to or better than the
prescribed minimum.
A uniform atmospheric condition must exist without sharp variations in visibility
due to fog patches.
Application of RVR
Reported RVR take control over VIS
Published values are applicable to all relevant section of the runway. If more
than one RVR is given, the lowest (relevant) RVR must be at or above
prescribed minimum.
If the RVR at the beginning of the runway is not available or below minimum
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with additional RVR at or above minimum, it is allowed to taxi-out to the runway.
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However, take off is not allowed if the observed visual range at the beginning
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Procedural Consideration:
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Other Considerations:
All factors such as crosswind limits, precipitation, runway contamination, fatigue,
whether low visibility are in force, etc. shall be evaluated before commencing takeoff.
END OF 9.5
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available current weather reports and forecast, indicate that the flight can be
completed as planned.
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The flight can be conducted safety in accordance with the operating limitations as
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The PIC should ascertain that the flight plan figures are checked and that the plan
is acceptable. PIC must sign the flight plan in accordance with OM-A Chapter 9.6.
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The flight crewmember shall regularly check and records on the Operational Flight
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The logged flight plan shall be signed by the PIC after completion of the flight.
in the OFP (IFR flight plan for the entire flight or Composite Flight Plan) is
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consistent with the Air Traffic Services (ATS) flight plan and submitted to ATC.
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In the event of the delay 30 minutes or more in excess of the estimated off-block
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time for controlled flight, the flight plan should be amended or a new flight plan
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Incidental changes
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Changes of route, line number, aerodrome of departure and/or destination
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This requires cancellation of the stored flight plan for the day, followed by
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as possible and not later than 30 minutes before departure, with the exception
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Delayed flights
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The 0000 UTC observation available at approximately 0600Z. 1200Z, 1800Z and
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The 1200 UTC observation is available at approximately 1800Z, the next day’s
0000Z, 0600Z, 1200Z and 1800Z prognostics.
Note:
NavTech does not display in detail the prognostic time used, the PROGS 021200Z
printed on the CFP simply shows date and observation time.
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a b c d e f
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Group 1
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d) The primary cruise mode is shown next to the performance index which
indicates that the CFP was calculated to save fuel (F). Otherwise: By cost (C)By
time (T)
e) The flight is dispatched according to Instrument Flight Rules.
f) Month/date/year of the CFP transaction.
NONSTOP COMPUTED 0419Z ETD 0755Z PROGS 141818 141821 141824 UKM PKGSA KGS
Group 2
a) Time at which NavTech computation was completed
b) ETD as was entered by the dispatcher during transaction
c) Up to 3 prognosis used. In this case:
141818 mean : prognosis issued date 14 at 1800Z, validity 18 hours
Group 3
CFP heading
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Part two Group 4
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Group 4
Contains fuel calculation as specified by OM-A and, or, associated FCOM.
ARR .. .. TDN .. ..
DEP .. .. A/B .. ..
FLT .. .. AIR .. ..
Group 5
Time value to be inserted by flight crewmember.
Group 6
Average incremental increase/decrease of fuel burn per 1000 Kg of TOW change.
Group 7
Summaries of cruise, flight time, and initial flight level as a result of 5000 kg weight
change in the calculated/estimated TOW.
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Group 8
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Group 9
a) estimated zero fuel weight
If there is Zero Fuel Weight addition up to 2000 kg (Zero Fuel Weight is higher
than stated in flight plan), the fuel calculation can use fuel burn adjustment in
OM-A group 6 from this chapter.
a) estimated payload
TIME TO
DIST W/C CFR FOB EXC ETP / ALT
ETP1 LOWW/EDDF 0166/0170 P000/P004 00000 24150 24150 00.28/00.00
N4859.4E01237.2
ETP2 EDDF/EHAM 0110/0116 M004/P019 00000 19040 19040 01.02/00.00
///N5148.0E00747.4
Group 22
This section advises pilot with details related to ETP(s) with the most critical fuel
scenario, which normally represents calculation of [all-engine] long range cruise at
10,000 feet. following a decompression y
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a b c d e f g h i j k
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ETO TIM AWY WPT/FRQ TTK DST TAS FLV TD/TP FBO PFRM
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Group 10
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a b c d e f g h i j
ATO TIM COORD MTK TTL G/S GMA WIND ABO AFRM
Group 11
a) pilot’s log for actual time over
b) accumulated time up to a particular point
c) coordinates of the associated point
d) magnetic (M) track between two points
e) accumulated distance up to a particular point
f) groundspeed
g) grid MORA as depicted on approved en-route chart (ex : NavTech)
h) forecast spot wind for that level
i) pilot’s log for actual fuel burn off
j) actual fuel remaining
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departure/airborne
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Group 13
Indicates dispatcher’s selection from company’s stored route data base for an
associated city pair
Group 14
Great Circle distance between point of departure and point of arrival, should a
dispatcher elect to use route other than those stored, route selection will not be
indicated
Group 15
the accumulated distance between Points Of Departure and Arrival
Group 16
a) flight level at which cruise is spent most.
b) TAS at a) above y
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Group 17
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depending on dispatcher’s entry this may contain one or more alternate data, fuel
value does not include 30’ holding at alternate
0000 JYOSO5 35450N140230E 185T 001 249 CLB CLB/CLB 01323 014833
0000 N3545.0E14023.0 192M 0001 224 047 144032
0001 JYOSO5 35440N140240E 141T 001 249 CLB CLB/CLB 01504 014652
0001 N3544.0E14024.0 148M 0002 217 047 144032
0002 JYOSO5 ASPEN 150T 011 262 CLB CLB/CLB 02229 013927
0003 N3534.9E14030.5 157M 0013 242 047 178022
0001 JYOSO5 AD6R1 150T 004 269 060 M07/44 02331 013825
0004 N3531.0E14033.3 157M 0017 254 047 182017
0002 JYOSO5 AD16X 239T 008 269 060 M07/44 02508 013648
0006 N3526.9E14024.9 246M 0025 259 047 182017
0002 JYOSO5 AD16W 330T 008 269 060 M07/44 02660 013496
0008 N3533.4E14020.2 337M 0033 283 047 182017
0003 JYOSO5 ATAGO 345T 014 268 060 M09/41 02941 013215
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0011 N3547.0E14015.8 352M 0047 285 047 192020
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0003 JYOSO5 TOADS 344T 016 267 060 M10/39 03269 012887
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0005 JYOSO5 JYOSO 312T 021 267 060 M10/39 03698 012458
0019 N3616.8E13951.2 319M 0084 275 108 200022
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0002 Y11 JD 389 002T 012 331 CLB CLB/CLB 04462 011694
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0002 Y88 AKAGI 234T 010 407 CLB CLB/CLB 04995 011161
0023 N3623.5E13941.9 241M 0106 351 108 256059
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0002 Y88 TOC 234T 018 458 CLB CLB/CLB 05756 010400
0025 N3613.0E13924.1 241M 0124 379 108 262085
0001 Y88 GYODA 234T 005 425 280 P00/39 05853 010303
0026 N3609.8E13918.7 241M 0129 340 108 266096
0006 Y88 KINPU 245T 030 425 280 P00/39 06395 009761
0032 N3557.3E13845.1 252M 0159 335 147 266095
0001 Y88 CHINO 245T 010 425 280 P00/39 06577 009579
0033 N3553.1E13833.9 252M 0169 335 147 266095
0005 Y88 TOD 245T 028 424 280 P00/39 07078 009078
0038 N3541.3E13803.2 252M 0197 332 147 266097
0001 Y88 TENRU 245T 002 481 DSC DSC/DSC 07084 009072
0039 N3540.2E13800.4 252M 0199 391 147 266095
0001 Y88 SENJO 246T 011 464 DSC DSC/DSC 07118 009038
0040 N3536.0E13748.7 253M 0210 378 147 264090
0004 Y88 NAKTU 245T 019 428 DSC DSC/DSC 07191 008965
0044 N3528.0E13727.8 252M 0229 358 128 263072
0002 Y88 SWING 245T 011 389 DSC DSC/DSC 07236 008920
0046 N3523.4E13715.5 252M 0240 345 128 250045
0004 Y88 KCC 114.20 246T 018 352 DSC DSC/DSC 07364 008792
0050 N3515.9E13654.9 253M 0258 318 128 245033
0008 V52 CBE 117.80 193T 025 264 DSC DSC/DSC 07775 008381
0058 N3451.5E13648.2 200M 0283 248 128 185016
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0000 DCT RJGG 090T 000 249 DSC DSC/DSC 07781 008375
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Group 19
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This line contains all flight plan data from destination to the first alternate
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I CERTIFY THAT HAVE SATISFIED MYSELF THAT ALL FACTORS WHICH FORM THE BASIS OF
FLIGHT PREPARATION ARE IN ACCORDANCE WITH THE PERTINENT REGULATIONS LAID DOWN
BY THE INDONESIAN CIVIL AVIATION.
Group 20
self-explanatory
Group 21
ATC flight plan in ICAO format
the lack of time for an interface between PIC and FOO during CFP preparation
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NOTE:
Flight plan is normally prepared 3 hours before ETD.
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It would be an advantage for the pilot to know that in order to enable Navtech
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calculate ETPs and drift down summaries [as shown on the sample CFP] the
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dispatcher needs only to start the CFP transaction using the following input
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commands/keywords :
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Group 23
Each Line displays cruise summary at each ETP, the number of lines represents
the number of ETPs specified in the CFP.
Line 1 - at ETP1:
returning to LOWW requires 7296kgs of fuel
diverting to EDDF requires 7328kgs of fuel
Line 2 - at ETP2:
diverting to EDDF requires 5548kgs of fuel
continuing to EHAM requires 5452kgs of fuel
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Etc.
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1EO 1ED 2D
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Group 24
This section give calculation for :
engine out scenario
one engine out & decompression scenario
decompression only, all engine running scenario
07. REMARKS
A. ETOPS Flight Plan
The Garuda ETOPS CFP is the same as standard CFP with an addition data
as required for ETOPS operations.
ETOPS FLTPLN
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TIME TO
DIST W/C CFR FOB EXC ETP/ALT
ETP1 WIII/RPLL 0735/0768 M007/P013 18107 038055 19950 01.49/02.18
N0334.8 E11411.4
ETP2 RPLL/RJFF 0660/0657 M004/M005 16036 020521 04490 05.02/02.05
N2241.4 E12848.0
ETP3 RJFF/RJAA 0334/0339 M012/M004 09265 013242 03980 06.30/01.15
*** N3111.4 E13623.4
Group 7
Summaries of cruise, flight time, and initial flight level as a result of 5000 kg
weight change in the calculated/estimated TOW, En-route alternate suitable
and ETP data. The Equal Time Point Data Diversion Summary for each ETP
normally given at the lower part of the CFP.
B. The RVSM CFP has no difference with normal except letter “ W “ be inserted
on 2nd line (Blok 10 on ICAO Flight Plan form)
END OF 9.6
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Filling instruction (Applicable for Manual and Computerized Dispatch Release Form)
Aircraft Type Circle as appropriate
Aircraft Registrations Fill aircraft registration as appropriate
Flight number Self-explanatory
POD / POA Point Of Departure / Point Of Arrival, use IATA
/ICAO code. (POA=Intended Destination for Planed
Re-Dispatch, as applicable)
Track Used / AWY Route Number or Airways
Initial Destination For Planned Re-Dispatch fill the initial destination
airport, use IATA / ICAO code (as applicable)
Destination Alternate Write down planned destination alternate in
sequence of order using IATA / ICAO codes.
Type of operations Garuda Indonesia requires all commercial flights to
be conducted under an IFR Flight Plan, circle IFR.
However, if certain portions of commercial flight
are authorized to be conducted under VFR due to
navigation facilities, etc. circle both IFR and VFR.
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Composite Flight Plan is Flight plans which specify
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Plan FOB / PIC request Fill out flight plan required fuel on board / and as
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requested by PIC
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intended destination.
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END OF 9.7
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Aerodynamic Chord (calculated from the leading edge) to indicate the aircraft
center of gravity.
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equipment - Navigation equipment
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potable water.
BW BASIC WEIGHT
- Crewmember
- Crew Checked Baggage**
- Pantry in galleys
- Potable water
DOW DRY OPERATING WEIGHT
- Mail
- Baggage
Traffic Load
- Cargo
- Passengers
ZFW ZERO FUEL WEIGHT MAC ZFW
- Alternate fuel
- Holding fuel
- RR fuel Take-off fuel
LAW LANDING WEIGHT Block fuel MAC LAW
- Trip fuel
TOW TAKE OFF WEIGHT MAC TOW
- Taxi fuel
TAW TAXI WEIGHT
For Wide Body Aircraft (B777-300ER and A330), the Potable water is not
included in DOW. It will be adjusted in the Load Trim Sheet/ Load Sheet
accordingly.
** Crew Checked Baggage will not be included as DOW in LI (Loading Index).
However, it will be adjusted in the Load Trim Sheet/ Load Sheet accordingly.
Security Item Box / Security Item Case will be included in adjusted DOW depend
on Route and/or Aircraft registration.
The Dry Operating Weight serves as a basis for the composition of the operating
weight. The DOW for each aircraft type and route area is according to a
predetermined value inserted in the DCS (Departure Control System).
B. STANDARD WEIGHTS
1) Passenger
In connection with tariff regulations, aircraft loading and seat allocation, the
following categories of passengers are specified:
Adults : A passenger is considered an adult from the age of 12 years and
older.
Child : A passenger is considered a child from the age of 2 years up to the
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age of 12 years.
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Infant : A passenger is considered an infant when the age has not reach 2
years.
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used:
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International Domestic
Passenger Type Remark
(Kg) (Kg)
Adult (male /
80 71 Include both personal
female)
effects and cabin
Child 35 35
baggage
Infant 10 10
Note:
For Hajj Flight, Passenger Weight apply Domestic standard weight.
In critical weight situations and in cases where it is obvious that the weight
of a large numbers of passengers will exceed the standard weight, the
actual weight of each passenger and his cabin baggage shall be used
instead.
(b) Baggage Weight
In principle the actual baggage weight must be used for load-sheet
calculation. When large quantities of baggage are considered not
proportional, the actual weight of these disproportionate pieces shall be
used.
2) Crewmembers
(a) Crew Weight
For determination of the Dry Operating Weight (DOW), the following
standard crew weight shall be used:
International /
Crew Type Remark
Domestic (Kg)
Flight Crew Member 80 Include personal effects
and Carry on/Cabin
Flight Attendant 70 Baggage
Three load sheet forms are in use depending on the type of aircraft and nature of the
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the aircraft navigation bag or may be printed out from an update soft copy;
C
Ground staff at departure station will prepare the load sheet. When no Garuda
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Control system must ensure compatibility of all figures on load sheet with
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Airplane registration.
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Crew composition
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Load distribution
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CRJ1000 200 Kg
ATR600 100kg
When total change exceeds 1000 /400/200/100 Kg respectively, the load control
officer shall issue a new load sheet.
Heading
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Copy DOW from previous load-sheet or see Loading and Weight Index
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report.
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Insert the flight plan block fuel to complete the operating weight
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calculations.
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Equipment In Compartments
The weights of items, which are not included in the basic weight e.g. additional
crewmember, spares etc. should be specified in the “extra/less in
compartment” lines. A summary of the items, which are included in the basic
weight, can be found in the FCOM of the aircraft type concerned. The weights
of items excluded from the basic weight, shall be included in the balance
computation together with the totals from the traffic load per compartment.
Seating Conditions
Specify per cabin section the number of passengers, children (not infants),
crew and if applicable, the weight of cargo loaded in the cabin, on behalf of the
balance computation. If seat selection or seat allocation is applicable, the
“seating conditions” shall be completed accordingly. If free seating is
applicable, the distribution must be assumed to be in proportion to the number
of seats available per section.
Balance Conditions
Copy DOI, LIZFW and MACZFW from previous load sheet
Using trim sheet, find MACTOW and MACLAW
Last Minute Changes
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END OF 9.8
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CHAPTER 10
10.1 FUELING PROCEDURES ......................................................................................... 1
10.2 AIRCRAFT HANDLING PROCEDURES ................................................................... 1
10.2.1 FLIGHT HANDLING .................................................................................... 1
10.2.2 AIRCRAFT LOADING/UNLOADING ........................................................... 2
10.2.3 MARSHALLING HAND SIGNAL FOR AIRCRAFT ...................................... 3
10.3 PASSENGERS HANDLING ...................................................................................... 1
10.3.1 PASSENGER CHECK-IN............................................................................ 1
10.3.2 TYPES OF CHECK-IN ................................................................................ 1
10.3.3 EMBARKATION .......................................................................................... 1
10.3.4 DISEMBARKATION OF TRANSIT PASSENGERS AT TRANSIT STOPS .. 1
10.3.5 PASSENGERS REQUIRING SPECIAL ATTENTION ................................. 2
10.3.5.1 UNACCOMPANIED MINOR ......................................................... 2
10.3.5.2 DISABLE PASSENGERS ............................................................. 2
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10. GROUND HANDLING
ARRANGEMENT AND PROCEDURES
OM – A TABLE OF CONTENT
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Wide cut types (examples: JET B, JP-4, T-2, AVTAG, F-40, F-45, RP-4) are not
acceptable unless with prior written approval. Without prior written approval, wide
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At layover stations always note the remaining fuel in the tanks. This same fueling
order will be used again for the determination of the total block fuel required on the
next day.
Before fueling 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
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lighting, the navigation lights must be on and, if available, also the wing and ground
flood lights.
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Shut down ground power unit and other engines or electrical motors of vehicles
in the fueling zone, and avoid all the further electrical switching.
As far as possible, restrict all activities inside and outside the spill area to
reduce the risk of ignition.
Secure the area 15 meters from the contaminated area.
If considered necessary, tow the aircraft to a safer place.
The fuel truck is not located and connected at the same aircraft side as the
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running engine.
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Before commencement of fueling ensures that this is not contrary the local
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Dispatching an aircraft from home base with the known possibility of fueling
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the mass of the aircraft is such that the flight can be conducted safely, taking
into account the conditions expected;
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a check has been completed indicating that the operating limitations laid down
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in the Garuda Indonesia OM-A & FCOM can be complied with the flight to be
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undertaken;
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The standards laid down in the OM-A relating to operational flight planning have
been complied with.
& Services Manager in advance and the Station & Services Manager will
instruct their staff to further avoid their incorrect explanation.
personnel for damage that can affect the load capacity. A qualified individual must
supervise the loading of the aircraft.
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The person responsible for loading is in charge of, and responsible for, the safe and
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efficient loading and offloading of the aircraft as well as the protection of the goods
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carried. He will ensure the aircraft is loaded as specified and written in loading
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Note:
The hand signals printed on the following pages are illustrated with the use of wands.
The meaning of the signals remains the same when bats, gloves or illuminated torch
lights are used.
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END OF 10.2
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City check-in
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Web check-in
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Mobile check-in
Kiosk check-in
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10.3.3 EMBARKATION
STANDARD BOARDING TIME
When there are no irregularities of the aircraft, start boarding as following:
B. GENERAL POLICY
The maximum time a passenger may remain on board, without disembarkation
may not exceed 6 hours (plus a deviation of 15 minutes), as far as a schedule
possibility for disembarkation of passengers along the route exists.
In case the time already flown + ground stop times + the time to be flown on the
next stretch exceed the maximum of 6 hours, there must be an opportunity for the
passenger to disembark on one of the intermediate stations.
Example I: Route A-B-C
Flying time A-B = 3 hours 45 minutes
Flying time B-C = 2 hours 45 minutes +
6 hours 30 minutes
Ground time at B = 45 minutes +
Total = 7 hours 15 minutes
Policy: passenger to disembark at intermediate station.
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5 hours 45 minutes
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Fax : 62 21 4245809/4245604
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Garuda Indonesia does not accommodate stretcher case in regular flights, it can
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Transporting Medical Oxygen other than during use in the aircraft cabin shall be
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treated as Dangerous Goods, and it is the duty of a Station Manager to ensure that
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Expectant mothers of more than 36 weeks pregnancy is not accepted for traveling
with Garuda Indonesia.
DURATION STATEMENT LETTER APPROVAL
RESTRIC- MEDIF MEDIF
CATEGORY OF OF RELEASE/ FORM FROM GSM/
TION 1 2
PREGANCY OF INDEMNITY (FOI) JKTIH
SINGLE PREGNANCY,
UNDER 32 NOT
NORMAL HEALTH, NO NO NO YES
WEEKS REQUIRED
NO COMPLICATION *)
MULTIPLE
PREGNANCY,
UNDER 32 NOT
NORMAL HEALTH, NO NO NO YES
WEEKS REQUIRED
NO COMPLICATION *)
SINGLE PREGNANCY,
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MULTIPLE NORMAL
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32 - 36 YES YES
YES YES REQUIRED
HEALTH, NO WEEKS **) **)
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COMPLICATION
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MORE
ALL CATEGORIES THAN 36 NOT ACCEPTED FOR AIR TRAVEL
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WEEKS
Note:
*) If an expectant mother appeared to be unhealthy during check-in, MEDIF and
approval from Garuda Sentra Medika (GSM) will be required.
**) Must be obtained and approved by Garuda Sentra Medika (GSM) at least 7
days prior to date of travel.
MEDIF (Part 1 and Part 2) is a passenger data records to be completed by
medical doctor and must be approved by GSM/JKTIHGA.
FOI (Form of Indemnity) or Surat Pernyataan is a release liability statement
letter that must be signed by related passenger or his/her designated family if
he/she is unable to do so.
The Station Manager/Garuda representative shall notify the PIC and the FA-1 for
the condition above.
10.3.5.5 INFANTS
General
Infants under 2 years old are accepted for travel under the following conditions:
The infant must be accompanied by a passenger who paid the adult fare
The passenger is traveling on the same flight, in the same class, and to the
same destination as the infant
One infant must be accompanied by one adult passenger who is willing and
capable to take full responsibility over the infant.
Condition of Acceptance
Infants under 48 hours old after birth is not accepted for air travel
Babies under 7 days old:
a. Can be accepted
b. Medical clearance (MEDIF Part 1 and Part 2) is required
Babies between 7 days - 2 years old:
a. Can be accepted
b. Medical clearance not required
Premature babies can be accepted and will be considered as MEDA (Medical
Cases) and handled as incapacitated passenger
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ABOVE 7 DAYS –
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INFANTS *) NOT
UNDER 2 YEARS NO NO NO NO
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REQUIRED
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NEW BORN
2 – 7 DAYS OLD YES YES
BABY NO YES REQUIRED
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UNDER 48
NEW BORN
HOURS AFTER NOT ACCEPTED FOR AIR TRAVEL
BABY
BIRTH
Note:
*) If an infant is appeared to be unhealthy during check-in, MEDIF and approval
from Garuda Sentra Medika (GSM) will be required.
**) Must be obtained and approved by Garuda Sentra Medika (GSM) prior to date
of travel.
When infants are on board, FA-1 shall ensure that sufficient numbers of infant life
vest are available, and:
The seat-row has extra oxygen mask.
Infant life-vests are distributed.
Infant belt are security attached to the parents seatbelt.
Baby cradle can only be installed after takeoff, when seatbelt sign off, and
removed prior to landing.
In turbulent weather, infant must be taken out of the cradle and secured within
the parent lap.
10.3.5.6 GENERAL GUIDELINES FOR MEDIF (MEDICAL CLEARANCE)
MEDIF is required if the passenger:
suffers from any disease which is believed to be actively contagious and
communicable;
is likely to be a hazard or cause discomfort to other passengers because of the
physical or behavioural condition,
is considered to be a potential risk to the safety or punctuality of the flight
including the possibility of diversion of the flight or an unscheduled landing;
is incapable of caring for himself and requires special assistance;
has a medical condition which may be adversely affected by the flight
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Elderly passengers who may request the use of a wheelchair because of their
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If the passenger does not include any of the above categories, but an doubt exist,
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4) A child may occupy a child restraint system that is approved for aircraft use,
provided:
The child is accompanied by parent, guardian, or attendant designated by
the child’s parent or guardian to care for the safety of the child during the
flight,
The child restraint system must be properly secured to an approved forward
facing seat,
The child must be properly secured in the restraint system and must not
exceed the specified weight limit for the restraint system; and
The child holds a ticket for an approved seat.
An infant (children under the age of 2 years at the beginning of their outward
journey) may be held by an adult who is occupying an approved seat. Refer
OM-A Chapter 10.3.5.5 for additional information.
10.3.7 SEATING REGULATIONS
01. SALEABLE SEATS
Normally all cabin seats provided with a safety belt are saleable, except those
reserved for crew.
Each person shall be provided with an approved seat or berth on board the aircraft
who has reached his/her second birthday and an approved safety belt for separate
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Civil Aviation Safety Regulation require passenger seated in an exit seat be able
to assist crewmember in the event of an emergency. Exit Seating Cards specifying
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exit-seating regulation are in each seat pocket for each passenger seated in an
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exit seat. Proper pre-flight screening is essential to help ensure the passenger can
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c. The person having lacks of the dexterity in both arms and hands, and both legs
to:
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Lift out, hold, deposit on nearby seats or maneuver over the seat backs to
the next row objects the size and weight of over wing window exit doors;
Remove obstructions similar in size weight to over wing exit doors;
Reach the emergency exit expeditiously;
Maintain balance while removing obstructions;
Exit expeditiously;
Stabilize an exit slide after deployment; or
Assist others in getting off an escape slide.
d. The person lacks sufficient visual capacity
e. The person lacks the ability to read and understand instructions required
f. The person lacks sufficient hearing capacity
g. The person lacks the ability adequately to impart information orally to other
passengers
h. The person is younger than 15 years of age or cannot perform the required
functions without the assistance of an adult.
i. Passenger who needs extension seat belt.
j. Person(s) travel with children (younger than 15 years of age).
END OF 10.3
Visual check by agent
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Articles carried in the passenger cabin subject to the passenger’s own supervision
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and responsibility. These articles are labeled. Cabin baggage may only comprise
those articles which are suitable to be carried in the passenger cabin.
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DGCA require that all carry-on baggage is stowed under the passenger seat or in
the overhead bin before the aircraft doors can be closed. Closet space cannot be
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depended upon.
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Detail policy and procedure of Special Baggage see OM-A Chapter 21.
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B. Regulatory Requirements
The objective of the Carry-on Baggage Control Program is to prevent the boarding
of carry-on baggage which will exceed the weight, size, shape, and total volume
limitations of the approved stowage areas of the aircraft.
Garuda Indonesia will not allow a person to carry onboard its aircraft any carry-on
baggage, unless that baggage has been accepted in accordance with Carry-on
Baggage Control Program, and:
1) Stowed in a compartment or overhead rack that has been approved for the
storage of carry-on baggage,
2) Stowed under the passenger seat, or
3) Restrained by a means that has been approved by the DGCA in accordance
with airworthiness manual.
All carry-on baggage:
1) Where stowed under a passenger seat, must be restrained in an approved
manner, and must be stowed so that it does not obstruct access to safety
equipment, exits or aisles of the aircraft.
2) Must be verified stowed in an approved location by a crewmember, prior to the
passenger entry doors of the aircraft being closed for departure.
3) Must be safely stowed prior to the movement of the aircraft on the ground and
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during takeoff, periods of inflight turbulence and landing.
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Airport staff
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The Check-in Staff is responsible to know the criteria, and implement the
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procedures for acceptance and refusal of carry-on baggage when checking in.
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The Gate Staff is responsible to assess the status of carry-on baggage at the gate
and take action in case of excess carry-on baggage.
The Ground Staff is responsible to verify with the Gate Staff if loading of excess
carry-on baggage is required and ensure all pieces are located. Placing the
baggage in designated compartment and including it on the load information sheet
should always be completed by last minute loading of excess carry-on baggage.
The Test Unit is designed to the specified dimensions of our overall carry-on
baggage allowance identified below. The Test Units are located at the check-in
counter(s) and or gate location.
Crewmembers
The PIC has the ultimate responsibility for all persons on board the aircraft,
including the Flight Attendants 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-1 is responsible to conform to the PIC that all carry-on cabin baggage is
stowed securely. This is part of the Cabin Secure check prior to departure.
Do not place carry-on baggage on the isle or on the space between seats.
The Flight Attendants are responsible to assist FA-1 in the final assessment of
carry-on baggage acceptance during passenger boarding and prior to flight
departure.
Flight Attendants assigned to passenger boarding duties are responsible to assess
acceptability of carry-on baggage based on the Company’s approved carry-on
baggage program.
Flight Attendants are responsible to implement cabin safety check that includes the
safe stowage of carry-on baggage in approved stowage areas.
Refusal of carry-on baggage by Flight Attendants before flight departure requires
the FA-1 to be advised immediately, followed by notification of the PIC and the
ground staff. Refused carry-on baggage will be placed in the cargo compartment,
and a limited release tag will be produced to the passenger.
D. INFORMATION TO CUSTOMERS
Customers expect to be dealt with fairness. They have a right to know what service
they can expect, including any restrictions or conditions affecting customer’s
perception of inconvenience. This includes being informed in a timely and complete
manner about the rationale and purpose for certain safety regulations. Providing
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Our Corporate Safety Policy is an integral part of our service strategy and as such
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E. PROCEDURES
Check-in Staff
1) Ask customer to place baggage to be checked on the baggage stand.
2) Ask customer what articles are intended for carry-on baggage.
3) Visually check for additional pieces and assess acceptability.
4) If in doubt, invite customer to use test unit and determine if items should be
check as regular baggage or requires special handling.
5) Check-in staff should watch for and remove permanent tags attached to
baggage, which a customer may choose to check in as regular baggage.
Gate Staff
To eliminate unauthorized carry-on baggage to be taken on the aircraft, the gate
staff shall in the boarding announcement includes specifics for carry-on baggage:
“We would like to remind our customer with carry-on baggage that all articles
carried on board must fit through the test unit provided. Articles that do not fit in the
test unit must be treated as check baggage. Please bring this bas to the attention
of the gate staff so they can be tagged appropriately. You must claim these
checked baggage at the baggage claim area upon reaching your destination “
Flight Attendant
During boarding, the standard baggage announcement is delivered in order to
inform the passengers to put their hand luggage under the seat in front of them or
in the overhead bin. The announcement is made a minimum of two times.
Cabin baggage must not obstruct emergency equipment, aisle, or exits.
It is not permitted to pile up hand baggage between a bulkhead and the last row of
seat.
Hand baggage belonging to passenger at bulkhead seats and exit row must be
politely taken and stowed for takeoff and landing. Purses are considered cabin
baggage and must be stowed under the seat or in the overhead bin.
Check-in staff
1) Assist status of carry-on baggage
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H. ALCOHOLIC BEVERAGES
Alcoholic beverages carried on board by passengers may not be consumed
onboard the aircraft, all bottles must be stowed as carry-on baggage.
3) Item must be secured with a seatbelt and extension belt if required for taxi,
takeoff, in flight and landing, to a passenger seat.
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4) Seat must be in the upright and locked position for takeoff and landing.
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Fragile/Unusual items
Some fragile and/or unusual items may be accepted as carry-on baggage, even
though the article exceeds the maximum allowance. The decision to authorize the
carriage of these items will be made at the airport.
The Check-in Staff must:
1) Check space limitation.
2) Verify space availability.
3) If space is available, advice customer that approval is conditional and that the
Gate Staff may request for the article to be checked subject to condition
onboard the aircraft and determined by FA-1.
The Flight Attendant must assist customer with the safe stowage of an article in an
approved stowage area.
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10.5 REFUSAL
10.5.1 REFUSAL OF PASSENGER
Due reasonable discretion Garuda Indonesia may refuse/cancel the reserved seat to
carry, remove a passenger en-route or cancel the reserved seat for various reasons:
Passenger who are not in possession of a valid ticket.
For International Flight, passengers not in possession of valid documentation
(Passport, Visa, etc.).
Passenger who transportation by air represent a danger or risk to himself or to
other passenger property.
Passenger who show visible sign of disease, and who by their appearance,
behavior or kind of nursing required, may cause a distress to other passengers.
Passenger who are requiring special nursing during flight but not accompanied by
an attendant (Incapacitated Passenger).
Passenger under influence of alcohol, drugs or narcotics.
packed.
Any single piece of packed baggage more than 32 Kgs (70 lbs).
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Any consequences arose due to this refusal Garuda Indonesia will not bear any
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The Pilot in Command has the authority to refuse the carriage of any person if, in
his/her opinion, the person might:
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explaining the cause of the irregularity promptly, correctly and to the point.
Keep passengers informed about any decision taken thereafter, including
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The passenger should suffer the least possible discomfort, and be assisted as
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Passenger requiring refund can be referred to the sales office which issued the
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ticket.
In case of a deviation from schedule involving a prolonged delay, of if the
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02. DELAYS
During a delay, the Station Manager will decide whether the FSM/Senior Flight
Attendant will remain with the passengers in the waiting room in order to provide
the necessary information and service.
In the event of a short delay, a flight attendant will remain on board with the pantry
and cabin supplies, including the passenger’s hand luggage.
On board the aircraft, the following should be announced via PAS, either by the
PIC or FSM or Senior Flight Attendant as mutually arranged:
03. DIVERSION
Safety of the flight is of first concern and not only factors mentioned under pre-flight
alternate selection should be reconsidered but also the actual situation, weather
and ATC delays.
The second item to consider is the economical factor. Circumstances (mainly fuel
and time) permitting, and if possible after consulting the station manager or System
Operation Control, the most suitable (operationally and economically) aerodrome
should be selected.
If before takeoff it is likely or already known that the aircraft will have to land at an
alternate airport, the passengers must be informed accordingly as soon as is
practicable.
Should, in view of this information, a passenger express the wish to travel by other
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means of transport, his/her wish must be honored and complied with as far as
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check with station personnel the hotel reservation for passengers and
crewmember.
check the ground transportation.
ensure that every passenger has been properly accommodate.
accompany ”night stopping” passengers to their hotel.
Cabin personnel to stay as much as possible in the same hotel as the
passengers to facilitate liaison and calling time.
use standard form when requesting pantry supply.
Sign and deliver receipt to the Station Manager.
Note: Although the PIC is finally responsible for the delegation of duties, his/her
major obligation is to the passengers on board at the time of diversion.
district
Manager or Station Manager for consultation of actions to be taken.
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The copilot is responsible for preparing the flight plan and load sheet.
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The copilot will arrange for refueling and tank a basic fuel load as instructed
by the PIC.
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The PIC shall contact forthwith the officials of the nearest post office for
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No special measures will be taken with regard to freight and company mail,
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The FSM/FA-1 will also keep control of passengers, eq. delegate the
various duties in this respect to the steward and/or stewardess, such as
keeping passengers together, guiding them through customs, immigration,
health etc.
In case prior to the arrival of the District Manager or Station Manager a
passenger should wish to continue the journey, the PIC should arrange for
transport.
In principle the company is responsible to procure the passenger transport
free of charge to the airport of destination.
Arrangement for payment or advances against bond to passengers should
be made with or via local airline representative or travel agents.
As soon as the District Manager or Station Manager has arrived, the
responsibility for the handling of passengers, mail and cargo is transferred
to him/them.
Although the PIC is finally responsible for the delegation of duties, the
major obligation is to the passenger on board at the time of diversion.
04. OVERFLYING
The passenger must be informed beforehand, if before takeoff it is already known
that it may not be possible to land at an intermediate station, even if a technical
landing is concerned. If the chance of landing at passenger’s destination airport is
small, the passenger can be refused transportation.
05. REPORTING
Schedule irregularities should be reported by the PIC in a trip report, while
additional information regarding passenger’s welfare should be given by the
FSM/FA-1 in a service remark.
Reports on discussions held with the passengers, or on difficulties experienced
with passengers, should preferably contain their addresses, ticket numbers and full
particulars, necessary for effective action.
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The performance of flights in accordance with set standards for the regularity,
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Deviations from these standards are permitted only to serve local commercial
interests in exceptional cases or to comply with force major circumstances.
In effecting these deviations the interest of the majority of clients should be first
served, but never to the extent to cause major injury to the interest of other
groups of clients or to the company’s economics.
02. RESPONSIBILITIES
Within the prescribed limitations, the District Manager is responsible for the proper
application of these rules with respect to the acceptance of schedule deviations
en-route for local commercial reasons.
These matters will always be handled in concert with the Station Manager and the
PIC of the flight involved. Who is ultimately responsible for the safety and the
operational feasibility of the operation as a whole.
If the District Manager intends to take measures beyond the prescribed limitations,
the action will always be subject to the decision of Flight Progress if time and
circumstances permit.
03. PROCEDURES
Basic Rules
Flights to depart at the times as published in the time table.
Waiting for passengers/freight/mail cq. accepting a delay for loading, is
permitted only when according to the PIC of the flight the ensuing delay can be
recovered on the next flown stretch.
A departure with a delay of 3 minutes is considered to be on time, as far as
schedule (ir) regularity is concerned.
An arrival with a delay of 3 minutes is considered to be on time.
Deviations from the basic rule may only be decided by Station Manager and Flight
Progress Unit while observing the following guide lines:
A. PASSENGERS
In case of danger to human life (transport of emergency hospital cases etc.) a
delay may be accepted at the Station Manager discretion.
Transfer passengers.
In principle no delay may accepted when transport by other services can
be ensured within 6 hours.
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If transfer within 6 hours cannot be guaranteed, Station Manager may
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Max. 45 minutes - if more than 100000 passenger miles and resulted from joint
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B. FREIGHT
Delays on behalf of late connecting freight can only be accepted after obtaining
permission from Flight Progress Unit.
Delays on behalf of local embarking freight can only be accepted if it concerns
“matter of life and death” shipments or aircraft spare parts (for own aircraft on
the ground en-route).
A Station Manager is authorized to delay a freighter service for 15 minutes
without the approval of Flight Progress Unit.
C. CATERING
In cases of possible last minute delay due to incomplete board supplies (e.g.
defective coffee machine, shortage on meals etc.) only after due consultation
with FSM/FA-1 and PIC it will be decided if suppletion or repairs are
indispensable for the quality of our product, and delay is justified. Should the
decision be against the delay, the PIC must be informed.
Exceptional Cases
In exceptional cases, Station Managers may request Flight Progress Unit for
permission to deviate from the basic rule for other reasons than those stipulated
above.
Recall
The measure of recalling a flight for the sole purpose of meeting
commercial interests is a matter which can only be administered with
extreme caution and only in extreme circumstances. Since the time factor
in almost any case will prevent directions from Flight Progress Unit, the
District Manager is solely and completely responsible for any such decision,
bearing in mind the far-reaching effect of this measure on the reliability and
economy of operations. At any time the PIC of the flight remains
responsible for the operational feasibility of the return flight.
Diversions
Since time will almost in any case permit prior consultation, the decision to
intentionally divert a flight for commercial reasons, e.g. overflying stations
where no load is committed or an intermediate landing for reasons of
payload or to pick-up (stranded) passengers, will always be subject to the
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central directions of Flight Progress Unit, if the procedure is not separately
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covered.
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the nearest alternate. This involves the least cost to the company with a
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From both the majority of its customer’s and the company’s own point of
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view it is not desirable to lay down further strict procedures by which the
diversion, caused by operational factors, to the nearest alternate is made
an imperative action.
That is to say that, under certain circumstances, if continuation of the flight
to another alternate or to the next scheduled stop is operationally feasible,
this action may be preferable with a view to securing connections or to meet
other commercial requirements. If time and circumstances permit, Flight
Progress Unit’s directions will be included in the decision.
END OF 10.7
In case of delayed boarding, information should be sought from the ground staff as
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approach etc.
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02. COORDINATION
The PIC should ensure that there is no miscommunication with respect to
arrangements concerning passenger relations. Announcements should be
coordinated with the Flight Attendant in order to avoid duplication of information.
Similarly, the Flight Attendant should closely coordinate with the PIC to ensure that
no miscommunication arise.
Care must be taken not to disturb passengers with routine announcements during
the night or while showing the movie.
Whenever delays or irregularities occur, the Flight Crewmember might be busy with
handling a situation operationally/technically. Therefore, if a delay or irregularity
becomes obvious (e.g. if the aircraft is returning to the tarmac or has rejected its
takeoff and is back at taxi speed or prepares for landing shortly after takeoff), the
Flight Attendant shall contact the Flight Crewmember on his/her own initiative. He
will seek information on the details of the irregularity to be able to advise the
passenger duty, if so required by the PIC.
During flight, to high light or point out interest places that are being flown.
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give an update local weather conditions and high light any interest places that
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When the “Fasten Seat Belt” sign needs to be switched on inflight to warn the
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In the event of Go-Around, passengers are usually concerned about it. They
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“Promotional” type announcements from the pilot are not desired. “This is
Captain…. (xyz), welcome aboard Garuda Indonesia Flight…. (nnn)” followed
by flight information, pre-arrival information, and
“Thank you for being aboard with Garuda Indonesia” is sufficient.
Passenger’s announcements should be made in a positive manner as far as
possible.
Expressions, which could scare the passengers, such as “Bad weather”, “Heavy
turbulence”, etc., should be avoided when informing about weather conditions.
A delay shall not be mentioned repeatedly. After one announcement and one
apology, further information should refer to “Remaining flight time” or “ETA” only.
The Flight will automatically include an apology in the “Welcome Announcement”
if a flight is delayed substantially.
Cockpit announcements shall normally be made in the two or three languages used
by the majority of passengers and include, at least alternately in Bahasa Indonesia
and English. It is recommended to delegate announcements in languages in which
one is not sufficiently fluent. In such cases coordination may be necessary with the
Flight Attendant and inflight Interpreter if present.
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onboard, or after boarding completed, the PIC shall make a “Welcome Aboard”
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announcement and inform the passengers about flight plan, weather en route and
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takeoff.
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In case of prolonged delay, the PIC should inform the passengers through the
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business to any person outside the Company, especially the Press and
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Passengers, other than the ordinary information made for public from time to time
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by the Company.
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END OF 10.8
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10.9.2 MANAGEMENT
The Station Manager of Garuda Indonesia is designated as overall manager of the De-
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icing/Anti-icing program.
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A. OPERATIONS
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program. They will coordinate through qualified contractor and with the Air
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holding areas.
At each airport where Garuda Indonesia does not maintain a Station
Manager, the De-icing Coordinator or PIC will assume these duties.
In all cases possible, prior to entry at those facilities, information instructive
of the Garuda Indonesia De-icing/Anti-icing Program will be forwarded to
the Handling Agencies. At that time, a request will be made for information
concerning available equipment, fluids, capabilities, and application
procedures, to be compared with the Garuda Indonesia accepted program.
(3) Dispatch
The Dispatcher will coordinate with the Station Manager or De-icing
Coordinator and the PIC to determine if meteorological conditions are
conductive to ground icing.
B. MAINTENANCE
The maintenance quality assurance is responsible for ensuring sufficient trained
and qualified contractor personnel at each facility for compliance with all phases of
the CASR Approved, Garuda Indonesia De-icing/Anti-icing Program.
C. DEICING COORDINATOR
A Maintenance Technical Representative or the Pilot in Command shall be
designated as the Garuda Indonesia De-icing Coordinator who will supervise and
monitor the entire de-icing/anti-icing procedure.
considered.
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Any time the temperature falls below 60 C and the Dew Points is within 30 C of the
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OAT, it can be reasonably expected that frost, snow or ice will form on the surfaces,
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The de-icing coordinator shall be responsible for informing the PIC and that the de-
/anti-icing procedures are completed and a Pre-Flight Ice Inspections has been
performed assuring no frost, snow or ice is on the aircraft. This report shall note the
following:
The time the last procedures, de-icing or anti-icing was started.
The kind and type of fluid used.
The concentration used.
The pre-flight ice inspection shows the aircraft is free of frost, snow and ice.
The PIC is responsible for assuring this information is recorded on the De-icing/Anti-
icing Record sheet.
The flight dispatcher will not release the aircraft if he/she determines de-ice/anti-ice is
warranted but not accomplished.
The PIC is responsible for making the final decision to takeoff.
The PIC shall not commence takeoff unless the external surfaces are clear of any
deposit which might adversely affect the performance and/or controllability of the
aeroplane except as permitted in the Airplane Flight Manual.
Warning:
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A Maximum thrust take off is required following any de-icing/anti-icing.
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thoroughly review the weather conditions at the departure airports as well as for
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the remainder of the flight. Special attention shall be given to the time of the latest
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reported temperature depending upon the time since the last weather observation.
Additionally, current temperature versus reported temperature can be different
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depending upon aircraft location relative to the location of the weather observation
and any weather occurrence since the observation such as rain (causing cooler
temperature) or cold front passage.
occurs with the temperature/dew point more than 6C (10F) apart with both
below –8C (18F).
Super cooled ground fog and ice clouds. Clouds of super cooled water
droplets that form a deposit of ice on objects in cold weather conditions.
Conditions of high relative humidity that may produce frost formations on
aircraft surfaces having a temperature at or below the freezing point. Frost
accumulations are common during overnight parking and after landing
where aircraft surface/fuel temperatures remain below freezing following
descent from altitude. Flight operations with up to 1/8 inch of frost on the
underside of the wing due to cold soaked fuel are permitted on aircraft
operated by Garuda Indonesia.
When frozen precipitations covers existing clear ice, the potential exists for
de-icing crews to overlook the clear ice that remains after the aircraft has
been deiced. Once the frozen precipitation has been removed, the residual
deicing fluid may camouflage the clear ice by leaving a shiny surface that
gives the appearance of deicing fluid on a clean metal surface. The wing
root area presents a particular problem because it is difficult to view from
the ground or inside the aircraft. Ice breaking loose from this area poses
the particular risk of impacting empennage surfaces.
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The normal application of Type II Fluid may not remove clear ice and may
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camouflage the clear ice during inspections. The clear ice is difficult to see
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Active frost: Active frost is a condition when frost is forming. Active frost
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B. FLIGHT PLANNING
Ice accumulation can also occur from ground operations or conditions. Some
of these ground operations/conditions are:
Operations on ramps, taxiways, and runways containing moisture, slush or
snow.
Re-circulated snow blown airborne by surface winds, other aircraft, or
ground support equipment.
B. AERODYNAMICS
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The first effects that always come to mind when discussing ice and aircraft
performance is the significant loss of lift and an increase in stalling speed. With
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ice, snow, or frost adhering to the leading edge of the wing, the airflow over the
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the wing.
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inboard/forward, the lifting force move forward and the result is nose up pith
during takeoff. A heavy nose situation can occur if the contamination is
concentrated on the inboard/forward areas of the wings.
Effect of Airfoil Contamination
Decreased lift
Higher stall speed
Lower stall AOA
Increased drag/weight
Displacement of center of lift.
C. AIRPLANE SYSTEM
Power available may be reduced due to contamination of the engine inlets.
Control surfaces can freeze in place or be restricted in movement if
contamination is not properly cleaned from critical areas. Damage to control
surfaces may also occur if they are moved while ice is adhering to critical areas.
Landing gear mechanism may be damaged if not properly cleared of ice
formations. Snow/slush accumulated on landing gear mechanism and
deflectors may separate on takeoff and cause airplane damage.
Flight, engine, and other instruments, as well as automated systems, may
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Residual moisture on door and cargo hatch seals may freeze causing leaks or
seal damage.
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These procedures specify the recommended methods for de-icing and anti-icing of
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When aeroplane surfaces are contaminated, they shall be de-iced prior to dispatch.
When there is a risk of contamination of the aeroplane surfaces at the time of
dispatch, these surfaces shall be anti-iced. If both de-icing and anti-icing are
required, the procedure may be performed in one or two steps. The selection of a
one- or two-step process depends upon weather conditions, available equipment,
available fluids and the holdover time to be achieved. If a one-step procedure is
used, then both De-icing and Anti-icing apply.
De-icing
Ice, snow, slush or frost may be removed from aeroplane surfaces by heated fluids,
mechanical methods, alternate technologies or combinations thereof. The
following procedures shall be used for their removal by fluids.
Requirements
Ice, snow, slush and frost shall be removed from aeroplane surfaces prior to
dispatch or prior to anti-icing.
Anti-icing
Ice, snow, slush or frost will, for a period of time, be prevented from accumulating
on aeroplane surfaces by the application of anti-icing fluids. The following
procedures shall be adopted when using anti-icing fluids.
Required usage: Anti-icing fluid shall be applied to the aeroplane surfaces when
freezing rain, snow or other freezing precipitation may adhere to the aeroplane at
the time of aeroplane dispatch.
Limits and Precautions
Fluid related limits
Temperature limits
When performing two-step de-icing/anti-icing, the freezing point of the fluid used
for the first step shall not be more than 3° C (5 °F) above ambient temperature.
(See also Tables 1 and 2.)
Type I fluids
The freezing point of the Type I fluid mixture used for either one-step de-icing/anti-
icing or as a second step in the two-step operation shall be at least 10 °C (18 °F)
below the outside air temperature. In no case shall this temperature be lower than
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the lowest operational use temperature (LOUT).
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CAUTION: Type I fluids supplied as concentrates for dilution with water prior to use
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documentation.
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Type II, III, and IV fluids used as de-icing/anti-icing agents may have a lower
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temperature application limit of -25 °C (-13 °F). The application limit may be lower,
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provided a 7 °C (13 °F) buffer is maintained between the freezing point of the neat
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In no case shall this temperature be lower than the lowest operational use
temperature (LOUT).
Note: These fluids may not be used below -25°C (-13°F) in active frost conditions
(see Table 3).
Application limits
Under no circumstances shall an aeroplane that has been anti-iced receive a
further coating of anti-icing fluid directly on top of the contaminated film.
If an additional treatment is required before flight, a complete de-icing/anti-icing
shall be performed (see Application Tables 1 and 2). Ensure that any residues from
previous treatment are flushed off. Anti-icing only is not permitted.
Procedure precautions
One-step de-icing/anti-icing is performed with a heated anti-icing fluid (see *anti-
icing fluid).The fluid used to deice the aeroplane remains on the aeroplane surfaces
to provide limited anti-ice capability.
The correct fluid concentration shall be chosen with regard to desired holdover time
and is dictated by outside air temperature and weather conditions (see Application
Tables 1 and 2).
Two-step de-icing/anti-icing (When the first step is performed with de-icing fluid):
The correct fluid(s) shall be chosen with regard to ambient temperature. After
de-icing, a separate overspray of anti-icing fluid shall be applied to protect the
relevant surfaces thus providing maximum possible anti-ice capability. The
second step is performed with anti-icing fluid.
The correct fluid concentration shall be chosen with regard to desired holdover
time and is dictated by outside air temperature and weather conditions (see
Application Tables 1 and 2).
The second step shall be performed before first step fluid freezes (typically within
3 min), if necessary area by area.
When applying the second step fluid, use a spraying technique, which completely
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covers the first step fluid (for example using the method described in section anti-
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icing fluid application strategy) and provides a sufficient amount of second step
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fluid. For guidance on amount of fluid refer to the AEA document "Training
Recommendations and Background Information for De-icing/Anti-icing Aeroplanes
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on the Ground".
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Where re-freezing occurs following the initial treatment, both first and second step
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must be repeated.
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A. DEFINITIONS
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Anti-icing
Precautionary procedure which provides protection against the formation of
frost or ice and accumulation of snow or slush on treated surfaces of the
aeroplane for a limited period of time (holdover time).
*anti-icing fluid:
a) Mixture of water and Type I fluid;
b) Premix Type I fluid;
c) Type II fluid, Type III fluid, or Type IV fluid;
d) Mixture of water and Type II fluid, Type III fluid, or Type IV fluid.
NOTE: Fluids mentioned in a) and b) must be heated to ensure a temperature
of 60 °C (140 °F) minimum at the nozzle.
De-icing
Procedure by which frost, ice, slush or snow is removed from an aeroplane in
order to provide clean surfaces.
**de-icing fluid:
a) heated water;
b) mixture of water and Type I fluid;
c) Premix Type I fluid;
d) Type II, Type III, or Type IV fluid;
e) Mixture of water and Type II, Type III, or Type IV fluid.
NOTE: De-icing fluid is normally applied heated in order to ensure maximum
efficiency.
De-icing/anti-icing:
Combination of the procedures 'de-icing' and 'anti-icing'. It may be performed
in one or two steps.
B. HOLDOVER TIME
Holdover time is estimated time for which an anti-icing fluid will prevent the
formation of frost or ice and the accumulation of snow on the protected surfaces
of an aeroplane, under weather conditions as specified in this section.
Holdover time is obtained by anti-icing fluids remaining on the aeroplane
surfaces.
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With a one-step de-icing/anti-icing the holdover time begins at the start of the
20 os or l C
treatment; and
With a two-step de-icing/anti-icing at the start of the second step (anti-icing).
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Holdover time will have effectively run out when frozen deposits start to
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Due to their properties, Type I fluids form a thin liquid wetting film, which
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Type II, III, and IV fluids contain a pseudo plastic thickening agent, which
enables the fluid to form a thicker liquid wetting film on external aeroplane
surfaces. This film provides a longer holdover time especially in conditions of
freezing precipitation.
With this type of fluid additional holdover time will be provided by increasing
the concentration of the fluid in the fluid/water mixture, with maximum holdover
time available from undiluted fluid.
The Tables 3, 4, 5, 6, and 7 give an indication as to the time frame of protection
that could reasonably be expected under conditions of precipitation. However,
due to the many variables that can influence holdover time, these times should
not be considered as minimums or maximums as the actual time of protection
may be extended or reduced, depending upon the particular conditions existing
at the time.
The lower limit of the published time span is used to indicate the estimated time
of protection during moderate precipitation and the upper limit indicates the
estimated time of protection during light precipitation.
The responsibility for the application of these data remains with the user.
and these “brand name” holdover times will be found to differ from the
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these ranges can be further estimated based upon the severity of the
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snowfall visibility would be greater than 1 mile. When using this rule of
thumb, ensure that the reduction in visibility is caused by snowfall only and
not assisted by fog.
D. HEALTH/ENVIRONMENTAL CONSIDERATIONS
Brief, single exposure to de-icing fluids that might be encountered during pre-
flight is not likely to cause irritation to either eyes or skin. Inhalation of the mists
or high concentration of the heated vapors may cause respiratory irritation. If
de-icing is in progress upon arrival of the airplane, avoid any such spray or
mist.
Extreme caution shall be used during the pre-flight to avoid slipping on any
fluids that may have accumulated on the ramp area surrounding the airplane.
O n e- St ep T wo - S t ep Proc e d ure
Pr oc e d ur e
O AT S ec o n d s te p:
De- Ic in g/ A n ti - Firs t s te p : De -
Ic i n g ic in g A nt i- ic in g ( 1 )
He at e d wa t er or
3 ºC ( 27 ºF) a n d a h ea te d
ab o v e f lu i d/ wa te r
He at e d
He at e d m ix tur e
f lu i d/ wa te r
f lu i d/ wa te r
m ix tur e wi t h a
m ix tur e wi t h a He at e d
f ree zi n g p o i nt of
f r ee zi n g p o i nt of f lu i d/ wa te r
at le as t 10 º C
be l o w - 3 ºC ( 27 at le as t 10 º ( 18 m ix tur e wi t h a
(18 ºF) b e lo w
ºF) d o wn t o ºF) b e lo w O AT f ree zi n g p o i nt
O AT
LO UT no t m or e th a n 3
ºC ( 5º F) a bo v e
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O AT
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20 os or l C
( 1) T o b e a pp l i ed bef o r e f i rs t s te p f lu i d f r ee ze s , t yp i c a ll y wi t h i n 3
m inut es .
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at the nozzle. Upper temperature limit shall not exceed fluid and aircraft
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manufacturer's recommendations.
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NOTE 2: This table is applicable for the use of Type I Holdover Time Guidelines. If
holdover times are not required, a temperature of 60 °C (140 °F) at the nozzle
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is desirable.
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NOTE 3: To use Type I Holdover Time Guidelines, at least 1 liter/m2 (~2 Gals/100ft2)
must be applied to the deiced surfaces.
CAUTION:
Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger
mixture (more glycol) may need to be used to ensure a sufficient freezing point buffer.
Table 2 - Guidelines for the application of Type II, Type III, and Type IV
fluid/water mixtures (minimum concentrations) as a function of OAT
Concentration of neat fluid/water mixture in vol%/vol%
One-Step Procedure Two-Step Procedure
OAT (1)
Second step: Anti-
De-icing/ Anti-icing First step: De-icing
icing (2)
Heated water or a
50/50 Heated (3) 50/50 Type II, III, or
-3 ºC (27 ºF) and heated Type I, II, III,
Type II, III, or IV IV fluid/water
above or IV fluid/water
fluid/water mixture mixture
mixture
Heated Type I, II, III,
75/25 Heated (3) or IV fluid/water
75/25 Type II, III (4),
below -3 ºC (27 ºF) to Type II, III (4), mixture with a
or IV fluid/water
-14 ºC (7 ºF) or IV fluid/water freezing point not
mixture
mixture more than 3 ºC (5 ºF)
above OAT
Heated Type I, II, III,
or IV fluid/water
below -14 ºC (7 ºF) to 100/0 Heated (3) mixture with a 100/0 Type II, III (4),
-25 ºC (- 13 ºF) Type II, III (4), or IV freezing point not or IV
more than 3 ºC (5 ºF)
above OAT
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below -25 ºC (-13 ºF) Type II/Type III/Type IV fluid may be used below -25 ºC (-13 ºF) provided
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that the freezing point of the fluid is at least 7 ºC (13 ºF) below OAT and
that aerodynamic acceptance criteria are met (LOUT).
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NOTE: Type II/Type III/Type IV fluid may not be used below -25°C (-
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(1)
Fluids must only be used at temperatures above their LOUT.
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(2)
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(3)
Clean aeroplanes may be anti-iced with unheated fluid.
(4)
Type III fluid may be used below -10 ºC (14ºF) provided that the freezing point of the fluid is at
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least 7 ºC (13 ºF) below OAT and that aerodynamic acceptance criteria are met (LOUT).
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NOTE: For heated fluid and fluid mixtures, a temperature not less than 60 ºC (140 ºF) at the nozzle
is desirable. When the first step is performed using a fluid/water mixture with a freezing point above
OAT, the temperature at the nozzle shall be at least 60 °C (140 ºF) and at least 1 liter/m2 (~2
Gals/100 ft2) must be applied to the surfaces to be de-iced. Upper temperature limit shall not
exceed fluid and aircraft manufacturer's recommendations.
CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified, it shall
be verified if a stronger mixture (more glycol) may need to be used to ensure a sufficient freezing
point buffer. As fluid freezing may occur, 50/50 Type II, III, or IV fluid shall not be used for the anti-
icing step of a cold soaked wing as indicated by frost or ice on the lower surface of the wing in the
area of the fuel tank.
CAUTION: An insufficient amount of anti-icing fluid, especially in the second step of a two-step
procedure, may cause a substantial loss of holdover time. This is particularly true when using a
Type I fluid mixture for the first step (de-icing).
CAUTION: Some fluids shall only be used undiluted. For some fluids the lowest operational use
temperature (LOUT) may differ. For details refer to fluid manufacturer's documentation.
Table 3 – Guidelines for holdover times anticipated for Type I, II, III and IV fluid mixtures in Active Frost
Conditions as a function of OAT
(Valid for metallic and composite surface)
Approximate Holdover Type II, III, and IV Approximate Holdover Times
Time Fluid (hours:minutes)
OAT
(hours:minutes) Active Forst
Active Frost Concentration Neat
Type I (1) (2) C F Fluid/Water Vol %/Vol% Type II (3) Type III (3) Type IV (3)
100/0 8:00 2:00 12:00
-1 and above 30 and above 75/25 5:00 1:00 5:00
50/50 3:00 0:30 3:00
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100/0 8:00 2:00 12:00
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Below 30 to
Below -1 to -3 75/25 5:00 1:00 5:00
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27
50/50 1:30 0:30 3:00
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0:35 Below -3 to - Below 27 to 100/0 8:00 2:00 10:00
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10 14 75/25 5:00 1:00 5:00
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75/25 1:00 1:00 1:00
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Below -14 to -
Below 7 to -6 100/0 6:00 2:00 6:00
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21
Below -21 to - Below -6 to - Y 100/0 2:00 2:00 4:00
25 13
(1)
Type I fluid/water mixture is selected so that the freezing point of the mixture is at least 10C (18F) below the outside air temperature
(2)
May be used below -25C (-13F) provided the lowest operational use temperature (LOUT) of the fluid is respected
(3)
These fluids may not be used below -25C (-13F) in active frost conditions
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide – protection during flight.
Table 4 – Guidelines for holdover times anticipated for Type I fluid mixtures as a function of weather conditions
and OAT
(Valid for metallic and composite surfaces)
OAT (1) Approximate Holdover Times under various weather conditions (hours:minutes)
Rain and
Snow/Snow Freezing Light Freezing Other (4) (5)
C F Freezing Fog
Grains/Snow Pellets (2) Drizzle (3) Rain
Cold Soaked
Wing
27 and
-3 and 00:09 – 0:16 0:03 – 0:06 0:08 – 0:13 0:02 – 0:05 0:01 – 0:05 (6)
above above
Below 27
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Below -3 to 0:06 – 0:08 0:02 – 0:05 0:05 – 0:09 0:02 – 0:05
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-6 to 21 CAUTION:
Below 21 No Holdover Time
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Below -6 to 0:04 – 0:08 0:02 – 0:05 0:04 – 0:07 0:02 – 0:05 Guidelines exist
-10 to 14
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Below -10 Below 14 0:04 – 0:07 0:02 – 0:04
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(1)
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Ensure that the lowest operational use temperature (LOUT) is respected
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(2)
In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times
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(3)
If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times
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(4)
Other conditions are: Heavy snow, ice pellets, hail, moderate freezing rain and heavy freezing rain
(5) Y
For holdover times under active frost conditions see the separate frost table (Table 3)
(6)
No holdover time guidelines exist for this condition for 0C (32F) and below
Type I Fluid/water Mixture is selected so that the freezing point of the mixture is at least 10C (18F) below actual OAT
Caution: 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 also be reduced when the aeroplane skin temperature is lower than OAT.
Therefore, the indicated times should be used only in conjunction with a pre takeoff check.
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide – protection during flight.
Table 5 – Guidelines for holdover times anticipated for Type II fluid mixtures as a function of weather conditions and OAT
(Valid for metallic and composite surfaces)
OAT (1) Type II Fluid Approximate Holdover Times under various weather conditions (hours:minutes)
Concentration Snow/Snow
Freezing Light Freezing Rain and Cold Other (4)
C F Neat-Fluid/Water Freezing Fog Grains/Snow (3) (5)
Drizzle Rain Soaked Wing
(Vol%/Vol %) Pellets (2)
100/0 0:35 – 1:30 0:20 – 0:45 0:30 – 0:55 0:15 – 0:30 0:08 – 0:40 (5)
-3 and 27 and
75/25 0:25 – 1:00 0:15 – 0:30 0:20 – 0:45 0:10 -0:25 0:05 – 0:25 (6)
above above
50/50 0:15 – 0:30 0:05 – 0:15 0;08 – 0:15 0:05 – 0:09
Below -3 Below 27 100/0 0:20 – 1:05 0:15 – 0:30 0:20 – 0:45 (7) 0:10 – 0:20 (7)
to -14 to 7 75/25 0:25 – 0:50 0:10 – 0:20 0:15 – 0:30 (7) 0:08 – 0:15 (7)
Below -14 Below 7 100/0 CAUTION:
to -25 or to -13 or 0:15 – 0:35 0:15 – 0:30 No Holdover Time
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LOUT LOUT Guidelines exist
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(1)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type II fluid cannot
20 os or l C
be used.
(2)
In flight ‘Rain and Snow’ conditions use “Light Freezing Rain” holdover times
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(3)
If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times
en
(4)
Other conditions are: Heavy snow, ice pellets, moderate, and heavy freezing rain hail
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(5)
For holdover times under Active Frost conditions see the separate frost table (Table 3)
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F
(6)
No holdover time guidelines exist for this condition for 0C (32F) and below
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(7)
No holdover time guidelines exist for this condition below -10C (14F)
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CAUTION: 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 also be reduced when the aeroplane skin temperature is lower than OAT.
Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide- protection during flight.
Table 6. Guidelines for holdover times anticipated for Type III fluid mixtures as a function of weather conditions
and OAT
(Valid for metallic and composite surface)
OAT (1) Type III Fluid Approximate Holdover Times under various weather conditions (hours:minutes)
Concentration Neat-
Fluid/Water Rain and
Snow/Snow Light Other (4)
Freezing Freezing Cold
C F (Vol%/Vol %) Grains/Snow Freezing (5)
Fog Drizzle (3) Soaked
Pellets (2) Rain
Wing
100/0 0:06 – 0:20
0:20 – 0:40 0:10 – 0:20 0:10 – 0:20 0:08 – 0:10 (6)
27 and
-3 and 75/25 0:02 – 0:10
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above 0:15 – 0:30 0:08 – 0:15 0:08 – 0:15 0:06 – 0:10
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above (6)
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Below 27 100/0 0:20 – 0:40 0:09 – 0:15 0:10 – 0:20 0:08 – 0:10
Below -3
75/25 0:15 – 0:30 0:07 – 0:10 0:09 – 0:12 0:05 – 0:09
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to -10 to 14
100/0 CAUTION:
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Below - 0:20 – 0:40 0:08 – 0:15 No Holdover Time
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Below 14
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10
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(1)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type III fluid cannot
be used.
C
(2) Y
In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times
(3)
If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times
(4)
Other conditions are: Heavy snow, ice pellets, moderate and heavy freezing rain, hail
(5)
For holdover times under active frost conditions see the separate frost table (Table 3)
(6)
No holdover time guidelines exist for this condition for 0C (32F) and below
CAUTION: 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 also be reduced when the aeroplane skin temperature is lower than OAT.
Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
Table 7. Guidelines for holdover times anticipated for Type IV fluid mixtures as a function of weather conditions
and OAT
(Valid for metallic and composite surfaces)
OAT (1) Type IV Fluid Approximate Holdover Times under various weather conditions (hours:minutes)
Concentration
Neat- Snow/Snow Other (4)
Freezing Light Freezing Rain and Cold
C F Fluid/Water Freezing Fog Grains/Snow
Drizzle (3) Rain Soaked Wing
(5)
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to 7 75/25 0:25 – 0:50 0:20 – 0:35 0:15 – 1:00 (7) 0:10 – 0:25 (7)
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to -14
Below 7 100/0 CAUTION:
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Below -
to -13 or 0:15 – 0:40 0:15 – 0:30 No Holdover Time
14 to -25
Guidelines exist
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or LOUT LOUT
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(1)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type IV fluid cannot
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be used.
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(2)
In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times
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(3)
If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times
(4)
Other conditions are: Heavy snow, ice pellets, moderate and heavy freezing rain, hail
C
(5)
(6)
Y
For holdover times under active frost conditions see the separate frost table (Table 3)
No holdover time guidelines exist for this condition for 0C (32F) and below
(7)
No holdover time guidelines exist for this condition below -10C (14F)
CAUTION: 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 also be reduced when the aeroplane skin temperature is lower than OAT.
Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide – protection during flight.
with wipers.
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following times:
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B. COMMUNICATION
Communication between cockpit crewmember and deicing personnel during all
phases of deicing/anti-icing is required to ensure the cockpit crewmember is
aware of the airworthiness of the airplane.
100%)”
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Or; after all equipment is cleared from aeroplane and all checks are
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completed:
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…………........
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I am disconnecting.
Standby for clear signal at right/left and/or contact
ground/tower for taxi clearance.”
PIC: ”De-icing/anti-icing completed, Anti-icing code is
…………........”
Anti-icing Codes
The following information shall be recorded and be communicated to the
PIC by referring to the last step of the procedure and in the sequence
provided below:
a. the fluid Type; i.e. Type I, II, III, IV
b. the concentration of fluid within the fluid/water mixture, expressed as a
percentage by volume;
NOTE 1: No requirement for Type I fluid.
c. the local time (hours:minutes), either
for a one-step de-icing/anti-icing: at the start of the treatment; or
EXAMPLE
A de-icing/anti-icing procedure whose last step is the use of a mixture of
75% of a Type II fluid and 25% water, commencing at 13:35 local time on
20 February 2011, is reported and recorded as follows:
TYPE II/75 13:35 (20 Feb 2011) (Complete name of anti-icing fluid)
"Post de-icing/anti-icing check completed".
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It is accomplished with heated Type I fluid. The fluid is used to deice the
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takeoff.
b) Two step de-icing/anti-icing
Two distinct steps; The first step (deicing) is used to remove all frozen
contaminants from all surfaces and components (landing gear, etc.) and
is followed by the second step (anti-icing) with a separate fluid
application.
Anti-icing fluid is applied before the first step deicing fluids freezes (in
case of severe freezing precipitation, this can be within 3 minutes) and
become ineffective. This process provides the maximum possible anti-
icing capability. This two-step procedure is accomplished with:
Heated Type I and then another application of heated Type I, or
Heated Type I and then an application of Cold Type II.
If for any reason the deicing process is interrupted, the process must
be restarted from the beginning.
on the surface without melting, the fluid is not providing the proper
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F
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AREA CHECK
Protective covers. Removed
Wings, tail and control surfaces. Free of frost, snow
and ice
Balance panel cavities, flap well cavities, hinges, Free of slush, snow
tracks, and actuators. and ice
Fuel tank vents and dumps nozzles. Clear
Pitot heads, static ports, and sensor pickup points for Clear of ice
engine control and flight instruments.
Area in front of engines Clear of ice
Engines/APU inlets Clear of ice, engine
fans turns freely.
Air conditioning inlets and exhausts Clear of snow or
ice.
Landing gear and landing gear doors Unobstructed and
clear of ice, slush,
frost and snow
Radome, nose forward of the windshields, and the Free of snow and
windshields y ice.
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Provide hydraulic power using “EDP” and operate all system flight
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controls (including flaps and slats) slowly through full travel. Ground
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Operate aileron control wheel and check for free movement of inboard
on
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stabilizer operations.
Operate elevator and rudder full travel and observe operations.
If any control is binding, spray control surface and tabs hinge position
with deicing fluid.
Retract wing flaps and slats.
Assess the runway surface condition and adjust for the appropriate
performance decrements;
Check the airplane for contamination as described in “INSPECTION
CHECKS”.
during frost, freezing fog or snow, and, when doubt exists after
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airplane surfaces which are visible from the best vantage points in the
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described in off-gate-procedures.
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takeoff should be made with all packs off in order to prevent any
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residual deicing fluid in the engine from entering the cabin in the form
on
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of smoke.
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engine performance.
10.9.3.6 SUMMARY
Be aware of the weather conditions that can produce winter hazards. Know how
contamination affects the airplane. Be familiar with the fluids and their limitations
that are applied to the airplane to remove and prevent contamination. Operate
within the established procedure to counter these adverse winter weather
Yes
Deicing/anti-icing
Holdover Time Begins
Procedures
Holdover
Satisfactory
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Pre-Takeoff
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No Yes Takeoff
Contamination Check Within
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5 Minutes
Y
Satisfactory
END OF 10.9
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CHAPTER 11
11.1 GENERAL COCKPIT PROCEDURES....................................................................... 1
11.1.1 CREW RESOURCE MANAGEMENT ......................................................... 1
11.1.2 CREW POSITION ....................................................................................... 2
11.1.3 DEPARTURE AND APPROACH BRIEFING ............................................... 3
11.1.4 USE OF COCKPIT CHECKLIST ................................................................. 4
11.1.5 PILOT FLYING - PILOT MONITORING TASKS .......................................... 4
11.1.6 MINIMUM HEIGHT FOR TURNING ............................................................ 5
11.1.7 AUTO AND MANUAL FLIGHT .................................................................... 6
11.1.8 CREWMEMBER COORDINATION DURING NON-NORMAL ..................... 6
11.1.9 LOOK OUT ................................................................................................. 7
11.1.10 CLEARING OF COCKPIT ........................................................................... 7
11.1.11 STERILE COCKPIT .................................................................................... 7
11.1.12 ADMISSION TO FLIGHT DECK.................................................................. 9
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(FDR) CB .................................................................................................. 12
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02 Jan 2019
■ Page 1
OM – A 11. FLIGHT PROCEDURES
TABLE OF CONTENT
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and at any time should he believe the aircraft is being handled improperly or placed in
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jeopardy.
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When the situation becomes critical and Captain did not response appropriately the
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First Officer shall take over control. To intervene under such critical situation can be
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very difficult for junior crewmembers, particularly if they are still in their new-hire,
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probation period unless they use a proper strategy at proper progression level.
C
When the Captain decides to take over the Co-pilot on controls by saying “My control”
Y
be breached (i.e. Unstabilized approach below 500 feet), the most effective
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Shoulder harness shall be fastened during taxi, take off, landing and turbulent
conditions.
The use of seat belt and shoulder harness by cockpit observer shall follow the
active flight crewmember.
Seat occupation.
Each flight crewmember shall occupy his qualified seat specification when doing
his flight duties.
During all phases of flight, each crewmember shall be at his cockpit station, except
when:
His absence is due to the performance of duties in connection with the
operation of the flight.
His absence is for reason of personal care. In this case one crewmember may
leave his cockpit station during cruise flight for a period as short as is possible.
The crewmember is taking a rest period, and relief is provided by an
appropriately rate pilot for that portion of the flight.
Flight crewmember replacing the relieve pilot shall resume his seat at the controls in
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sufficient time to allow full orientation and preparation for the approach and landing.
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Under the responsibility of PIC, the Pilot Flying shall conduct departure and approach
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Fuel status;
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Airport/taxi diagrams;
Weather reports, forecast for Departure, En-route, Destination and Alternate
Airport as appropriate;
Aircraft technical status;
NOTAM review;
Low Visibility procedure (as applicable);
Departure / Approach charts;
Minimum Safe Altitude and Terrain;
Use of automation;
Takeoff / Landing (Flaps, auto brakes and stopping distances);
Miss approach / Go around and alternates;
Special conditions and operations (e.g. Crew familiarization with the route or airport
flown, hazardous materials, environmental, non-standard noise abatement, etc.);
Normal and non-normal departure and approach considerations; and when the
observer seat is occupied;
Review Lost Communication procedure;
Jump-seat / observer briefing prior to departure (as applicable);
And other relevant information;
poor;
Predicted wind shear will be encountered;
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Pilot Flying
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One of the pilots shall have full access to the flight control and maintain constant
vigilance during flight.
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Pilot Monitoring
The pilot duties, who is performing tasks during flight time in support of the pilot flying.
Command and selections given by Pilot Flying, shall be acknowledged and carried out
by pilot monitoring.
Such duties of PM are Check list task sharing, ATC communications and administrative
duties (filling landing data card etc.)
a. Crewmember coordination
Assure stressing the requirements of cross-checking the critical flight crewmember
actions, include:
Aircraft configuration changes (Landing gear, wing flaps, speed brakes);
Altimeter bug and airspeed bug settings, as applicable;
Altimeter subscale setting;
Altitude (window) selections and Heading;
Transfer of control of the aircraft, when condition requires;
b. Standard Calls
The flight crewmember shall use standardized verbal callouts (standard callouts)
during each phase of flight.
Standard calls are used to improve cross-checking, coordination and mutual
knowledge by the following (See FCOM – Flight Technique):
Give command, delegation of task;
Acknowledge a command or confirm receipt of an information;
Challenge and response to checklist items;
Call a change of an indications;
Identify a specific event;
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Identifying all parameter exceedence
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20 os or l C
c. Altitude Awareness
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of radio altimeter;
2-
Using verbal flight crew altitude callouts if automated callouts not available and
any other actions to be taken by the flight crew to maintain altitude awareness;
Setting the vertical rate to maximum 1000 feet/minute at 1000 feet before the
cleared level
Further to avoid altitude exceedance / busting, strictly follow the procedures in
relevant FCOM regarding:
ATC to Pilots communications;
Crewmember coordination;
Automation management.
b. Level of Automation
The use of a level of automation appropriate for the task, to include manual flight
when aircraft response is not appropriate or adequate.
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Full full AFS (AFDS, A/T, A/P), or as stated
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in FCOM
20 os or l C
Monitoring verifies.
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verify.
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A clean and tidy cockpit is an important factor in safety. Any superfluous paper or
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The PIC shall also ensure that navigation charts, papers and equipment are stowed
C
communication is very important. This purpose is best served through the use of
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During ground activities, taxi, takeoff until the top of climb and from the start of
Y
During cruise, flight deck speakers may be used. Speaker volume should be kept
at the minimum usable level adequate to avoid interference with normal
crewmember flight deck conversation, but still ensure reception of relevant
communications.
When Company frequency has no SELCAL, flight crewmember should maintain
listening watch on ground, as long as cockpit duties are not hampered.
The flight crewmember shall not allow, and the flight attendants shall not
endeavor to distract pilot’s intentions in performing their duties during that
period of time unless for safety related matter only.
Duties such as company required calls made for such non-safety related
purposes as ordering galley supplies and conforming passenger connections,
announcements made to passengers promoting the air carrier or pointing out
sights of interest, and filling out company payroll and related records are not
required for the safe operation of the aircraft.
The following documents are issued by the company or DGCA that must be carried
by personnel who intend to enter the flight deck, except crewmember on duty or
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performing official duties, presents his valid identification credentials to the PIC of an
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aircraft.
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The FOO familiarization flight and the required engineer on board shall
possess valid ticket for the flight and treated as passenger with seat
allocation in the passenger cabin.
Passenger / Courtesy cockpit visit is only possible when the aircraft is on the
ground, engines are shut down and the PIC has given permission.
Any person who has the permission of the pilot in command and is specially
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authorized by Garuda Indonesia’s management and by the Director.
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DGCA Inspector must be given free and uninterrupted access to the cockpit /
20 os or l C
Inspections
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Ramp Inspections
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c. A Pilot of another company, which is qualified as Pilot on that aircraft type and
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Within a distance of approximately 300 meters it may light photographic flash bulbs
carried by passengers boarding an aircraft, or cause sparking between metallic
objects. The possible consequences of the latter on aircraft fueling need no
explanation.
The beam reflected to the radar unit itself, from a good reflecting surface within a
distance of approximately 500 meters, may seriously damage the equipment.
Therefore the following should be strictly adhered to:
When on the platform, the weather radar may be switched to “STAND BY” only.
During taxiing or the takeoff run the radar system may be switched to “ON” when:
The antenna up-tilt is at least 2 degrees.
A minimum separation of 200 meters from the other aircraft is maintained.
11.1.17 COCKPIT VOICE RECORDER (CVR) AND FLIGHT DATA RECORDER (FDR) CB
a. Cockpit Voice Recorder (CVR)
No flight crewmember is allowed to intentionally switch off CVR, unless required
to preserve CVR data after an accident or serious incident.
It is not permitted to disable or switched off a CVR, unless the PIC believes that
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the recorded data should be preserved for an accident or serious incident
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mentioned below:
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number of the device involved. Including all pertinent data related to aircraft or
20 os or l C
system behavior.
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And switch OFF. It is NOT allowed to use personal cellular phone (incl.
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During taxi, take-off and Portable music, video, computer equipment and
landing. To be switched off accessories, or similar battery powered or motor driven
when requested by crew. equipment.
Smartphone, tablet device
Very low risk equipment
ALLOWED TO USE. Calculator, games, clock, watch.
To be switched OFF when Portable audio equipment (tape, CD, Mini disc)
requested by crew. Medical equipment or similar battery powered
equipment.
time;
Use of aircraft of lighting during taxi, runway crossing, takeoff, and landing;
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Appropriate transponder use at airports with ground surveillance radar;
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Appropriate use of TCAS when on the runway and holding in the takeoff position
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diagrams;
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11.2 COMMUNICATION
Flight crewmember shall at all-time use the proper and standard ATC radio
phraseology, clearance read back, position reporting and the use of call sign. Detailed
instructions can be found in FRG or Jeppesen General Information.
Flight crewmember shall adhere to ATC communications regarding the acceptance of
ATC clearances and, when necessary, the clarification of such clearances to ensure
understanding of as a minimum:
a. At least two flight crewmembers to monitor and confirm clearances to ensure a
mutual (flight crewmembers) understanding of clearances accepted, especially;
1) In areas of high terrain;
2) That includes heading, altitude/flight level, frequency, route/waypoint changes;
3) That includes instructions for holding short of a runway.
b. To clarify clearances with ATC whenever any flight crewmember is in doubt
regarding the clearance or instruction received.
c. To clarify the altitude clearance to ATC when there is call sign confusion prior to
clearance acceptance and read back;
Flight crewmember shall report the cleared flight level on first contact with ATC, unless
specifically requested not to do so by ATC, be familiar with the procedure use when
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flying in to CTAF, UNICOM, etc. and the use of pilot activated lighting on the non-
controlled en-route aerodrome.
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Taxi instructions
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Runway in use
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SSR Code
Level, heading and speed instructions
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Frequency changes
Altimeter setting
Airway and route clearance
Type of radar service
Transition level
Clearance to enter RW, Landing on, Take off on, Backtrack, cross, hold short RW
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Charter flights
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Charter flights will be indicated also by using numeric 0 (zero), 6 or 9 on the 4th
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digit
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shall 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.
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In the absence of such reporting points, position reports shall be made at intervals
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Call sign
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Position
Time (UTC)
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Flight Level
Next Position and Time, and
Position afterward (compulsory reporting point / FIR / point of airway change)
When it is necessary to suspend communication for meteorological reasons (e.g.
thunderstorms), or for radio repair, the aircraft station shall, 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, shall, if possible be
transmitted at or near the time first specified.
When re-establishment of radio contact is possible, the control station shall 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.
a. VHF Communication
JKT : 131.90 Mhz (GA); 131.95 Mhz (Gapura ground handling)
Domestic : 131.95 Mhz (Gapura ground handling)
International : Due to different ground handling agents, see OM-C for
frequencies in used at specific stations
All communication on this channel in principle is initiated by the aircraft. First
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contact should be made when coming within VHF range of the company ground
station. After the aircraft has delivered his message, the staff at ground station
20 os or l C
Call signs of the ground stations will consist of the company abbreviation
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followed by the name of the station. Company ground station may not contact
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b. HF Communication
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a. Available frequency: 21970 KHz; 23300 KHz; 8996 KHz; 13384 KHz;
or 17435 KHz;
b. Preferable: at night, use of lower frequency usually is better reception
and transmissions, and
In the day light, use of higher frequency usually is better reception and
transmissions.
Stockholm Radio:
The Stockholm Radio is providing following services:
a. Phone Patch;
b. Message Relay via SITA, AFTN, Fax or Phone;
c. Meteorological Information: METAR and TAFS for most stations;
d. Medical Advice: In cooperation with major hospitals, or call via Garuda
Operations.
Company airplane can use Stockholm radio whenever direct
communication with Garuda Operations in CGK is impaired or interrupted.
PIC shall monitor the active Stockholm radio frequencies when flying at or
suspected outside company communication coverage.
Office to Airplane
Establish communication to Stockholm:
Phone : +46 8 601 79 10
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Fax : +46 8 601 79 69
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AFTN : ESKRYFYX
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operator.
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Example:
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Airplane : Garuda
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Call-sign : GA 970
Registration : PK-GSG
Sel-cal : BC-RT
Office ph nr : 62 21 550 1543 (Chief pilot B 747)
Using Voice or Data message down-link and up-link for operational purposes
20 os or l C
To prevent or anticipating delay for the next schedule, during flight, should there
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any maintenance message requiring repair either AML or CML related, PIC
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must make report via ACARS primary, if not available maybe via radio. In the
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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, unless a station has
to render assistance.
As soon as the distress condition is ended, the aircraft or the controlling station
shall cancel the distress phase.
Squawk 7600;
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Transmit intension and make normal position reports (prefix calls with
on
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“TRANSMITTING BLIND”)
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Comply with vertical navigation but not below minimum safe altitude.
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The airplane, when forming part of the aerodrome traffic at a controlled aerodrome
shall keep a watch for such instructions as may be issued by visual signals.
b. Receiver Failure
When two-way communication is not possible due to receiver failure at the
aircraft station, reports shall be transmitted preceded by the phrase
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“transmitting blind due to receiver failure”, at the scheduled positions or times,
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and on the frequency in use. After blind transmitting of a report, the complete
message shall be repeated, and the time of next intended transmission shall
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be advised.
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State variations to the ICAO Basic Procedure are specified in the Jeppesen,
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Acknowledged by aircraft
During the hours of daylight During the hours of darkness
By rocking the aircraft’s wings. By flashing on and off twice the aircraft’s
Landing lights, or if not so equipped, by
switching on and off twice its navigation lights.
Note *: This signal should not be expected on the base and final legs of the
approach.
DURING GROUND OPERATION
Instructions from aerodrome control
LIGHT MEANING
steady green cleared for take-off
steady red stop
series of green flashes Cleared to taxi
series of red flashes taxi clear of landing area in use
series of white flashes Returning to starting point on the aerodrome.
Acknowledged by aircraft
During the hours of daylight During the hours of darkness
By moving the aircraft’s aileron landing By flashing on and off twice the aircraft’s
or rudder lights, or if not so equipped, by switching on
and off twice its navigation lights
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a. General
Rescue is largely dependent on the effort and ingenuity in surviving until the
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rescuers have arrived. There are various ways of attracting the attention of the
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search parties. If local circumstances make other signals more effective, do not
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fail to use them. All available signaling devices shall be put to readiness
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Radio
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Try to get a fix land transmit position using the airplane radio equipment if the
radio is still serviceable. However, do not waste the battery on long
transmissions. Use radio survival beacon. For better radar detection erect to
correct reflector if available.
Smoke
Fire and smoke make good signals. Have fires ready to light when search
aircraft are heard or sighted. Put some fires going all the time. Use smoke by
day, bright flame by night. Engine oil, rags soaked in oil, pieces of rubber or
insulation material produce black smoke, green leaves, or a little water produce
white smoke.
Flares
Keep available flares dry and ready for use.
Mirrors
Mirror and bright pieces or metal make good signal that can be seen for many
miles.
Air/ground signals
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established.
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When a ground signal has been displayed and is understood, the aircraft shall
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acknowledge the signal by the means described above or, if that is not possible,
by rocking the wings of the aircraft during daylight or by flashing on and off
twice the landing lights or navigation lights during darkness.
When a ground signal has been displayed and is not understood, the survivors
or ground search party shall be so informed by a direct message except that, if
that course is not practicable, failure to rock the wings will indicate that the
message is not understood.
Sea markers
At sea use the sea marker only at daytime and only when aircraft are being
heard or sighted.
there is no damage or obstacle that may affect aircraft’s safety (see Note
below), and then report to cockpit via interphone according to procedures
below:
Ground engineer : GROUND TO COCKPIT
Pilot : COCKPIT TO GROUND
Ground engineer : ALL DOORS CLOSED AND LOCKED AND FINAL
WALK AROUND CHECK COMPLETED
Pilot : CHECKED
(If Ground Engineer does not report Final Walk
around Checked Completed, Pilot shall verify that
Final Walk around was performed)
Note:
The exterior inspection shall focus on safety-critical areas of the aircraft and, as
a minimum, ensure:
1) Pitot and static ports are not damaged or obstructed;
2) Flight controls are not locked or disabled ( as applicable, depending on
aircraft type);
3) Frost, snow or ice is not present on critical surfaces;
4) Aircraft structure or structural components are not damaged.
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RELEASE BRAKES
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Ground engineer).
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this acknowledgement, the aircraft shall remain stationary until an “all clear
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“signal is given.
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Flash the landing - or taxi lights three or more times. The ground engineer
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flashlight) and approaches the aircraft from the front in order to be visible from
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the cockpit.
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b. Arrival
The ground engineer will position wheel chocks at nose and main gears. He
then contact the cockpit crew, than announce “CHOCK IN PLACE” and
inquiries if any technical problem requires his immediate action.
At some stations, a visual `chock in place` signal are given by marshaller.
Note:
- At Schippol airport, the towing truck driver also needs clearance from
Ground Control via `Platformverkeersdienst NVLS`
- At Sydney and Melbourne airport, the towing truck driver needs clearance
from Ground Air Traffic Control.
END OF 11.2
For these case, the same procedure applies as for push back, only read `pull out`
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Note:
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a. 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.
b. 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.
c. 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 feet 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 900 meters need not be cleared.
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The following table summarizes the conditions under which the values apply:
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Intended Track
Intended Track
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Includes
Includes
Conditions No Change in Heading
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Change in Heading Of
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300 m 900 m
guide
VMC by night 600 m 900 m
IMC without track
600 m 900 m
guidance
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 feet, 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 pressure altitude at the aerodrome;
The ambient temperature at the aerodrome;
Not more than 50% of the reported headwind component or not less than
150% of the reported tailwind component.
a. General
During preflight check/cockpit preparation, FMC data entries related to aircraft
performance such as forecast wind/ temperature shall be entered by flight
crewmember on each way point or as appropriate refer to FCOM in accordance
with data from current flight plan, as well as forecast cruise wind, climb and descent
as applicable, into CDU. It shall be updated during flight if there is significant
change in wind direction and/or speed.
During taxi and during the climb phase of a flight at altitudes below 10 000 feet
above terrain, all flight crewmembers shall concentrate on cockpit procedures,
cockpit monitoring and look out, and refrain from non-essential matters (see Sterile
cockpit on OM-A Chapter 11.1.11)
b. Before Takeoff
The PIC must give a concise briefing to the copilot covering the major actions to
be taken if a malfunction should occur during takeoff. The PIC may delegate this
briefing to the copilot, if the latter execute the takeoff. Delegating this authority will
in no way diminished the PIC’s responsibilities and duties (see OM-A Ch 11.1.2)
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c. During Takeoff
Conversations shall be limited to the required commands and calls as specified in
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the FCOM. In case of malfunctioning which may affect the takeoff, the PIC will
decide upon the action to be taken and given the appropriate command when
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required.
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d. Rejected Takeoff
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essential that the Captain keeps his hand on the thrust levers once takeoff
thrust has been set.
Directional control is achieved by immediately closing the thrust levers and
using maximum rudder and braking. If necessary, the nose wheel tiller/steering
should be used to avoid runway departure.
Low speeds is defined or specified on each associated aircraft type (ref related
FCOM). The airplane should be stopped if an event occurs that would be
considered undesirable for continued takeoff roll or flight.
Examples include Master Caution, unusual vibrations or tire failure.
Precautions:
When closing thrust lever prior to auto throttle-hold feature, the auto throttle
will move again forward. Be ready to turn it off manually.
When rejecting the takeoff prior to “RTO auto brake” activation speed, no
braking will be available. Be ready to take manual braking.
Although reverse thrust sounds not effective at low speed and excluded in
the ASD demonstration, the use of reverse thrust can help minimizing gear
skid on wet/slippery runway compared with manual braking alone.
As the air speed approaches V1 during a balanced field length takeoff, the effort
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stopping beyond the end of the runway. Common causes include initiating the
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procedures/techniques).
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Precaution:
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positive loss of thrust occurs or where aircraft condition clearly renders it un-
flyable.
The decision to reject the takeoff lies with the PIC except when the first officer
is flying and he observes a malfunction which renders the aircraft un-flyable
such as flight control malfunction. The PIC, however, remains responsible to
the best of his ability.
Following a RTO or emergency stop, the PIC shall make appropriate
announcement to warn FA and / or Passengers regarding the need to remain
seated or evacuate as depicted in OM-B2.
Detailed specifications for flight crewmember functions, actions and task
sharing are described in the relevant FCOM.
means is not considered in the calculation of the stopping distance on a dry runway.
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On a marginal wet runway and en engine fails near V1, the associated wet runway
performance corrections might not entirely compensate for the increased stopping
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distance actually required. On the other hand, situations might arise where an
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aircraft already above V1 would be exposed to greater risk during a continued take-
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performance.
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The flying pilot shall establish a safe climb-out, in order of following solutions:
If published in RTOLW/Approach Chart, follow the engine failure climb out
procedure as it provides safe terrain clearance for the most critical case of
an engine failure immediately after V1 at maximum permissible Takeoff
weight. or,
Follow normal SID or part of it as contained in the ATC clearance if terrain
clearance is not in doubt. or,
Follow any route over known obstacle-free areas at PIC discretion.
When engine re-light and continuing the flight is unsafe/operationally not
possible, make a landing at a suitable or even emergency aerodrome.
Notify and Inform ATC about the intention after experiencing an engine failure.
Whenever faulty system or the fire warning system of an engine is found inactive
after departure, continuation to destination is at PIC’s discretion and PIC shall
make an entry to the AML that the aircraft requires rectification prior to further
operation.
However if faulty system or the fire warning system of an engine is found inactive
prior to departure the requirements of MEL would apply.
END OF 11.3
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In the case of flying off track or flying on non ATS route (e.g. Direct to way
point), the flight crew shall ensure the trajectory of the aircraft is comply with
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rules and regulations such as considering minimum safe altitude (GRID MORA,
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prolonged flying.
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Company operational flight plans will be published for the official routes and
approved RNAV routes, as prescribed or approved by the aeronautical authorities.
d. Aircraft Performance
PIC shall ensure that all performance aspects are in compliance for all phases of
flight. Refer to related Performance Manual for detailed explanation of aircraft
performance.
e. Weather Monitoring
Flight crewmember shall monitor weather information whilst en-route, to include
the following:
destination;
destination alternate (if applicable);
En-route alternate /ETOPS (if applicable).
f. Altitude / Flight Level Rules
Flying above FL250 within controlled airspace shall be executed at flight levels
prescribed by the aero-nautical altitude rules, and as shown in the Garuda
Indonesia documentation (See ACL A9 and ROM Chapter 3.6.1).
Flights outside controlled airspace above FL250 shall be executed using the semi-
circular cruising level system.
g. Excessive Rate of Descend at Lower Altitude
General
An aircraft descending and passing through 10,000 feet/FL100 is considered
to be in the lower altitude/height phase of flight, most particularly, when
approaching the Minimum Sector Altitude (MSA) and when the radio altimeter
becomes active at 2,500 feet height above terrain.
This is the phase of flight where situational/terrain awareness and crewmember
coordination plays a major role in the prevention of Controlled Flight into Terrain
(CFIT).
Policy
Large altitude changes during descent sometimes result in excessive rates of
descent that can be a factor in CFIT. The rate of descent at lower
altitudes/heights should be restricted as follows:
When passing through 10,000 feet/FL100 down to an altitude where the
flaps/slats are extended to the maneuvering configuration, the rate of
descent should not exceed 2,500 feet/min.
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With flaps/slats extended to the maneuvering configuration, rate of descent
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On the final approach phase of the flight, the stabilized approach limitation
of 1,000-feet/min. sink rate from OM-A Chapter 11.5.4-06 shall prevail.
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factors, the use of speed brakes may be required and the Pilot Flying (PF) shall
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stations.
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possible damage, the PIC shall land the airplane at the nearest suitable airport, in
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However a suitable alternate airport located within 90 minutes flying time in still air at
normal cruising speed with N-1 should be available.
Although highly improbable, a second in-flight engine shutdown may have
consequences for obstacle clearance. If further deterioration of the aircraft’s technical
status becomes apparent, land at the nearest suitable airport.
Other factors that may be considered for selection of a suitable airport:
When time and aircraft conditions permitting, other factors may be taken into account,
e.g.:
Availability of spares engine or repair facilities.
Passenger accommodation and through connection possibilities.
Possibility of an N-1 ferry flight.
Reporting
The Pilot in Command shall report each stoppage of engine rotation / engine failure in
flight to the appropriate ground radio station as soon as practicable and shall keep that
station fully informed of the progress of the flight.
If the pilot in command lands at an airport other than the nearest suitable airport, in
point of time, he shall (upon completing the trip) send a written report by means of Trip
Report and Air Safety Report (ASR), in duplicate, to JKTOFGA and JKTDVGA stating
his/her 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 CGKOFGA / JKTDVGA shall, within 10 days after the pilot returns to his/her home
base, send a copy of this reports with his/her comments to the DGCA.
END OF 11.4
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To achieve safe approach it begin from good descent plans, careful review of the
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holding (as applicable), approach and landing procedures, accurate flying and
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Both pilots shall familiarize themselves thoroughly with the relevant data such as
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facilities, holding and approach procedures, runway visual aids (e.g. approach
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lighting system, touchdown zone lights, runway center line lights and runway
markings), noise sensitive areas for the runway to be used and missed approach
procedures.
The crewmember briefing (refer to OM-A Chapter 11.1.1 and FCOM section Flight
Techniques) should be completed well in advance of terminal area penetration,
preferably before starting descent, or at the latest, before handling the – Before
Landing Initial / approach - checklist, and shall be updated if changing
circumstances require so.
Both Pilots should review the approach procedure. All pertinent approach
information including minima and missed approach procedures should be reviewed
and alternate courses of action considered.
As a guide the approach briefing should include at least:
Weather and NOTAM at destination/alternate as applicable;
type of approach and the validity of the charts to be used;
navigations and communications frequencies to be used;
minimum safe/sector altitudes for that airport;
approach procedure including courses and heading;
vertical profile including all minimum altitudes, crossing altitudes and approach
minimum;
speed restrictions;
determination of the MAP and the missed approach procedure;
other related crew action such as tuning of radios, setting of course information,
or other special requirements; taxi routing to parking,
any appropriate information related to a non-normal procedure; and
management of AFDS.
If weather conditions or any circumstances are such that diversion becomes a real
or high possibility, the time of diversion as well as the selection of, and routing to,
the alternate shall be discussed.
Normally the Pilot Flying, programs and monitors the autopilot/flight director and
auto throttle, and gives necessary commands (e.g. checklist, gear down, flaps
etc.).
For operations into lower weather minima the crew coordination and procedures
are based upon the principles of the monitored approach. This means that
particular attention is paid to the distribution of cockpit duties/ task sharing.
FCOM procedures ensure that one pilot continues to monitor his/her instruments
down to and below decision height.
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The Pilot Monitoring, monitors the approach, keep look out, executes the allocated
system operation on command of the Pilot Flying and confirms its execution, does
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The Pilot Monitoring shall be fully familiar with the intentions of the pilot flying, and
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The use of facilities shall be planned beforehand, and on passing one facility, the
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Pilot Monitoring shall inform the pilot flying and be ready to retune to the next facility
immediately.
situation using VOR, ADF facilities etc. and his experience with the possibly known
reputation of the installation and personnel involved.
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If there is any doubt about spot heights etc., and no opportunity to study the chart,
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the clearance should be refused, and the flight falls back on the known safety or
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a. General Regulations
When conducting an automatic approach/landing, both pilots shall monitor
instruments and annunciators and be alert to take over immediately when
circumstances so dictate.
At or below 2500 feet AGL or when Radio Altimeter activated the pilot-flying must
have his one hand on the control column and the other hand on the throttle in order
to be able to take over the Auto Flight System timely.
All control actions must be followed with hands and feet on the controls by the pilot-
flying so that an autopilot disconnects will result in immediate resumption of manual
control.
b. Use Of Autopilot and Auto throttle
Conditions permitting, an auto-land is strongly recommended when weather
conditions are 500ft/2500 m or below.
See OM-A Chapter 11.1.7 Auto and Manual Flight.
Compare with the manual approach/landing technique, use of the autopilot / auto
throttle has the following advantages:
Speeds and ILS beams can be flown with a higher accuracy.
approach and/ or landing for certain aircraft type or runways. In order to provide
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the necessary information, a note will be printed on the approach chart in the space
below the minima box.
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In this note the abbreviation TCH (Threshold Crossing Height) will be used when
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applicable. This indication means that the height of the ILS glide path over the
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The indications to be used in the notes on the approach charts and their meaning
are as follows:
No auto-approach
According to the local authorities the glide path below a certain height is not
suitable for autopilot coupled approaches and landing.
No auto-land
Auto-land are not allowed in some aerodromes.
Possible reasons for this restriction could be:
Low quality of ILS beam in last part of the approach.
Irregularity sloping terrain approach area, making radio altimeter readings
unreliable.
Off-set localizer.
Local regulations.
The pilot must have either the airport insight and can maintain visual reference to
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terrain with adequate margin or have the preceding identified aircraft insight.
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This approach must be authorized and controlled by the appropriate air traffic
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control facility.
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Reported weather at the airport must have a ceiling at or above 1000 feet and
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visibility 5 km or greater.
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ATC may authorize this type of approach when it will be operationally beneficial.
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When operating to parallel runways separated by at least 2500 feet but less
than 4300 feet, controllers will clear/vector aircraft to the final at an angle not
greater than 30 degrees unless radar, vertical, or visual separation is provided
during the turn-on.
The purpose of the 30 degree intercept angle is to reduce the potential for
overshoots of the final and to preclude side-by-side operations with one or both
aircraft in a belly-up configuration during the turn-on.
Once the aircraft are established within 30 degrees of final, or on the final, these
operations may be conducted simultaneously.
When the parallel runways are separated by 4300 feet or more or
intersecting/converging runways are in use, ATC may authorized a visual
approach after advising all aircraft involved that other aircraft are conducting
operations to the other runway. This may be accomplished through use of the
ATIS.
c. Separation Responsibilities
If the pilot has the airport in sight but cannot see the aircraft to be followed,
ATC may clear the aircraft for a visual approach; however, ATC retains both
separation and wake vortex separation responsibility.
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When visually following a preceding aircraft, acceptance of the visual approach
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d. Missed Approach
A visual approach is not an IAP and therefore has no missed approach
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If a go-around is necessary for any reason, the aircraft should initially fly in the
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direction of the active runway, climb to an altitude that will allow it to remain
clear of cloud, immediately inform ATC of the missed approach and request
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Radar service is automatically terminated, without advising the pilot, when the
aircraft is instructed to change to advisory frequency.
h. CVFPs are not instrument approaches and do not have missed approach
segments.
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i. ATC will not issue clearances for CVFPs when the weather is less than the
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published minimum.
j. ATC will clear aircraft for a CVFP after the pilot reports siting a charted
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pilots are responsible for maintaining a safe approach interval and wake
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turbulence separation.
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Pilots should advise ATC if at any point they are unable to continue an approach
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Upon reaching the Missed Approach Point (MAP), adequate outside visual
reference must be obtained. If not, or if the PIC is not convinced that uninterrupted
adequate outside reference can be maintained, a Go-around must be executed.
The circuit part of the circling may be executed at or above the minimum descent
altitude, provided:
The aircraft is clear of clouds;
Full visual reference can be maintained;
The runway in use and/or runway lights and/or approach lights and/or other
lights, marking or objects identifiable with the runway can be kept in sight; and
Down-wind timing is adjusted to ensure maneuvering within the circling area.
Circling approach: wings level on final when the aircraft reaches 300 feet above
airport elevation.
If one of these conditions cannot be fulfilled a Go-around must be executed.
Descent below the MDA shall not be commenced until intercepting a visual glide
path of 3.
In darkness, over unlighted terrain or water, extreme caution should be exercised.
Precipitation will add to the difficulties of a circling procedure.
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Other optical illusions may also contribute to misjudgment of aircraft vertical
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Missed Approach
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missed approach specified for that particular procedure must be followed (unless
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To become established on the prescribed missed approach course, the pilot should
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make an initial climbing turn toward the landing runway and continue the turn until
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05. INSTRUMENT APPROACH
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In addition to the general directives laid down in OM-A Chapter 11.5.1, the following
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The pilot monitoring must report as required per FCOM, using the standard words
as specified, for example:
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“APPROACH LIGHTS”
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“RUNWAY”
Etc.
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It is mandatory to execute go around and/or reject the landing at any time when
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The company will not initiate disciplinary measures for a go around executed under
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All flight crewmember must be convinced that the landing clearance has been
received and acknowledged before landing.
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Note:
For Aircraft without automatic call out:
Considering the purpose of the call, it will be clear that it is not meant to be a
precision call.
The call will be made with reference to the radio altimeter or if this is impractical
due to underlying terrain, with reference to the pressure altimeter.
When the latter is the case, the subject shall be discussed during the crew
briefing.
For details see the FCOM concerned.
07. APPROACH STABILITY
All flight must be stabilized by 1000 feet above airport elevation in IMC and by 500
feet above airport elevation in VMC.
An approach is stabilized when all of the following criteria are met:
a. The aircraft is in the correct flight path.
b. Only small changes in heading / pitch are required to maintain the correct path.
c. The aircraft speed is not more than Vref + 20 indicated airspeed and not less
than Vref.
d. The aircraft is in the correct landing configuration.
e. Sink rate not more than 1000 fpm; if an approach require sink rate greater than
1000 fpm, special briefing shall be conducted.
f. Thrust setting is appropriate for the aircraft configuration and is not below the
minimum thrust for approach as defined by the aircraft operating manual.
g. All briefing and checklist have been conducted.
h. Specific type of approach:
ILS : within one dot of the glide slope and localizer.
CAT II or III ILS : within the expanded localizer.
i. Unique approach procedure or abnormal condition requiring a deviation from
the above elements of a stabilized approach requires special briefing / training.
If the aircraft is not stabilized below 1000 feet above airport elevation in IMC and
by 500 feet above airport elevation in VMC in accordance with the criteria, the PIC
or PF shall go around.
08. HEIGHT AT THRESHOLD
Dispatch landing distance requirements are based on an assumed wheel height
over the threshold of 50 feet. In the published actual landing distances, average
wheel height over the threshold for a particular aircraft type has been accounted
for.
Precision Approaches
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On an ILS approach, the wheel clearance over the threshold depends on the
height of the glide path signal over the threshold (threshold crossing height,
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TCH), the location of the aircraft glide path antenna relative to the landing gear
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and the aircraft pitch attitude. Taking this into account and considering certain
allowances for ground and airborne equipment and meteorological conditions,
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Following a normal glide path (TCH 50 feet), a wheel clearance of 20-40 feet
(depending on the aircraft type concerned) over the threshold may normally be
expected.
This means that an ILS with a threshold crossing height of less than 47 feet
may create problem with respect to wheel clearance.
ILS with threshold crossing problems are indicated on the approach charts with
a note below the minima box.
In case a displaced threshold provides sufficient obstacle free pavement in the
under run area a ‘no restriction ‘note is published in the ILS box of the approach
chart.
For further information regarding such notes, see OM-A Chapter 11.5.3-c.
Non-Precision Approaches
CANPA (Constant Angle Non Precision Approach)
A Non Precision Approach is an instrument approach that does not incorporate
vertical guidance (i.e., no glide slope).
Over the past several decades statistically indicates that there have been a
number of CFIT (Controlled Flight into Terrain) and Unstabilized Approach
incidents and accidents associated with step down Non Precision Approaches
and landings. Traditionally step down method involve changing the flight path
at low altitude, require of the crew higher level of skill, judgment and training.
Many of these could have been prevented by the use of CANPA or CDFA
(Continuous Descent Final Approach) methods. Flying a constant angle
approach profile: provide a more stabilized flight path; reduced work load and
reduced the risk of error.
Therefore Garuda requires the use of CANPA (Constant Angle Non Precision
Approach) or CDFA (Continuous Descent Final Approach) as primary methods
unless local procedures dictate otherwise.
The procedures and requirements are outlined in the FCOM related aircraft
type.
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If using an MDA(H) for Non Precision Approach, initiating a missed approach
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The additional of 50 feet above the MDA(H) for Non Precision Approach for
anticipating go around does not require additional prescribed minimum
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When landing on a marginal runway, do not cross the threshold lower than
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b. Any other landing surface that may be required for landing because of expected
wind conditions at the time of arrival.
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The landing distance at any alternate aerodrome, as determined from the flight
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manual, is not to exceed 70 per cent of the landing distance available on:
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a. The most suitable landing surface for a landing in still air; and, if more severe,
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b. Any other landing surface that may be required for landing because of expected
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Actual Landing Distance: The landing distance for the reported meteorological
and runway surface conditions, runway slope, airplane weight, airplane
configuration, approach speed, use of auto-land or a Head-up Guidance System,
and ground deceleration devices planned to be used for the landing. It does not
include any safety margin and represents the best performance the airplane is
capable of for the conditions.
Unfactored Certified Landing Distance. The landing distance required by CASR
section 25.125 without any safety margin additives. The unfactored certified
landing distance may be different from the actual landing distance because not all
factors affecting landing distance are required to be accounted for by CASR section
25.125. For example, the unfactored certified landing distances are based on a dry,
level (zero slope) runway at standard day temperatures, and do not take into
account the use of auto-brakes, auto-land systems, head-up guidance systems, or
thrust reversers.
The actual/unfactored landing distance information in the FCOM is provided to
guide the Pilot in his/her assessment of the possibly critical nature of a particular
landing. It should be realized that the figures in the FCOM are based on stated
reference conditions.
carefully be weighed for its realism under the prevailing operating conditions.
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If gross deviations occur, the pilot shall not hesitate to execute Go-around or
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Rejected Landing.
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The fuel dumping procedure as specified in the FCOM for the relevant aircraft type
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Below altitude of 3000 feet, except in case of engine failure at take-off or initial
climb, when immediate dumping may be required to obtain necessary
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performance.
ATC shall immediately be informed of the necessity of fuel dumping if time permits,
a location and altitude for dumping should be requested.
Do not use HF transmitters. Other radio equipment, e.g. VHF, weather radar, DME
etc. is not restricted.
The reason for fuel dumping shall be given in a trip report.
The use of reverse thrust, as laid down in the FCOM increases the operational
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safety margins and considerably increases the brakes and tire life, with no adverse
effects to the engines.
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The use of Auto-Brake System (as installed) has its advantages on wet and
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− Approach
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Consider the need to use reduced landing flap setting if runway length
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Close monitor INS/ IRS data, IAS, rate of descent, pitch and thrust for early
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shear recognition.
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During take-off, landing and/or flying in mountainous area, PF should set TERRAIN
or WEATHER display on his/her flight instrument as required and PM shall have
the TERRAIN display on his/her flight instrument. If weather RADAR is required PF
shall have WEATHER display on his/her flight instrument and PM shall have
TERRAIN display on his/her flight instrument.
Activation of the EGPWS provides an indication to the crew that the boundaries of
safe flight have been exceeded.
The EGPWS warning or alert requires immediate corrective action. This is a
mandatory maneuver. The reason for the warning or alert shall be evaluated
afterwards
Refer to particular FCOM for detailed information on EGPWS procedure.
− TERRAIN AVOIDANCE (CFIT escape maneuver)
i). Ground Proximity Caution
Activation of the (E)GPWS Caution such as: “SINK RATE”, “TERRAIN”,
“DON’T SINK”, “TOO LOW FLAPS”, “TOO LOW GEAR”, “TOO LOW
TERRAIN”, “GLIDE SLOPE”, “BANK ANGLE”,”CAUTION TERRAIN”,
either in IMC or VMC requires immediate and aggressive action to correct
the flight path or aircraft configuration.
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- If a terrain Caution occurs when flying under daylight VMC, and positive
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continued.
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mandatory.
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− Mode of Operations
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As a rule, TCAS shall be set on TA/RA during all phases of flight. Exception
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may be justified under certain condition such as visual contact with known
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(As installed, mode reverts to TA automatically when flying below 1000 ft AGL).
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Situations Phraseology
After flight crew starts to deviate from any ATC - Pilot : TCAS RA
clearance or instruction to comply with an TCAS - (Controller : ROGER)
resolution advisory (RA)
After the response to an TCAS RA is completed - Pilot : CLEAR OF
and a return to the ATC clearance or instruction is CONFLICT,
initiated. RETURNING TO ….
( Assigned clearance)
- (Controller : ROGER,
or alternative instruction)
After the response to an TCAS RA is completed - Pilot : CLEAR OF
and the assigned ATC clearance or instruction has CONFLICT,
been resumed (assigned clearance)
RESUMED
- (Controller : ROGER,
or alternative instruction)
After an ATC clearance or instruction contradictory - Pilot : UNABLE, TCAS RA
to the TCAS RA is received, the flight crew shall - (Controller : ROGER)
follow the RA and inform ATC directly
At present, TCAS has limited capability to accept performance data from the
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aircraft on board systems. The TCAS “climb “and “increase climb” inhibits are
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When operating outside these assumptions, the aircraft may not have the
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performance to execute a climb RA, even though TCAS does not consider the
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aircraft as climb inhibited. In this case, pilots should be aware that the RA will
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CHAPTER 12
12.1 GENERAL ................................................................................................................. 1
12.2 AIRCRAFT INSTRUMENTS, EQUIPMENTS AND/OR AVIONICS ............................ 1
12.3 NAVIGATION EQUIPMENT ...................................................................................... 1
12.4 NAVIGATIONAL PROCEDURES .............................................................................. 1
12.4.1 GENERAL ………………………………………………………………………...... 1
12.4.2 LONG RANGE NAVIGATIONAL AIDS (USE OF LONG-RANGE
NAVIGATION EQUIPMENT) ......................................................................... 1
12.4.3 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ............................. 8
12.4.4 PERFORMANCE BASED NAVIGATION (PBN) ........................................... 19
12.4.4.1 P-RNAV/ RNAV-1/ RNP-1, RNAV-2, RNP-2, RNP-4, B-RNAV/
RNP-5, RNP-10 .......................................................................... 21
12.4.4.2 RNP APCH / RNAV (GNSS) ....................................................... 25
12.4.4.3 MNPS ......................................................................................... 36
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12.4.5 MIX FLIGHT RULE IFR AND VFR ............................................................... 41
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02 Jan 2019
■ Page 1
12. AIRCRAFT EQUIPMENT AND
OM – A NAVIGATION PROCEDURES
TABLE OF CONTENT
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12.1 GENERAL
This chapter describes all navigation equipment and procedures related to flight
operation conducted by Garuda Indonesia.
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B. Transponder Mode C
All Garuda Indonesia’s aircraft shall be equipped with serviceable pressure altitude
reporting transponder (mode C)
All Garuda Indonesia’s aircrafts shall be equipped with an approved airborne wind
shear warning and flight guidance system, an approved airborne detection and
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avoidance system. Also should be equipped with a forward looking winds hear
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warning system, and flight crewmember shall be knowledgeable of the wind shear
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B. DEFINITIONS
For this purpose, the following definitions apply:
1) Gateway
A specific navigation fix where a flight transitions from short range (airways)
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navigation to long range (oceanic) navigation or vice versa. Such fixes
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ordinarily are airways navigation facilities (VOR, NDB, etc.) located at or near
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Flight operation outside (beyond) the published service range of short range
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with high precision and thereby constituting a serious threat to other aircraft
properly occupying that track and flight level.
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navigation systems, many good practices and procedures are basic to all
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1) Preflight Planning
One of the basic fundamental of good navigation is prior Planning. A side from
planning to ensure successful navigation under normal circumstances, the
successful resolution of many inflight navigation difficulties depends to a large
degree of throughout preflight planning. Some of the more important factors
are addressed below.
Additionally if the flight is within the North Atlantic organized track structure
(OTS), obtain a copy of the current track message (ATC expects the flight
crewmember to have a copy) and be alert for a conflict between the flight
plan and the track message.
Track messages are issued periodically and describe the North Atlantic
routes, gateways and flight levels available for eastbound and westbound
flights during the period indicated in the message (usually 12 hours).
The same concept should apply for Central East Pacific routes with
minimum navigation performance separation (MNPS) requirement.
b) Weather
In addition to the normal review of weather information concerning
terminals, be alert for hazardous weather en-route which may require a
flight plan change or inflight rerouting.
It is important to obtain a copy of the wind flow chart (constant pressure
chart or equivalent) for your flight level and route since this information may
prove valuable when evaluating wind forecasting errors and if DR operation
should be necessary due to equipment failure.
It is desirable to plot the route of flight on the chart to increase its
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c) NOTAM
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checked.
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d) Equipment preflight
In addition to operating procedures (checklists) to confirm proper
system operation, care should be taken to ensure that the navigation
equipment is properly programmed. This is very important procedure
which should not be rushed.
All navigation information (coordinates or courses and distance) should
be programmed by one flight crewmember and verified for correctness
by another. Also, verify that the same waypoint loading sequence is
used for each system.
At this time, it is desirable to indicate on the flight plan that the present
position (if applicable) and waypoints have been entered and cross-
checked. If time becomes a factor, it is more important to verify that the
first 2 or 3 waypoints are correct than to rush through the procedure to
insert as much information as possible.
Consideration should be given to using another cross-check which
compares the flight plan or charted distance between waypoints and the
distance computed by the navigation system to detect programming or
Flights should not continue beyond the outbound gateway unless the required
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gateway navigation aid. Since this may be the last positive position cross-check
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until the inbound gateway, the following practices may also provide valuable
information for resolving any later navigation difficulties:
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a) ATC clearance
All ATC oceanic clearances should be cross checked by two members to
ensure the clearance is copied correctly. Any flight plan waypoints which
may have been revised in an ATC clearance, should be crossed out and
the revised coordinates entered in a legible manner.
Prior to proceeding outbound gateway, the currently effective ATC
clearance should be compared to the flight plan and the information in the
navigation computers for the gateway and the subsequent waypoints
should be verified.
the true heading on each INS/IRS to obtain the derived magnetic headings.
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The most accurate INS/IRS should be the one with a magnetic heading
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d) When overhead the gateway, record the position information from the
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after arrival to avoid conflicts with other cockpit duties during the critical
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7) After arrival
The individual navigation system errors and error rates, if applicable should be
computed and recorded for future reference. It is desirable to record this
information in a document which remains aboard the aircraft to provide
subsequent flight crewmembers with a recent history of system performance.
This information may be used with most systems to predict individual system
performance for future flights under similar circumstances. Additionally this
information may prove valuable to subsequent flight crewmembers for
resolving navigation abnormalities, such as divergence between systems.
IRS are ready to navigate and that the navigation mode is activated prior to
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alignment is ready in navigation mode, ground speed (or tax speed) should
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than a few knots may indicate a faulty or less reliable unit. If this occurs, a
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2) INFLIGHT UPDATING
Since INS, IRS are essentially accurate and reliable, there is the possibility that
in attempt to obtain a slight improvement in accuracy by inflight updating, a
human mistake may result in a more serious error.
On the other hand, INS, IRS errors generally increase with time and are not
self-correcting. Therefore, if large tracking errors are permitted to occur, aircraft
safety and separation criteria may be significantly degraded. The
aforementioned factors should be considered in any decision relative to inflight
updating.
As a guide to flight crewmember, Garuda Indonesia considers that unless the
ground facility provide a precise check, and unless the error is fairly significant
(e.g. more than 6 nm or 2 nm/hour), it is preferable to retain the error rather
than update.
Most FMC/IRS’s are capable of automatic inflight updating when within range
of VOR/DME stations, while manual updating is still possible.
Letter “W” should be annotated in block 10 of the ICAO Flight Plan, or 2 nd line
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approval.
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At least one automatic pilot (with altitude keeping capability: VNAV; or ALT
HOLD; or V/S with 000 V/S selected),
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In the event that any of the required equipment fails prior to the aircraft entering
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Post Flight
Make AML entries against malfunctions.
In making aircraft maintenance log book entries against malfunctions in height-
keeping systems, the flight crewmember should provide sufficient detail to
enable maintenance to effectively troubleshoot and repair the system.
The flight crewmember should write down in detail the actual defect and the crew
action taken to try to isolate and rectify the fault. The following information should
be noted when appropriate:
Primary and standby altimeter readings.
Altitude selector setting.
Subscale setting on altimeter.
Autopilot used to control the airplane and any differences when the alternate
system was selected.
Differences in altimeter readings if alternate static ports selected.
Use of air data computer selector for fault diagnosis procedure.
Transponder selected to provide altitude information to ATC and any difference
if alternate transponder or altitude source is manually selected.
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Inflight Contingencies
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Should the problem arise inflight that will affect the aircraft capability to maintain
Cleared Flight Level (CFL), such as:
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any other equipment failure affecting the ability to maintain Cleared Flight Level
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(CFL); and
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The pilot may also consider descending below FL 285 or climbing above FL
410. (The vast majority of oceanic traffic has been found to operate between
FL 290 and 410. Flight above FL 410 or below FL 285 may limit exposure to
conflict with other aircraft).
When executing a contingency maneuver the pilot should:
Watch for conflicting traffic both visually and by reference to ACAS, if
equipped.
Continue to alert other aircraft using 121.5 MHz (as a backup, the VHF
inter-pilot air-to-air frequency may be used) and aircraft lights.
Continue to fly offset tracks or altitudes until an ATC clearance is obtained.
Obtain an ATC clearance as soon as possible.
PIC have the final authority and responsible for the safe operation of the aircraft,
therefore PIC may take any action necessary outside this guidance to maintain
the safe operation of the aircraft.
1) The pilot is unsure of the vertical position of the aircraft due to the loss or
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Scenario 2:
There is a failure or loss of accuracy of one primary altimetry system (e.g., greater
than 200 feet difference between primary altimeters)
The Pilot should
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scenario.
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Encounter Scenarios:
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Scenario 1:
All automatic altitude control systems fail (e.g., Automatic Altitude Hold).
The Pilot should: ATC can be expected to:
Initially
Maintain CFL
Evaluate the aircraft's capability to maintain
altitude through manual control.
Subsequently
Watch for conflicting traffic both visually and by
reference to TCAS, if equipped.
situation.
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Scenario 2:
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Scenario 3:
All primary altimetry systems are considered unreliable or fail
The Pilot should: ATC can be expected to:
Maintain CFL by reference to the standby
altimeter (if the aircraft is so equipped).
Alert nearby aircraft by
(a) Making maximum use of exterior lights;
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Scenario 4:
The primary altimeters diverge by more than 200 feet (60 m)
The Pilot should:
Attempt to determine the defective system
through established trouble-shooting
procedures and/or comparing the primary
altimeter displace to the standby altimeter (as
corrected by the correction cards, if required).
If the defective system can be determined,
couple the functioning altimeter system to the
altitude-keeping device.
If the defective system cannot be determined,
follow the guidance in Scenario 3 for failure or
unreliable altimeter indications of all primary
altimeters.
Scenario 5:
Turbulence (greater than moderate) which the pilot believes will impact the
aircraft's capability to maintain flight level.
The Pilot should: ATC can be expected to:
Subsequently
Watch for conflicting traffic both visually and by
reference to TCAS, if equipped.
If considered necessary, alert nearby aircraft
by
(a) making maximum use of exterior lights;
(b) broadcasting position, FL, and intentions
on 121.5 MHz (as a backup, the VHF inter-
pilot air-to-air frequency, 123.45 MHz, may
be used).
Notify ATC of the situation and intended course
of action. Possible courses of action include:
(a) maintaining CFL and route ATC can (a) Assess traffic situation to determine if
provide lateral, longitudinal or conventional the aircraft can be accommodated
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vertical separation. through the provision of lateral,
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(b) requesting flight level change, if necessary. (b) If unable to provide adequate
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B. PACIFIC RVSM
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The diagram on the right shows the cruising levels to be applied in RVSM
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designated airspace.
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The levels that relate to the airspace in which RVSM separation will be applied are
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The picture below illustrates the RVSM areas in the Pacific Ocean.
A Anchorage Arctic
B Anchorage Continental
C Anchorage Oceanic
D Tokyo Oceanic
E Naha Oceanic
F Oakland Oceanic
G Honolulu Center
H Moresby Center
I Brisbane Oceanic
J Nadi Area Control
Center
K Tahiti Control
L Auckland Oceanic
M Christchurch Center
Note
Anchorage Oceanic,
Tokyo Oceanic, Oakland
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Oceanic, Honolulu Center,
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designated airspace.
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call sign), flight level, track code or ATS route designator, and extent of deviation
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expected (as a back-up, the VHF inter-pilot air-to-air frequency may be used);
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watch for conflicting traffic both visually and by reference to TCAS/ACAS (if
equipped);
turn on aircraft exterior lights;
for deviations of less than 10 NM or operations within the composite route
systems, aircraft should remain at a level assigned by ATC;
when the aircraft is approximately 10 NM from track, initiate a level change
based on the following criteria:
when returning to track, be at its assigned level, when the aircraft is within
approximately 10 NM of centreline; and
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.
Navigation specification
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Set of aircraft and crewmember requirements needed to support performance-based
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navigation operations within a defined airspace. There are two kinds of navigation
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specification:
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Navigation application
The application of a navigation specification and the supporting navaid infrastructure,
to routes, procedures, and/or defined airspace volume, in accordance with the
intended airspace concept.
The navigation application is one element, along with communication, surveillance and
Air Traffic Management (ATM) procedures which meet the strategic objectives in a
defined airspace concept.
RNAV operations
Aircraft operations using area navigation for RNAV applications. RNAV operations
include the use of area navigation for operations which are not developed in
accordance with this manual.
RNAV system
Navigation system which permits aircraft operation on any desired flight path within the
coverage of station-referenced navigation aids or within the limits of the capability of
self-contained aids, or a combination of these. An RNAV system may be included as
part of a flight management system (FMS).
RNP operations
Aircraft operations using an RNP system for RNP navigation applications.
RNP route
An ATS route established for the use of aircraft adhering to a prescribed RNP
navigation specification.
RNP system
An area navigation system which supports on-board performance monitoring and
alerting.
PBN is one of several enablers of an airspace concept. Communications, ATS
surveillance and ATM are also essential elements of an airspace concept. This is
demonstrated in Figure below. The concept of performance-based navigation (PBN)
relies on the use of an area navigation (RNAV) system. There are two core input
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Applying the above components in the context of the airspace concept to ATS
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Nav Spec
Airspace Concept
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RNAV spec.
Navigation RNP spec. Do not include
Include a a req. for
Com PBN Concept ATS ATM req. for on- On-board
Sur board performance
Navigation application Performance monitoring &
monitoring & Alerting
Alerting
Nav
Nav Spec Infrastructur Designation Designation
e RNP X RNAV X
PBN Concept Nav Spec. Designations Excluding Those used in Final App
12.4.4.1 P-RNAV/ RNAV-1/ RNP-1, RNAV-2, RNP-2, RNP-4, B-RNAV/ RNP-5, RNP-10
P-RNAV/RNAV-1/ RNP-1, RNAV-2, RNP-2, RNP-4, B-RNAV/RNP-5, RNP-10 are
a Performance Based Navigation (PBN) that requires accuration of 1,2,4,5 NM
respectively either side of en-route and SID/STAR route. The following is a
guidelines for Pilot and Flight Operations when conducting P-RNAV/ RNAV-1/
RNP-1, RNAV-2/ RNP-2, RNP-4 airspace.
When the term ‘P-RNAV ‘is mentioned, it shall be regarded as representing P-
RNAV/ RNAV-1/ RNP-1.
P-RNAV/RNAV-1/ RNP-1, RNAV-2, RNP-2, RNP-4, B-RNAV/RNP-5, RNP-10
approval must be obtained before commencing P-RNAV/RNAV-1/ RNP-1, RNAV-2,
RNP-2, RNP-4, B-RNAV/RNP-5, RNP-10 operations.
It should be noted that the procedures detailed in the following paragraphs include
those of a generic nature, to be carried out as part of SOPs. Those which are particularly
relevant or specific P-RNAV/RNAV-1/ RNP-1, RNAV-2, RNP-2, RNP-4, B-RNAV/RNP-
5, RNP-10 operations are highlighted in bold.
intended route.
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For an aircraft with PBN approved, a “R” shall be inserted in the FPL Item
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18 P-RNAV/RNAV-1 “D1”
18 B-RNAV / RNAV-5 “B1”
18 RNAV-2 “C1”
18 RNP-2 “RNP2”
18 RNP-4 “L1
18 RNAV-10 “A1”
18 RNP-1 “O1”
18 RNP-APCH “S1”
18 RNP-APCH WITH BARO-VNAV “S2”
Note:
For Japan according to AIP, relevant certification/approval must be
included in the NAV item column RNAV1 RNAV5 RNP 10
For RNP-2, relevant certification/approval must be included in NAV
item column
C. NOTAM
The NOTAMS must advise lack of availability of any navigation aid that might
affect the navigation infrastructure required for the intended operation,
including any non-RNAV contingencies and must be confirmed for the period
of intended operation.
GNSS specific: if a stand-alone GPS is to be used for P-RNAV, the availability
of RAIM must be confirmed with account taken of the latest information from
the US Coastguard or from the EUROCONTROL AUGUR website which give
details of satellite non-availability.
E. Database
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The onboard navigation database must be current and appropriate for the
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coded Terminal Area procedures for the departure, arrival and alternate
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Pilots shall particularly focus on any segment of the P-RNAV/ RNAV-1/ RNP-
1, RNAV-2/ RNP-2, RNAV-4, B-RNAV/ RNP--5 procedure which is below
MSA.
If required by a procedure, a check will need to be made to confirm that position
updating will use a specific navigation aid, or to confirm exclusion of a specific
navigation aid.
A procedure shall not be used if doubt exists as to the validity of the procedure
in the navigation database
Note: As a minimum, the departure checks could be a simple inspection of a
suitable display to achieve the objectives of this paragraph.
C. Route Modifications
Route modifications in the Terminal Area may take the form of radar headings
or 'direct to' clearances and the flight crewmember must be ready to react
promptly. This may include the insertion in the flight plan of a waypoint
sequence loaded solely from the database as part of an alternative procedure.
The creation of new waypoints by manual entry into the RNAV system by
the flight crewmember is not permitted as it would invalidate the affected P-
RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNAV-4, B-RNAV/ RNP-5
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03. TAKEOFF
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A. Prior to Takeoff
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Prior to commencing takeoff, the flight crewmember must verify that the RNAV
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B. Line Up
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Unless automatic updating of the actual departure point is provided, the flight
crewmember must ensure initialization on the runway either by means of a
manual runway threshold or intersection update, as applicable. This is to
preclude any inappropriate or inadvertent position shift after takeoff.
GNSS specific: the signal must be acquired before the takeoff roll commences
and GNSS position then may be used in place of the runway update.
04. DEPARTURE
A. Flight Plan Monitoring
During the procedure and where feasible, flight progress should be monitored
for navigational reasonableness, by cross-checks, with conventional
navigation aids using the primary displays in conjunction with the MCDU.
If P-RNAV capability is not based on GNSS equipage, transition to the P-RNAV
structure shall only be made from the point where the aircraft has entered
DME/DME coverage.
Note: When a procedure is designed to be started conventionally, then the first
point of the P-RNAV procedure will be identified on the charts.
Where possible, which waypoints are fly-by and which are fly-over
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If required, a check will need to be made to confirm that updating will include
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A procedure shall not be used if doubt exists as to the validity of the procedure
in the navigation database.
Note: As a minimum, the arrival checks could be a simple inspection of a
suitable display to achieve the objectives of this paragraph.
The crew briefing shall include reversion to a conventional procedure and the
go-around procedure.
The creation of new waypoints by manual entry into the RNAV system by the
flight crewmember is not permitted as it would invalidate the P-RNAV
procedure.
C. Route Modifications
Route modifications in the Terminal Area may take the form of radar headings
or 'direct to' ATC clearances and the flight crewmember must be ready to react
promptly. This may include the insertion in the flight plan of a waypoint sequence
loaded solely from the database as part of an alternative procedure.
Manual entry or modification by the flight crewmember of the loaded
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As for departure, when using autopilot and/or flight director, particular attention
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system used for RNAV(GNSS) approaches. This term covers both GNSS
systems and multi-sensor RNAV (FMS) systems using GNSS. The
corresponding terminology in the PBN is RNP system.
SBAS: Satellite Based Augmentation System
V/S: Vertical Speed
Caution: This guide does not deal with "RNP AR APCH" approach procedures,
generally referred to as
RNAV (RNP), which require a particular operational approval process in
accordance with DGCA.
When published on the same RNAV (GNSS) chart, these four final approaches
have an initial and intermediate approach, as well as a common missed
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approach.
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RNAV (GNSS) LNAV approaches are not associated with a vertical track
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in space.
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on GNSS positioning.
Vertical flight management is exactly the same as for non-precision
approaches (VOR/DME, NDB, etc.), using either the V/S (vertical
speed) or the FPA (flight path angle), depending on the capability of the
aircraft., non-precision approaches meeting CDFA criteria must be
carried out using the CDFA technique.
Minima: MDA/MDH
augmented GNSS.
Vertical flight management is exactly the same as for non-precision
approaches (VOR/DME, NDB, etc.), using either the V/S (vertical
speed) or the FPA (flight path angle), depending on the capability of the
aircraft., non-precision approaches meeting CDFA criteria must be
carried out using the CDFA technique.
Approach Minima
For approach using an MDA(H), a missed approach must be initiated
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approximately 50 feet above the MDA(H) as it may be necessary to avoid
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The additional of 50 feet above the MDA(H) for Non Precision Approach for
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For approach using DA(H), the additional 50 feet above DA(H) is not
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required.
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aerodrome at takeoff;
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A. LNAV or LP minima
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The MDH/A selected must not be less than the greater of the following
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values:
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B. LNAV/VNAV minima
The DH/A selected should not be less than the greater of the following
values:
DH/A corresponding to the aircraft category* if published by the
authority in charge of the aerodrome;
OCH/A (obstacle clearance height) corresponding to the aircraft
category;
250 feet.
C. LPV minima
The DH/A selected should not be less than the greater of the following
values:
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Display selection:
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Note:
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Air Traffic Control (ATC) tactical interventions in the terminal area may
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include radar headings, or ‘direct to’ clearances which bypass the initial
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A. Altimeter setting
The pilots must know that the vertical flight path in (Baro) VNAV is
influenced by altimeter setting errors. These errors may not be detected by
a cross-check between the altimeter reading and the values given on the
approach chart (altitude – distance verification).
RNAV (GNSS) LNAV/VNAV approaches are not authorized if there is no
local altimeter setting (local QNH).
Display error of 10 HPa (e.g.: 996 HPa
instead of 1006 HPa) glide slope offset 300 ft
upwards: risk of approach destabilization on
300ft transition to
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The crew should thus request confirmation of the altimeter setting before
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B. Effect of temperature
If the temperature is significantly different from the ISA value, the (Baro)
VNAV vertical plane will be different from the nominal plane of the
procedure, with no effect on the information presented to the pilot. Thus a
vertical slope based on the altimeter information will be shallower in cold
weather and steeper in hot weather without there being any vertical
deviation displayed on the pilot's vertical deviation indicator. (see diagram)
Example of the effect of temperature on a (Baro) VNAV vertical profile for
an aerodrome situated at sea level. For a nominal slope (black line) of 3°,
the actual slope will be 2.6° for ISA -30 (red line) and therefore closer to
any obstacles, and will be 3.2° for ISA+15°(blue line) and thus steeper.
C. Temperature correction
On certain avionics equipment, it is possible to enter the temperature at the
airport, so that the system can correct the vertical profile in (Baro) VNAV.
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failures and alarms linked to the RNAV/GNSS equipment and to the display
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Extraction procedure
If the missed approach path is a RNAV procedure:
The operator may have defined previously in their procedures, an
emergency procedure for the case where the loss of RNAV guidance during
the approach does not allow to follow the missed approach procedure
provided for the considered runway.
This emergency procedure will consist in following a dead reckoning path,
allowing reaching a sufficient altitude and taking into account:
Obstacles
Aircraft performance
Airspace restrictions
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12.4.4.3 MNPS
MNPS (Minimum Navigation Performance Specification) is a set of standards that
requires procedural and equipment requirements specified for the conduct of flight
operations in certain defined airspace.
For flights in defined portions of airspace where, based on Regional Air Navigation
Agreement such as North Atlantic (NAT), Minimum Navigation Performance
Specification (MNPS) are prescribed.
Garuda Indonesia does not conduct MNPS for regular flight except for special flight
with designated crew and specialized trained (such as VVIP Flight) and only for
A330.
If conducting operations in MNPS, the aircraft shall contain navigation equipment
that:
(a) continuously provides indications to the flight crewmember of adherence to or
departure from track to the required degree of accuracy at any point along that
track;
(b) has been authorized by the State of the Operator for MNPS operations
concerned.
(c) The navigation equipment required shall be visible and usable by either pilot
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seated at his duty station.
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FL410 inclusive).
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A. GENERAL
The Minimum Navigation Performance Specification (MNPS) or Required
Navigation Performance (RNP) defines navigational accuracy requirements in
certain airspace, such as:
Two navigational systems meeting the MNPS/RNP (such as dual IRS/IRU
combined with dual FMC and/or GPS). See relevant FCOM.
For Tasmania Sea; Central East Pacific (RNP-10): lateral track error to be
less than 2 NM/hour, maximum base time limit 5 hours, beginning since the
last time it was radio up-dated until it is again entering radio up-dated
environment or radar control environment. ( 10 NM left and right of track,
95% of the time)
The Required Navigation Performance for Europe RNAV Airspace is “Basic
RNAV” (RNP-5): Lateral track error not more than 5 NM left and right of
track, 95% of the time, with automatic radio updating capability and system
serviceability 99% of the time. In case no automatic radio updating
capability, operation in RNP-5 airspace is limited not more than 2 hours.
Note:
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European RNAV route normally identified by the route designator: UL, UM, UN,
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The implicit conditions of the concept of MNPS/RNP are that awareness of the
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system. (See OM-A Chapter 12.3.2 - The use of long range navigational
equipment’s - INS, IRS/FMC)
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Oceanic Clearance
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Make sure there is no doubt on the full details of the oceanic clearance.
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airspace:
Failure occurs before the MNPS boundary is reached.
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Action guidance
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Initial action:
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signal as appropriate.
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2. Intentions
3. Turn 90*. (* The direction of the turn should be determined by the
position relative to any organized route or track system and, if
appropriate, terrain clearance).
Subsequent actions
Acquire a parallel track; the diversion track should be maintained in either
direction laterally from the assigned route.
Change altitude (according to local regulation).
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Follow standard IFR Takeoff procedures. Before entering VFR position/way point
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make sure the weather is consistence with VFR weather (OM-A Chapter 9.5.1-11)
and can be attained and maintained then at VFR position/way point report to ATC
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The following basic requirements apply to the use of the Strategic Lateral Offset
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Procedures (SLOP):
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a. Strategic Lateral Offset Procedures shall be applied only by aircraft with automatic
offset tracking capability;
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b. The decision to apply a strategic offset is the responsibility of the flight crew;
c. The offset shall be established at a distance of 1 or 2NM to the RIGHT of the
centerline of the ATS route relative to the direction of flight;
d. The offsets shall not exceed 2NM right of the centerline of the ATS route;
e. The Strategic Lateral Offset Procedure has been designed to include offsets to
mitigate the effects of wake turbulence of preceding aircraft. If wake turbulence
needs to be avoided, one of the three available options (centerline, 1NM or 2NM
right offset) shall be used;
f. In airspace where the use of lateral offsets has been authorized, pilots are not
required to inform ATC that an offset is being applied;
g. Aircraft transiting areas of radar coverage in airspace where offset tracking is
permitted may initiate or continue an offset;
h. Aircraft without automatic offset tracking capability must fly the centerline of the
ATS route being flown.
END OF 12.4
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TRANSITION LEVEL The lowest flight level available for use above
the transition level.
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When the altimeter does not indicate the reference elevation or height exactly, but
is within the tolerance specified in FCOM, no adjustment of this indication shall be
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made at any stage of the flight. The Pilot, during flight shall ignore any error that is
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After each setting of altimeters, the readings on the flight deck shall be compared.
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Example:
appreciable, especially where high terrain and / or obstacles exist near airports
in combination with very cold temperatures (- 30C / - 22F or colder).
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Coordination with local and en-route ATC facilities for each cold weather airport or
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Pilots should note that for very cold temperature when flying published minimum
altitude significantly above the airport, altimeter error could exceed 1000 feet,
resulting in potentially unsafe terrain clearance if no corrections are made.
B. Procedures
The following altitude correction procedures should be considered when operating
in cold weather.
Pilot should apply cold temperature correction to all published minimum departure,
en-route, and approach altitude, including MDA’s, DA’s, and Missed Approach
Altitude according table 1.
Note:
Advice ATC of the correction.
No corrections are required for reported temperature above 0 degree C / 32
degrees F.
Subtract the elevation of the altimeter barometric reference setting source from the
published minimum altitude intended to be flown to determine “height above
altimeter source “.
Enter table 1 according to the reported temperature (at the altimeter barometric
reference setting source) in the left column and read across to the nearest
correction under the “height above the altimeter source “. Add the correction to the
altitude to be flown (published altitude) to determine the corrected altitude to be
flown. See the example below.
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If correcting an altitude above 5000 feet, use linear extrapolation for simplicity (e.g.
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to correct 10.000 feet, use twice the value for 5000 feet).
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Altimeter cursor / MDA / DA setting (as installed) should be set at the adjusted
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ATC assigned altitudes and / or flight levels may be refused if pilot determine that
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ATC assigned altitudes or flight level accepted by pilot should not be adjusted for
temperature.
-20 30 50 60 70 90 100 120 130 140 210 280 430 570 710
-30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
Temp º
C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
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-20 30 50 60 80 90 100 120 130 150 220 290 440 580 730
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-30 40 60 80 100 120 140 160 180 200 290 390 580 780 980
-40 50 80 100 130 150 180 200 220 250 370 490 740 990 1240
-50 60 90 120 160 190 220 250 280 310 460 610 920 1230 1540
Example:
Airport elevations : 1000 feet
Reported OAT : - 40ºC
Height above
Published Correction value Indicated alt to fly
Fix facility (PA-
altitude (PA)- feet (from table) (PA+correction value)
elevation)-feet
Procedure turn 4000 3000 720 4720
FAF 3000 2000 480 3480
MDA 1500 500 120 1620
For Low Temperature Altitude Correction En-route and simplified Low Temperature
Altitude Correction in TERMINAL AREA see OM-A Chapter 9.4.1.
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a positive indication that the altimeter is set to 1013.2 hPa standard setting and not to
QNH.
All flights operating level at or above the transition level shall be flown at flight levels
and maintain vertical separation by reference to an altimeter set to 1013.2 hPa. All
flights operating level at or below the transition altitude shall be flown standard altitudes
and maintain vertical separation by reference to an altimeter set to the QNH valid for
the airport or area concerned.
All flights passing through the transition layer shall have their altimeter set to 1013.2
hPa when climbing, and to be the QNH valid for the airport or area concerned when
descending. Level flight in the transition layer is not normally allowed.
The standard altimeter setting procedure is applied irrespective whether IMC or VMC
prevail.
Transition Altitude
A transition altitude shall be specified for each airport by the State in which the
airport is situated and shall be published and depicted on instrument approach
chart (Where appropriate, Garuda Indonesia publish transition altitudes on the
approach and landing charts).
The height of the transition altitude shall be as low as operationally possible but
never less than 1.500 feet above airport elevation.
From the foregoing it is evident that a transition altitude always has a fixed value.
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Transition Level
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The transition level has no fixed value but varies with the QNH value of the airport
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Transition Layer
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The transition layer, being the airspace between the transition altitude and the
transition level has no fixed thickness. The thickness varies with the QNH value of
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FLIGHT LEVEL
POINT OF TRANSITIONS:
75
CHANGE FROM STD 70
SETTING TO QNH
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60
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HOLDING
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LEVELS
50
45
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TRANSITION LAYER
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POINT OF TRANSITIONS:
CHANGE FROM QNH
TO 1013.2 hPa
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NOTE:
NOTE:
- All- All
flight at or below
Flight Transition
at or below Altitude shall
Transition set toshall
Altitude QNHset QNH
- All- All Flight
flight at or above
at or below Transition
Transition Altitude
Altitude shall set toshall sethPa
1013.2 to 1013.2 hPa
END OF 12.5
12.6 ETOPS
12.6.1 GENERAL
The aircraft type approved to operate under ETOPS rules within Garuda Indonesia
may be operated further than 60 minutes but NOT more than 180 minutes away from
an adequate airport in standard conditions in still air with one engine inoperative.
considered:
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A valid official forecast for the ETOPS En-Route Airport is required. The weather
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at the ERA’s shall be at or above published minima. In case the Authority weather
minima are published for the ERA’s, the higher of these minima and the ETOPS
planning minima are limiting for the respective airport.
Cross and tailwind has to be within FCOM limits including gust.
The required planning weather has to be available at the En-Route Airport during
the calculated time window.
Special approval is required for a CAT II/III approach. In case of an engine failure,
such approval is not obtained for the aircraft type(s) and consequently the planning
of CAT II/III at ETOPS En-Route Airport is not allowed.
04. Fuel
For dispatching an ETOPS flight, the flight dispatcher must determine, for the
considered route, both a standard and on ETOPS fuel planning. The highest of
both fuel requirements shall be considered as being the minimum required block
fuel for the flight.
Depending on the strategy and on the one engine out speed selected for the single
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This scenario result in the block fuel requirement referred as the ETOPS critical
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fuel planning.
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Fuel burn off (including descend, cruise to TOD to 1500 feet) from CP to
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diversion airport.
15 minutes holding at 1500 feet.
First (IFR) approach / Go-around / second VFR approach (MAP).
5 % of the above fuel burn off, as contingency fuel.
Effect of CDL or MEL item.
Exposure to icing conditions for Nacelle Anti-Ice & Wing Anti-Ice systems.
APU fuel consumption if required.
In the Garuda Indonesia computerized flight plan such a summary fuel scenario is
available from each ETP and CP giving the deficiency fuel if any to be added as
ETOPS extra fuel in the block required fuel for that flight.
Note:
Additional fuel as a penalty required caused by exposure to icing conditions is
computed in the computerized flight plan. Flight Crewmember shall use their best-
experienced judgment in studying the meteorological conditions expected on route
to assess the final block fuel required.
as En-Route Airport and cover the route into destination when this is below landing
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minima.
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Aircraft shall be prepared to re-dispatch flight plan from the point of diversion to the
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alternate and adjust the required fuel figures for critical fuel scenario by means of
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The last 60 minutes en route airport on which the ETOPS Entry Point (EEP) is
based.
The EEP and the first ETOPS En-Route Airport. The time window for this En-
Route Airport is specified immediately behind the four-letter code. The rest of
the line contains the calculation of fuel and time from ETP 1 returning to this
first En-Route Airport. The figures are valid for the continuation to the second
En-Route Airport as well.
ETP 1 to the second En-Route Airport with its time window and calculation for
flying to this En-Route Airport from the ETOPS Exit Point (EXP).
EXP and the first 60 minutes En-Route Airport upon which the EXP is based.
More Equal Time Point (ETP) are possible but the principle remains similar to what
is explained above.
BOEING B777-300ER
The B777-300ER is approved to operate under ETOPS rules. The ETOPS flight
may be dispatched for maximum diversion time 180 minutes ETOPS rules with
maximum diversion distances of 1282 NMS.
The operation procedure published in separate document which is the B777-
300ER ETOPS Operation Manual. The content and revision of this manual is under
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The A330-200/300 is approved to operate under ETOPS rules. The ETOPS flight
may be dispatched for maximum diversion time 180 minutes ETOPS rules with
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200/300 ETOPS operation manual. The content and revision of this manual is
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ETOPS Segment
The ETOPS segment starts at the EEP and finishes when the route is back and
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An ETOPS route can contain several ETOPS segment well separated from each other.
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An ETP on the aircraft route, which is, located at the same flying time from two suitable
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diversions airports. The ETP position can be determined using a computerized flight
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Critical point
The point 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), the last ETP within the ETOPS segment (it is worth noting that the last ETP
is not necessarily the ETP between the last two alternates airports), Therefore, the CP
has to be carefully determine by computing the “fuel summary” on the computerized
flight plan.
12.6.4 DIVERSION
Diversion / en-route alternate airport
An adequate / suitable airport to which a diversion can be accomplished.
For definition of adequate / suitable airport, see OM-A Chapter 1.1.
DIVERSION STRATEGIES
For non-ETOPS operations, in case of an engine failure, either the standard or the
obstacle clearance strategy is considered for diversions.
The standard strategy corresponds to a descent at cruise Mach / standard IAS
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maneuvering speed clean configuration until obstacles are cleared, then the
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standard strategy applies, as both these strategies are associated to lower speeds,
it would restrict the maximum diversion distance consequently reducing the area
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of operation, in contradiction with the ETOPS objective which are to increase the
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operational capabilities.
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For ETOPS operation, the one engine inoperative diversion speed will be higher than
the one used in standard operation. To extend the area of operation, the typical ETOPS
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diversion strategy is called “fixed speed strategy” in the FCOM in order to differentiate
it from the standard and obstacle strategy.
Note:
If there is an intermediate diversion speed, all performance data must be established
and in corporate in both the Flight Manual and FCOM.
The diversion strategy should also be a compromise between speed and fuel
requirements; for example a diversion at VMO will give the widest area but with the
highest fuel requirement. In this case a reduction of the diversion speed, which reduces
the area operation and diversion fuel, may be a better option, provided the flight routing
is not modified.
Note:
The Pilot in Command has the authority to deviate from the pre-established diversion
strategy, based on his evaluation of the actual situation and fuel status.
indicate that the weather conditions will be at or above the ETOPS Alternate
Airport minima specified in the company's operations specifications; and
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The field condition reports indicate that a safe landing can be made.
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c. Once a flight is en route, the weather conditions at each ETOPS Alternate Airport
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d. No person may list an airport as an ETOPS Alternate Airport in the dispatch or flight
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release unless that airport meets the public protection requirements of OM-A
Chapter 9.2.1 and OM-A 9.2.5.
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procedure to different
suitable runways*
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200 feet
category III ILS 1800 feet (550 m)
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Instrument Approach
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Procedure (IAP).
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1 When determining the usability of an IAP, wind plus gust must be forecast to be within operating limits,
including reduced visibility limits, and should be within the manufacturer's maximum demonstrated
crosswind value.
2 Conditionalforecast elements need not be considered, except that a PROB40 or TEMPO condition below
the lowest applicable operating minima must be taken into account.
3 When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach
minima must be considered in determining ETOPS alternate minima.
4 For operations outside RoI, because of variations in the international metric weather forecasting
standards, 700m may be used in lieu of 800m.
*Runways at the same aerodrome that are separate landing surfaces. These runways may overlay or
cross in such a way that if one of the runways is blocked, it will not prevent the planned type of operations
on the other runway. Each runway shall have a separate approach procedure based on a separate
navigation aid.
Those published landing minima are based of full operations of all component and
visual aids associated with the particular instruments approach procedure being used.
If one or more components instruments or visual aids are inoperative or not in used,
the published landing shall be raised to the minimum values listed to the “component
out table” as prescribed minima (OM-A Chapter 9.5.1-C).
manufacturer.
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The MEL must contain restriction required for ETOPS operation stating:
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The ETOPS computerized flight plan for Garuda Indonesia format is the same as the
standard flight plan, but has specific additional data calculations required for ETOPS
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12.6.9 COMMUNICATION
ETOPS voice communications, such as VHF, HF, SATCOM, are available and
consider potential routes and altitudes needed for diversion to ETOPS Alternate
Airports. Where such facilities are in poor quality that voice communications is not
possible, another communication system such as ACARS and Telex will be available
to maintain communication for ETOPS flight.
END OF 12.6
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CHAPTER 13
13.1 GENERAL .................................................................................................................. 1
13.2 PLANNED OPERATING CONDITIONS ..................................................................... 1
13.3 FUEL SUPPLY ........................................................................................................... 1
13.4 EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT ............................................ 1
13.5 PREFLIGHT POLICY ................................................................................................. 1
13.6 INFLIGHT POLICY ..................................................................................................... 1
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01 Oct 2016
■ Page 1
OM – A 13. POLICY AND PROCEDURES OF FUEL
MANAGEMENT
Table of Content
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13.1 GENERAL
To support the global environmental program which directly related to safety and
efficiency, every effort shall be exerted not to carry or burn unnecessary fuel through
enhanced flight technical aspect such as CDP (Constant Descend Path), CDFA
(Continuous Descent Final Approach), CANPA (Constant Angle Non Precision
Approach), Low Drag Approach, etc., as long as conditions permit.
END OF 13.1
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For long distance flight the optimum altitude step schedule must be followed inflight
planning.
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Where the applicable data and/or procedures are not known, conservative
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END OF 13.2
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It shall be 5 (five) percent of the planned trip fuel or the fuel required from the point
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of in-flight re-planning based on the consumption rate used to plan the trip fuel, but
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in any case, shall not be lower than the amount required to fly for 15 (fifteen
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standard conditions.
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accordance with trip fuel, contingency fuel, destination alternate fuel and final
reserve fuel is not sufficient to:
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greater amount of fuel based on the assumption that such a failure occurs at the
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(a) To fly for 15 minutes at holding speed at 1500 feet above the aerodrome
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g. Discretionary Fuel
The extra amount of fuel to be carried at the discretion of the PIC.
The Captain may decide to take extra operational fuel, when short term incidentally
facts, events or an abnormal essential circumstance predicts the probability of a
delay (e.g. anticipated traffic delay, squall line passage, an arrival during peak
hours or in combination with low visibility procedures, any other conditions that may
delay landing of the aircraft).
Nevertheless, the cost of carrying extra fuel and the risk of a diversion should be
considered carefully.
It should also be realized that off-loading cargo in order to take extra fuel is
extremely expensive.
i. Block Fuel
The total amount of fuel on board the aircraft before starting the engines.
j. Takeoff Fuel
The block fuel minus taxi-out fuel
k. High / Low Consumption
For aircraft showing consistently high/low consumption, the computer flight
planning system has been programmed to apply high/low consumption
adjustments.
Note: Stations preparing manual flight plans will receive specific instructions by
telex on the percentage correction to be incorporated in the flight plans. This
message should be available during crew briefing.
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Chapter 20.
Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine-
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Chapter 20.4; or
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Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine
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calculation in paragraph (b)(1)(ii) of this section), the airplane also carries fuel
equal to 5% of the fuel specified above, to account for deterioration in cruise
fuel burn performance unless Garuda Indonesia has a program to monitor
airplane in-service deterioration to cruise fuel burn performance.
5) Fuel to account for holding, approach, and landing. In addition to the fuel
required by paragraph (b)(1) of this section, the airplane must carry fuel
sufficient to hold at 1500 feet above field elevation for 15 minutes upon
reaching an ETOPS Alternate Airport and then conduct an instrument approach
and land.
6) Fuel to account for APU use. If an APU is a required power source, Garuda
Indonesia must account for its fuel consumption during the appropriate phases
of flight.
END OF 13.4
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Taxi Fuel
Trip Fuel
Contingency Fuel
Final Reserve Fuel
Destination Alternate Fuel
Additional Fuel (if required)
Discretionary Fuel (if any)
Extra Holding Fuel (if any)
Note:
If two alternates are required, the alternate demanding the highest amount
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During FMC pre-flight, enter final reserve fuel 30 minutes for international
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2 3 4
Approach
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Taxi Fuel
Trip Fuel
Contingency Fuel
2 hours normal cruise consumption and
include final reserve fuel
Additional Fuel (if required)
Discretionary Fuel (if any)
Extra Holding Fuel (if any)
Noise problems
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to tank extra fuel above the basic requirement, if this results in net cost savings.
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When the OAT during the ground stop at the next destination is expected to be
10 C or less and the difference between this OAT and the dew point is 2 C or
less, no economical tanking should be performed. This procedure is intended to
minimize the risk of rapid ice buildup on the wings due to the combination of
relative humid air and large amounts of cold fuel in the wing tanks, the so called
induced icing. In these cases the cost of de-icing can easily exceed the profit of
carrying economical fuel.
END OF 13.5
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unless—
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specifications when it might be used (from the earliest to the latest possible
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NORMAL PHASE Final reserve fuel plus equal or more than Alternate Trip (or
2 hours holding fuel if operate in isolated airport)
ABNORMAL PHASE Final reserve fuel plus less than Alternate Trip (or 2 hours
holding fuel if operate in isolated airport)
required.
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Entering the abnormal phase clearly poses a greater risk when bound for an airport
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with a single runway and/or unreliable weather conditions, than when heading for
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a multiple runway, well equipped, stable weather airport. All relevant factors such
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- 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.
When, having committed to land at a specific airport, the PIC calculates that any
change to the existing clearance to that airport may result in landing with less than
planned final reserve fuel, PIC shall advice the ATC regarding the situation by
declaring “MINIMUM FUEL”
Note: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome
options have been reduced to a specific aerodrome of intended landing and any
change to the existing clearance may result in landing with less than the planned
final reserved fuel. This is not an emergency situation but an indication that an
emergency situation is possible should any additional delay occur.
safe landing.
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Report remaining usable fuel in minutes and which action will be taken.
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CHAPTER 14
14.1 ADVERSE WEATHER / HAZARDOUS ATMOSPHERIC CONDITIONS ................... 1
14.1.1 SLIPPERY, WET AND CONTAMINATED RUNWAY ..................................... 1
14.1.2 TAIL- AND CROSSWIND RESTRICTIONS ................................................... 6
14.1.3 COLD WEATHER OPERATIONS / ICING CONDITIONS .............................. 6
14.1.3.1 GENERAL .................................................................................... 6
14.1.3.2 POLICY ........................................................................................ 7
14.1.4 THUNDERSTORM ........................................................................................ 8
14.1.5 TURBULENCE .............................................................................................. 9
14.1.6 VOLCANIC ASH CLOUDS .......................................................................... 11
14.1.7 HOT WEATHER CONDITIONS ................................................................... 12
14.1.8 TROPICAL CYCLONS ................................................................................. 12
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01 Oct 2016
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OM – A 14. ALL WEATHER OPERATIONS
TABLE OF CONTENT
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Damp:
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Surface is not dry but slightly wet; moisture on the surface does not give a shiny
appearance.
Visual moisture conditions are present on runway surface (water spots or
surface discoloration) but not fully soak.
Wet :
Runway is completely soaked with water and surface reflection may be present.
Wet runway has water depth of less than 3mm (1/8 inch).
Runway should be considered Wet if:
It is raining. (Light or moderate rain).
It has stopped raining recently but runway surface is soaked with water and
/ or surface reflection is present.
Reduce tire to ground friction, deceleration is affected.
Following table is wet runway equivalent for slush, wet snow and dry snow and
same performance will be applied with wet runway:
Boeing Airbus
Water 3 mm 3 mm
Slush 3 mm 2 mm
Wet Snow 3 mm 4 mm
Dry Snow 25 mm 15 mm
Slippery runway:
Condition of a runway that reduced Tire to ground friction, airplane deceleration
is affected.
Includes wet, ice or compacted snow.
Contaminated Runway:
A runway is considered to be contaminated when more 25% of the Runway
surface area within the required length and width being used, is covered by
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surface of water, more than 3mm deep or by slush, or loose snow, equivalent
to more than 3mm of water.
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The contaminants are lying on that portion of the runway where the high speed
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Reduce tire to ground friction and additional drag force (resist ability to
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Slush:
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Snow saturated with water that will splatter when stepped on. (approximate
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≥ 3mm (Air Bus) ≥ 2mm (Air Bus) ≥ 4mm (Air Bus) ≥ 4mm (Air Bus)
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During approach, when runway is reported wet or rain, PIC shall request runway
braking actions or braking coefficient for determining the flight techniques and
limitation course of action in accordance with the procedure stated in the FCOM
(Braking action effect on landing distance).
If PIC cannot obtain runway braking action/ braking coefficient, the table below
should be utilized to obtain the braking conditions. If doubted, select other R/W,
Hold or divert to Alternate.
Runway Surface Condition Braking Action
DRY -
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Damp Normal
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Water < 3 mm
Wet
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Water ≥ 3 mm
Slush ≥ 2 mm
Wet Snow ≥ 3 mm Poor
Dry Snow ≥ 15 mm
Heavy Rain
ICE NIL (or Unreliable)
NOTE:
When runway is wet, grooved RWY or RWY with porous pavement
has been shown to provide braking action approximately equivalent
to the following:
1 Light Rain : Braking Action Normal
2 Rain : Braking Action Good
Taxi Consideration:
Exercise extreme caution; Ramp and taxiways may be very slippery.
Jet blast consideration; may result ground personnel injury and equipment
damage.
Taxi speed shall be reduced to minimum, especially vacating the runway and
taxi lining up.
Landing Consideration:
Firm touch down within the touch down zone, avoid floating.
Ensure ground spoilers are fully extended at touch down.
To achieve minimum landing distance, consider using maximum manual
braking and maximum thrust reverser.
Never assume that the last 2,000 feet of the runway have the same braking
action as the touch down zone.
04. Slippery/Wet or Contaminated Runway Limitations
Takeoff and Landing Limitation: - Takeoffs are prohibited under the following
conditions,
When reported braking action is Unreliable/NIL.
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Conditions Values
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Wind Limitation : - For wind limitation, use wind data provided by tower.
- See FCOM.
05. Braking Action Definition
Normal: Maximum energy stops possible with little deterioration in certified
stopping distance. Includes maximum braking and use of speed brakes; does
not include reverse thrust.
Good: More braking is available than will be used in an average airline type
deceleration. If maximum energy stop were attempted, some distance in
excess of certified stopping distance would be expected.
Fair/Medium: Sufficient braking and cornering force is available for a well-flown
approach and landing using light braking. However, excess speed or long
touchdown would result in an extremely low safety factor depending on runway
length and crosswind component. Careful planning and good judgment are
required.
Poor: Very careful planning, judgment and execution are absolutely essential.
Crosswind becomes a primary consideration. While a safe and successful
approach, landing and stop can be accomplished if all factors are favorable, it
is necessary that care be exercised in every facet of the operation.
Unreliable/Nil: Operations not recommended. Extremely slippery with poor
directional control even while taxiing. This is the kind of report that could be
envisioned during a freezing rain condition if nothing were done to the runways
or taxiways.
In applying crosswind limitation on takeoff and landing, the Pilot In Command shall
use steady wind. For example: If surface wind is reported 20 knots gusting 25, the
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airplane may takeoff or landing if the crosswind limit stated in FCOM is 20 knots or
less.
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For N-1 ferry flights and abnormal runway conditions, more stringent tail- and
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crosswind limitations are applicable, which are given in the relevant FCOM.
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in degrees true, whereas the runway direction on landing charts is given as degrees
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magnetic. Therefore the runway direction should be converted to degrees true (or
the wind to degrees magnetic) when computing crosswind components.
For reason of simplification, winds in reports from the tower are presented in
degrees magnetic and can be used directly with the magnetic runway direction.
Water droplets are present in all type of clouds, even at temperature well below
freezing level. The convective cloud cumulus and cumulonimbus generally carry
greater amounts of super-cooled water than other types of clouds. These droplets
freeze instantly on airplane, forming a layer of clear ice.
The amount of super-cooled water in the atmosphere decrease rapidly with
temperature, where the worst icing may be expected in temperature between 0ºC
and -15ºC.
Attention is drawn to the possible magnitude of orographic effect on icing
conditions. Severe icing may exist on the very low temperature when a well-
developed warm front associated with air-mass crosses high ground.
The Pilot in Command has the final authority whether de-icing / anti-icing is
necessary. His request shall supersede the ground crew’s judgment.
Before takeoff, PIC shall take on to account:
weather conditions,
taxi times,
hold over times, and
other relevant factor.
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Whenever the PIC is doubtful about the airplane’s icing condition, visual inspection
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PIC shall bear in mind that the following factors can reduce the hold over time:
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Very low fuel temperature with full or nearly full fuel tanks.
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Flight crewmember member shall assure that prior to each flight all safety critical
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items that are susceptible to icing condition are thoroughly inspected during crew
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14.1.3.2 POLICY
a. No person may dispatch or release an aircraft, continue to operate an aircraft
en-route, or land an aircraft when in the opinion of the pilot in command or flight
operations officer (domestic and flag air carriers only), icing conditions are
expected or met that might adversely affect the safety of the flight.
b. No person may takeoff an aircraft when frost, ice, or snow is adhering to the
wings, control surfaces, propellers, engine inlets, or other critical surfaces of
the aircraft or when the takeoff would not be in compliance with Paragraph (c)
of this section. Takeoffs with frost under the wing in the area of the fuel tanks
may be authorized by the DGCA.
c. Except as provided in Paragraph (d) of this section, no person may dispatch,
release, or takeoff an aircraft any time conditions are such that frost, ice, or
14.1.4 THUNDERSTORM
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Thunderstorms are associated with a number of phenomena, which justify the advice
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a. Gust
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A gust is a sudden and short-lived increase in wind speed. It may affect airplane
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attitude during flight, and under extreme conditions may damage airplane parts or
structure.
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b. Turbulence
Turbulence consists of an irregular series of short and long-term deviations from
the normal wind velocity and directions.
c. Lightning Strike
The light flash, accompanying a lightning strike may temporarily blind cockpit crew,
particularly at night. It may be prevented by turning cockpit light to full bright.
Lightning strike can damage airplane structure, and cause instruments,
compasses, antenna or radio become unreliable.
Special inspection including compass check shall be carried out upon landing
following a lightning strike. A lightning strike is an operational incident, and cockpit
crew shall make report and AML entry.
d. Static Discharge
When flying through clouds and precipitation, static electricity is formed on the
airplane, causing typical cracking on the radio. In darkness, small sparks may be
noticed within the windshield (St Elmo’s fire).
e. Hail
Hail, especially large hailstones may cause considerable damage to an airplane.
They usually found in continental and tropical areas during the warmer part of the
year, as may also present under the overhang of a thunderstorm.
14.1.5 TURBULENCE
Turbulence is defined as a disturbed irregular flow of air with embedded irregular whirls
or eddies and waves. An airplane in turbulent flow is subject to irregular and random
motions, while more or less maintaining its intended flight path.
PIC shall assess the meteorological condition in respect of turbulence expectations
during flight for better preparations in the cabin. Refer OM-A Chapter 16.5.5: use of
seat belt for passenger and Flight Attendant.
a. The intensity specifications for turbulence reporting are defined as follows:
Light
Slights discomfort.
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Severe
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Abrupt changes in airplane attitude and/or altitude. The airplane may be out of
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are forced violently against seat belts. Loose objects are tossed around.
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High level turbulence (normally above 15.000 feet ASL) not associated with
cumuliform cloudiness, including thunderstorm should be reported as CAT
preceded by the appropriate intensity, or light or moderate chop.
Abrupt changes of wind direction in a sharp trough-line may cause considerable
turbulence, and a change of flight level shall normally alleviate the problem.
CAT may be expected on the upper side of a sloping tropopause. A severe
CAT can caused by large horizontal and vertical shears of wind speed in the
transition zone between cold and warm air masses as well as at the tropopause
associated with jet stream.
These areas of turbulence are normally shallow, narrow and extended patches,
which move with the wind.
PIREPs Relating to Turbulence
When encountering turbulence, pilots are urgently requested to report such
conditions to ATC as soon as practicable. The PIREPs should state:
Aircraft location;
Time of occurrence in UTC;
Turbulence intensity;
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Type of airplane;
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Duration of turbulence.
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Wake turbulence:
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upper surface of the wing. The pressure exchange causes counter rotating
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The vortex generator begins on rotation when the nose wheel lifts off the
ground and ends, when the nose wheel touches down on landing. In condition
with very weak or calm winds, the remaining vortices from a landing airplane
may last up to 5 minutes or more (see FRG 9.3).
ICAO defines wake turbulence categories in relation with the airplane maximum
takeoff weight:
- SUPER (J) : Airbus A380-800 is categorized as super.
- HEAVY (H) : airplane with max. takeoff mass in excess of 136.000 Kg.
The B-757 type, although has MTOW less than 136 tons, is
creating vortices as strong as real heavy airplane.
Therefore, B-757 is considered as heavy airplane.
- MEDIUM (M): airplane with maximum takeoff weight between 7.000 Kg and
136.000 Kg.
- LIGHT (L) : airplane with maximum takeoff weight up to 7.000 Kg
L 3 Nm
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interval, the following minimum time separation shall apply behind “Heavy”
airplane:
- 2 minutes, when followed by a “Medium” airplane;
- 3 minutes, when followed by a “Light” airplane.
- Avoid excessive use and riding airplane brake. Allow the aircraft to accelerate,
then brake to a very slow taxi speed and release the brake completely.
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Takeoff
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Consider to use alternate takeoff procedures (No Packs Takeoff, improve climb
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performance, etc.)
- Observe fuel temperature limitations.
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- When operating in a series of short flight where the use of aircraft braking is
significant, consider to use inflight cooling few minutes after airborne.
Landing
- conditions permitting on long and dry runway, reverse thrust may be used as
the primary method of slowing the airplane, with manual braking start at lower
speed in preference to the auto brake system.
- When the use of auto brake necessitate, select lowest deceleration feature.
- Extending gear a few minutes early in the approach may provide sufficient
cooling for landing with cool tires and brakes.
- Close adherence to recommended landing roll out procedures will ensure
minimum brake temperature build up.
- Close monitor heavy landing weight against brake temperature when the use
of quick turnaround chart is required.
violent phenomena generally occur well below normal cruising levels, the chance of a
forced descend due to decompression, for example, shall be accounted for.
The TC formations normally occur over the ocean when barometric pressure is low
(summer), moving toward and dissipate overland. The center of TC usually move as
low as 10-20 knots, but sudden changes in moving speed and directions might occur.
The area of strongest turbulence with respect to tropical cyclone position cannot be
predicted mathematically, therefore, depending on the extra distance involved in
circumnavigating, flight crewmember shall pass well in front of the TC as the air behind
it tends to be more disturbed and turbulent.
Avoidance is the guiding principle during flight planning and flight executions:
Basically avoid flying over TC;
Never fly through TC at low level (decompression);
Flight Planning:
Route: The route shall be planned minimum 60 Nm away from TC boundary.
Destinations: Dispatching rules and weather minima applies.
Alternate:
Alternate and route to the alternate which lies within 120 Nm from the TC
track shall not be selected.
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If the alternate is situated in the area where the TC has passed, airport
operations may be affected by possible damage. It is advisable to select
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CHAPTER 15
15.1 INTRODUCTION ........................................................................................................ 1
15.2 TYPES OF INCAPACITATION ................................................................................... 1
15.3 RECOGNITION OF INCAPACITATION...................................................................... 1
15.4 ACTION TO BE TAKEN WHEN PILOT INCAPACITATE ............................................ 1
15.5 ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATE ................... 1
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OM – A 15. INCAPACITATION OF CREWMEMBER
TABLE OF CONTENT
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15.1 INTRODUCTION
Crewmember incapacitation is defined as any condition which affects the health of
crewmember during the performance of duties associated with the duty assigned to
him/her which renders him/her incapable of performing assigned duties, either total
or partial incapacitation which does not allow the fulfillment of duties in normal way.
In-flight incapacitation is a valid safety hazard and has already caused many
accidents. Incapacities have occurred more frequently than other emergencies
which are the subject of extensive training (engine fail, cabin fire, etc.)
END OF 15.1
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low level sugar) and others belong to the more serious causes of a sudden
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END OF 15.2
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If any of these are present, incapacitation must be suspected and action taken to
check the state of a crewmember.
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dispatcher/RGW/OCC.
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incapacitated crewmember;
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Arrange medical assistance after landing – giving as many details about the
condition of the affected crewmember as possible.
Third Step
Prepare for landing (cockpit and cabin), but do not press for a hasty approach;
Perform approach checklist earlier than normal (request assistance from
other crewmembers or “Capable” persons);
Request radar vectoring and make an extended approach, where possible,
to reduce workload;
For landing, do not change seats – fly airplane from the position remaining
crew were assigned to;
Organize work after landing, and this shall include:
Depending on the situation, a change of seat for taxiing in, but only after
the airplane has come to a complete stop;
Having the incapacitated crew member offloaded and to the ambulance
as quickly as possible;
Arrange for the parking of the aircraft.
Complete the air safety reporting and other required form.
END OF 15.4
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Second Step
Take care of the incapacitated crewmember by trying to provide first aid
treatment with prior consultation if (and ask for presence) doctor or other
medical persons are aboard;
Whenever feasible, a GA (GSM) doctor must be contacted, even when a
medical doctor or nurse is onboard. This can be done via the flight
dispatcher/RGW/OCC.
Arrange a landing as soon as practicable after considering all pertinent factor
(condition of the incapacitated, remaining flight time and suitability of en-route
airport for emergency landing);
Arrange medical assistance after landing - giving as many details about the
condition of the affected crewmember as possible.
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Third Step
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Prepare for landing (cockpit and cabin), but do not press for a hasty approach;
Depends on the situation, have the incapacitated crew off-loaded from the
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CHAPTER 16
16.1 GENERAL ................................................................................................................. 1
16.2 COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FLIGHT
ATTENDANT ............................................................................................................. 1
16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING .................................. 1
16.3.1 CABIN READY REPORT ............................................................................... 1
16.3.2 EMERGENCY EQUIPMENT .......................................................................... 2
16.4 FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING ......................... 1
16.5 FLIGHT CREWMEMBER AND FLIGHT ATTENDANT INFLIGHT SAFETY
PROCEDURES ......................................................................................................... 1
16.5.1 URGENT INFORMATION .............................................................................. 1
16.5.2 SMOKING ON BOARD .................................................................................. 1
16.5.3 GROUND STOP WITH PASSENGER ON BOARD (TRANSIT) ..................... 1
16.5.4 FUELING WITH PASSENGERS ARE EMBARKING, ON BOARD OR
DISEMBARKING ........................................................................................... 2
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16.5.5 USE OF SEAT BELTS FOR PASSENGER AND FLIGHT ATTENDANT ....... 4
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TABLE OF CONTENT
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16.1 GENERAL
Where required and as dictated by the DGCA, the Emergency Evacuation Procedure
demonstration, either fullpartial shall be conducted in accordance with Appendix A of
CASR 121.The Emergency Evacuation Procedure demonstration either full or partial
on each type and model of airplane that Garuda Indonesia operate, shall be conducted
in accordance with CASR 121.
a. Full Emergency Evacuation procedure demonstrate the evacuation of the full
capacity, including crewmembers, in 90 seconds or less.
b. Partial Emergency Evacuation Procedure demonstration not requiring
passengers and observed by the DGCA, in which the flight attendants for that
type and model of airplane, using Garuda Indonesia's operating procedures,
open 50 percent of the required floor-level emergency exits and 50 percent of
the required non floor-level emergency exits whose opening by a flight
attendant and deploy 50 percent of the exit-slides. The exits and slides will be
selected by the DGCA and must be ready for use within 15 seconds.
Legal provision requires all crewmembers not to perform any activities during critical
phase of flight other than those required for the safe operation of the airplane.
This means that all flight attendants shall, in the critical phases during taxiing and prior
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shall, if necessary firmly and politely refuse service request by the passengers.
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The flight attendants shall in this flight phase’s refrain from distracting the flight
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END OF 16.2
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- When the aircraft has been left unattended by flight attendants for any period of
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time.
Deficiency of flight safety equipment must be reported to cockpit crew via FA-1, to be
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With respect to security reasons, the reporting shall be done via interphone. Refer to
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(b) Rafts/Dinghies
There are two types of raft in Garuda’s aircraft:
1) Slide Raft
The A330 and B777-300ER airplane are equipped with door mounted slide,
which functions as life raft. The size of slide raft and its capacity is determined
in accordance with the type of door, and they shall be assured to have be able
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to carry all passengers when making emergency landing on water. The life raft
shall not be removed from airplane unless for maintenance inspections. Refer
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For a flight over routes on which the airplane may be over water and at more
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NM), whichever is the lesser, after January 1st, 2018, on all airplanes of a
maximum certificated take-off mass of over 27 000 kg, must be installed an
underwater locating device operating at a frequency of 8.8 kHz. This automatically
activated underwater locating device shall operate for a minimum of 30 days and
shall not be installed in wings or empennage.
The legal requirement for protective breathing equipment is fulfilled with at least
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one in the cockpit and the PBE location in the aircraft have to be located within 3
feet from each required fire extinguisher locations. Refer FCOM/OM-B2 for details
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Portable Fire Extinguisher is a Halon type of which, when discharged will minimize
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Number and location of Portable Fire Extinguishers are described in FCOM or OM-
B2 chapter 7.
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All aircraft shall be equipped with at least one crash axe or crow bar located in the
flight deck.
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(l) Flashlight
All Aircrafts shall be equipped with a flashlight (torch) at each crewmember station.
END OF 16.3
END OF 16.4
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electronic.
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No person may tamper with, disable, or destroy any smoke detector installed in any
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airplane lavatory.
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When passengers are onboard during transit, the safety precaution shall be complied:
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(a) Cockpit
At least one flight crewmember must be in the cockpit, and:
The “FASTEN SEATBELT” sign must be off.
The “NO SMOKING “sign must on.
Cockpit door closed.
(b) Cabin
The minimum FA required to be on board the aircraft shall at least half the standard
complement on the type rounded down to the next lower number in the case of
fractions, but never fewer than one, provided:
Aircraft engines are shut down.
At least one floor level exit is open for passenger deplaning when necessary.
The FA-1 or acting delegate shall at all times capable of handling
communications, handling emergency procedures and initiating an evacuation.
FA-1 shall ensure that:
The flight attendants shall be spaced throughout the cabin to provide the most
effective assistance for the evacuation in case of an emergency.
At all times including crew change, one flight attendant is present close to each
assigned exits.
On short absence of FA-1, the tasks may be delegated to other FA, but the
responsibilities remains.
Loading bridge, stairs or clear area shall be provided by ground staff for
possibilities of rapid disembarkation.
Passengers are regularly checked to unfasten seatbelts and refrain from
smoking.
Cabin lighting is sufficient to identify emergency exits.
Catering and cleaning activities in the cabin are conducted in such a way not
creating hazards.
Assigned emergency exits are not obstructed.
When situation require, a rapid disembarkation using loading bridge or stairs
must be initiated. Use of inflatable slide shall be considered only in case of fire.
provided:
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Provides notification to the flight crewmember onboard the aircraft when fueling is
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PIC brief the Flight Attendants, and shall ensure that the following crewmembers
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are on board:
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Technician:
Whenever a situation arises which endangers the safety of the occupants, he will
alert the crew directly or via interphone.
Note:
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*due to the limitation from Boeing that prohibit to open the aft service door while APU
is running, so on B737-8 refueling with passengers on board or disembark or
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embarking can only be done when catering service is completed and the area is clear.
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The primary escape route for passenger at the upper deck is via the main deck. Where
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a choice between ramp cq. Stairs and clear area is given normally a boarding ramp or
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stairs will be placed. Only in case of incidental shortage of equipment a clear area for
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slide deployment may replace a boarding ramp or stairs behind the wing. In this case,
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the crew will be informed before or upon arrival so that the FSM/FA-1 can brief the
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When entering turbulence is expected, the “Fasten Seat Belt” sign shall be
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Light Turbulence
- Flight attendant make announcement to passenger
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- Flight Attendant shall check that all passengers have their seat belts
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- Flight Attendant shall check that baggage and personal electronic devices
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END OF 16.6
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END OF 16.7
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Travel sleeping device only used by children who travel in economy class.
Weight and dimension of travel sleeping device must follow cabin baggage
standard and can be stowed under the passenger seat.
Cannot be used in emergency exit seats.
Must be put at the windows seats.
Inflation device for travel sleeping device which use battery should meet lithium
battery requirements.
Not allowed to be inflated during taxi, take-off and landing.
The inflation may be performed after take-off and seatbelt sign is off.
When aircraft on decent the travel sleeping device shall be deflated.
The Device must be properly installed and secured so it wouldn’t move around and
or detached in case of turbulence
Only one device per seat and cannot combined or modified to occupy several seat.
Does not interfere/disturb another passenger.
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END OF 16.9
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CHAPTER 17
17.1 PASSENGER ANNOUNCEMENT POLICY ............................................................... 1
17.2 PASSENGER BRIEFING ........................................................................................... 1
17.2.1 PRIOR TO EMBARKATION ........................................................................... 1
17.2.2 PRIOR TO FIRST AIRCRAFT MOVEMENT .................................................. 1
17.2.3 PRIOR TO TAKEOFF..................................................................................... 1
17.2.4 CLIMB AND CRUISE ..................................................................................... 2
17.2.5 PRIOR TO LANDING ..................................................................................... 2
17.2.6 AFTER LANDING ........................................................................................... 3
17.2.7 EMERGENCY SITUATION ............................................................................ 3
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END OF 17.1
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Observation of the “ NO SMOKING “ signs which have remained switched on, the
airplane being on the ground, prohibition of smoking during flight;
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Backs of the seat in the upright position and tray tables are stowed;
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Ban of the operation of any portable electronic device that can adversely affect the
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This briefing can be done by using video safety demonstration or manual safety
demonstration.
Video Demonstrations
When video demonstration is displayed, the designated FA shall monitor demo
progress and be ready to assist for manual demonstration when required.
Manual Demonstrations:
The use of safety belts, including how to fasten and unfasten,
The location and use of oxygen equipment when the flight is operating above
25.000 feet. When demonstration is performed after takeoff, it shall be completed
prior to reach 25.000 feet.
The location and use of life vest when the flight is operating over water and at a
distance of more than 50 NM from shore, or to takeoff or landing at an aerodrome
where the takeoff or approach path is so disposed over water that in the event of
emergency, ditching is imminent. If over water portion immediately follow the
takeoff, the demonstration shall have done before takeoff.
Note:
Additional Briefing
If there is a passenger who may need the assistance of another person to move
expeditiously to an exit in the event of an emergency, before each takeoff an assigned
flight attendant shall conduct an individual briefing of such person. In the briefing the
required crewmember shall;
Brief the person and his attendant, if any, on the routes to each appropriate exit
and on the most appropriate time to begin moving to an exit in the event of an
emergency; and
Inquire of the person and his attendant, if any, as to the most appropriate manner
of assisting the person so as to prevent pain and further injury.
Note:
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This additional briefing do not apply to a person who has been given a briefing before
a previous leg of a flight in the same aircraft when the crewmembers on duty have
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After takeoff, the passenger shall be briefed either verbally or by switching on or off
the illuminated signs on the smoking ban, and the use of safety belts. The passenger
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shall be advised to keep the seatbelt fastened when seated, despite the “FASTEN
SEAT BELT” sign has been switched off.
END OF 17.2
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CHAPTER 18
18.1 GENERAL .................................................................................................................. 1
18.2 MINIMUM EQUIPMENT LIST (MEL) .......................................................................... 1
18.3 ATTENTION TO FLIGHT CREWMEMBER ................................................................ 1
18.4 ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER ........................................ 1
18.5 COORDINATION ....................................................................................................... 1
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01 Oct 2016
■ Page 1
18. INOPERABLE INSTRUMENTS AND
EQUIPMENTS
OM – A TABLE OF CONTENT
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18.1 GENERAL
No person may takeoff an airplane with inoperable instruments or equipment installed
unless the following conditions are met:
The airplane is operated under all applicable conditions and limitations contained in
the Minimum Equipment List and the operations specifications authorizing use of the
Minimum Equipment List.
END OF 18. 1
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The aircraft shall not depart with the defect that has not been processed in accordance
with the MEL.
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The dispatch directive in the MEL is applicable until commencement of the takeoff run.
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If dispatch within the limitations of the MEL is not possible consult Maintenance Control
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Center or Chief Pilot where specific assessment will be performed to obtained dispatch
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System numbers are based on the Air Transport Association (ATA), where
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END OF 18.2
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END OF 18.3
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18.5 COORDINATION
Good and concise coordination among Maintenance Personnel, Pilot in Command and
Flight Dispatcher shall be exercised when dispatching the aircraft with technical
deficiency that affecting one of the following:
Ground Handling (Loading, Fuelling, Servicing, etc.);
Flight Planning;
Flight Execution (workload, etc.)
END OF 18.5
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CHAPTER 19
19.1 REVENUE NON SCHEDULED FLIGHT .................................................................... 1
19.1.1 GENERAL...................................................................................................... 1
19.1.2 FUEL CARNETS............................................................................................ 2
19.1.3 WEATHER MINIMA ....................................................................................... 2
19.1.4 ROUTE AND AIRPORT QUALIFICATION ..................................................... 2
19.2 NON-REVENUE FLIGHT .......................................................................................... 1
19.2.1 TEST FLIGHT ................................................................................................ 1
19.2.2 TECHNICAL FERRY FLIGHT ........................................................................ 4
19.2.3 PROVING FLIGHT......................................................................................... 4
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■
16 Jan 2017 Page 1
OM – A 19. SPECIAL FLIGHT
TABLE OF CONTENT
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practicable, this should be done before the flight, otherwise at an early stage of the
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flight. Deal all problems related to that particular group through the group leader.
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The PIC of a non-scheduled flight shall be fully briefed on all particulars of the route
concerned. This same information will also be made available to slip crews or station
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A flight normally used to transport the President and/or the Vice President of the
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END OF 19.2
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changed the flight characteristics or substantially affected the flight operation of the
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03. PROCEDURES
Test flight normally terminates at the departing station, but if due to operational
reasons, it may end up at other than the departing station.
Test flight maneuvering should be conducted in day VMC weather. Takeoff and
Landing minima is in accordance with the published circling approach minima
for the particular aircraft.
Test item should be thoroughly discussed between the test Flight Crewmember
and the designated aircraft engineer before the flight.
The test items sequence should follow an established Test Flight Report Form
Published by the Maintenance & Engineering Division.
Test flight result analyses should be carried out by the PIC in cooperation with
the designated aircraft Engineer in charge.
Note: FA may be on board for entertainment and service system function check as
required.
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STABILIZER - Horizontal stabilizer, either one or both
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FLAPS A
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Flight Crewmembers will be informed within 2 days before commencing test Flight.
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On the same calendar day, before and after commencing the test flight, The Flight
Crewmembers shall not be scheduled to perform any other Flight Duty Assignment,
including simulator training.
CCP
FIA/ FIS
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Apart from the assigned cockpit crew members, generally no cabin personnel or
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When the Captain has the impression that leaving the originally scheduled flight
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attendant behind might be over restrictive for a particular case, exemption may be
requested from chief pilot or his deputy.
characteristics.
No passengers may be carried in an aircraft during proving tests, except for those
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needed to make the test and those designated by the DGCA. However, mail, express
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CHAPTER 20
20.1 DEFINITIONS............................................................................................................. 1
20.2 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED ............. 1
20.3 APPLICATIONS ......................................................................................................... 1
20.4 REQUIREMENTS FOR CREW AND PASSENGER ................................................... 1
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■ Page 1
OM – A 20. OXYGEN REQUIREMENT
TABLE OF CONTENT
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20.1 DEFINITIONS
FULL DEMAND SYSTEM : With the control lever in “100% OXYGEN”, position
the oxygen system delivers supplementary oxygen.
END OF 20.1
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20.3 APPLICATIONS
Protective oxygen: Must be used when smoke, fumes or vapor contaminates cabin
air, or expected to be so.
Supplemental oxygen:
At cabin altitude above 10.000 feet up to and including 12.000 feet, continuous
oxygen must be provided for and used by active flight crewmember and must be
provided for other crewmember for that part of the flight at those altitude that is
more than 30 minutes duration.
When cabin altitude is above 12.000 feet, oxygen must be provided for and used
by active flight crewmember and must be provided for other crewmember during
the entire flight at those altitude.
- The enlarged flight crewmember shall be accounted for, while dead heading
flight crewmember shall be considered as passenger for the purpose of
supplemental oxygen requirements.
When operating at flight altitude above 10.000 feet MSL, the oxygen supply must
not be less than 2 hours supply for each flight crewmember on duty.
- The required two hours supply is that quantity of oxygen necessary for a
constant rate of descends from aircraft’s maximum certified operating altitude
down to 10.000 feet in ten minutes followed by 110 minutes at 10.000 feet.
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The required of two hours supply mentioned above is excluding the oxygen that
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will be used to fulfill the requirements when one pilot shall put on and uses oxygen
as mentioned below:
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- If flight is conducted above FL 410 one Pilot at the control of the aircraft shall put
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- If for any reason at any time it is necessary for one pilot to leave his station at the
control of the airplane when operating at altitude above FL 250, the remaining
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pilot at the control shall put on and use his oxygen mask as supplemental oxygen
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feet which is able to descend to 10.000 feet within 10 minutes, the amounts of
passengers oxygen required are as follow:
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(i) For flight at cabin altitude 10.000 feet, up to and including 14.000 feet, enough
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oxygen for that part of the flight at those altitudes that is of more than 30
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(ii) For flight at cabin altitude 14.000 feet, up to and including 15.000 feet, enough
oxygen for that part of the flight at those altitudes for 30 percent of the
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passengers.
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(iii) For flight at cabin altitude above 15.000 feet, enough oxygen for each
passenger carried during the entire flight at those altitudes.
Incase loss of pressurization and the cabin altitude would be above 10.000 feet,
the aircraft will descend (emergency descend) to 10.000 feet or minimum safe
altitude whichever is higher.
If due to higher Minimum Safe Altitude / MORA and descending to below such
acceptable altitude is not possible, the special procedures have been laid down to
exit the situation in order to the aircraft can continue at the pressure altitude that
will allow continued safe flight and landing. (e.g: escape route over Teheran
Airspace, TIM-DJJ vv), Or PIC shall find alternative route with lower safe altitude
that will allow continued safe flight and landing.
END OF 20.4
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CHAPTER 21
21.1 GENERAL .................................................................................................................. 1
21.2 DANGEROUS GOODS .............................................................................................. 1
21.2.1 GENERAL ................................................................................................... 1
21.2.2 POLICY....................................................................................................... 1
21.2.3 SAFETY PRECAUTION .............................................................................. 2
21.2.4 RESPONSIBILITIES ................................................................................... 2
21.2.5 DANGEROUS GOODS LIMITATION .......................................................... 3
21.2.5.1 ACCEPTABLE DANGEROUS GOODS ........................................ 3
21.2.5.2 FORBIDDEN DANGEROUS GOODS .......................................... 3
21.2.5.3 DANGEROUS GOODS IN OPERATOR’S PROPERTY ............... 3
21.2.5.4 DANGEROUS GOODS IN EXCEPTED QUANTITIES.................. 4
21.2.5.5 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW . 4
21.2.5.6 LITHIUM BATTERIES .................................................................. 7
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21.1 GENERAL
Special load is the collective indication for those commodities, which, due to their
nature or value, require special attention and treatment during acceptance, storage,
transport and/or stowage.
This chapter describes more detail about Special Load which consists of, but not
limited to:
Dangerous Goods
Live Animals
Carriage of arms
Strongly smelling (obnoxious) cargo
Human Remains
Perishable Cargo (including food stuffs)
Valuable cargo
Living Human Organs and blood shipments
Aircraft on Ground (spare parts)
Undeveloped Film
These commodities must be mentioned on the special load notification to Captain
(NOTOC), unless stated otherwise. NOTOC must be completed in English.
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21.2.2 POLICY
In carrying dangerous goods, Garuda Indonesia classifies items as follows:
A. Dangerous Goods as Cargo
Dangerous Goods as cargo are accepted, as long as conform to all procedures
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Unloaded Firearm, with caliber of equal to or less than 9 mm are not permitted in
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the aircraft cabin. They must be placed in the Security Item Container provided for
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D. Cartridges or Bullets
cartridges or bullets might be carried on aircraft as baggage and/or cargo:
1. Cartridges or Bullets as Baggage
Cartridges or Bullets carried as Baggage is usually associated with a
certain passenger for a respective flight. Therefore, they will be treated as
Security Item (SECIT).
They must be placed in a bullet box and to be put inside Security Item
Container (SIC) provided on each aircraft.
The maximum amount of cartridges or bullets that can be carried in a flight
is 12 bullets per passenger with overall total of 100 cartridges or bullets per
aircraft.
For detailed procedure please see Operation Manual Part A chapter 21.4.
21.2.4 RESPONSIBILITIES
To be allowed to transport Dangerous Goods, both shipper and operator must have an
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approval from the Authority. To get this approval they must make clear that the safety
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requirement have been met and that personnel is properly trained and will receive
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recurrent training.
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Dangerous goods that may be carried on aircraft as cargo provided they are properly
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Dangerous goods that are considered to be too hazardous for transport by air must be
specially taken care to ensure that such goods are not accepted for transport. These
goods are mentioned in the IATA DGR.
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Note:
Security type attaché cases are totally forbidden
1. The term ‘medicinal or toilet articles’ is intended to include such items as hair
sprays, perfumes, colognes and medicines containing alcohol
2. Operator approval required for checked baggage only
Garuda aircraft are provided with dangerous goods kit, which should be used by the
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flight attendant when confronted with dangerous goods problem in the cabin.
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Absorbent material
2 pairs of gloves
2 polyethylene bags
4 binding strips
cabin of the aircraft. The spare batteries are not allowed as checked-in
baggage.
B. Smart Luggage
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Note:
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C. Power Bank
Power bank, which contain lithium ion cells, is classified as spare batteries, and
is only allowed in carry-on baggage and not allowed to put in checked baggage.
Power banks with maximum Watt-hour rating of 100 Wh (20.000 mAh) is allowed
to be carried by passenger or crew into aircraft cabin, while Power banks with
Watt-hour rating of 101 Wh up to 160 Wh (20.001 up to 32.000 mAh) is subject
to approval by Garuda Indonesia to be allowed carried into aircraft cabin.
and lithium batteries during the flight, either in the form of charging activities or
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21.2.6 CLASSIFICATION
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Class 1 : Explosives
Class 2 : Division 2.1 – Flammable gas
Division 2.2 – Nonflammable liquid, non-toxic gas
Division 2.3 – Toxic gas
Class 3 : Flammable liquid
Class 4 : Division 4.1 – Flammable solid
Division 4.2 – Substance liable to spontaneous combustion
Division 4.3 – Substance that in contact with water emit flammable gases
Class 5 : Division 5.1 – Oxidizer
Division 5.2 – Organic peroxides
Class 6 : Division 6.1 – Toxic substances
Division 6.2 – Infectious substances
Class 7 : Radioactive material
Class 8 : Corrosives
Class 9 : Miscellaneous dangerous goods
In some classes dangerous goods are divided into division. Class 1 is further sub
divided into compatibility groups indicated by a letter after the division number e.g.
1.4.S
21.2.7 LABELING
It is the shippers responsibility to take care of the proper labeling and marking of a
package, and the operator held responsible for checking this information.
A package must be marked with:
A proper shipping name and UN number e.g.’ corrosive liquid n.o.s (coprylyl
chloride) UN 1760;
A mark indicating that the packaging has been designed to the specification of and
tested in accordance with the instructions.
Hazard and handling labels
Name and address of the shipper and consignee.
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Class 2:
RFG Division 2.1 – Flammable gas (e.g. Butane)
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RNG
(e.g. Carbon dioxide or liquefied Nitrogen)
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Class 4
Division 4.1 – Flammable solid
RFS
(e.g. Celluloid, Matches)
Class 5
Division 5.1 – Oxidizer
A substance that may generally cause or stimulate the
ROX
combustion of other material by yielding oxygen.
(e.g. Potassium Chlorate, Calcium chlorate)
Class 6
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RIS
(e.g. Infectious substances, affecting humans)
Category II yellow
RRY TI not exceeding 1
Class 8 : Corrosives
RCM (e.g. Battery acids, mercury)
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In addition to the general requirements, the hazard label for radioactive material must
be marked with the contents, the activity and for category II and III yellow with the TI
of the package.
transport any baggage, cargo, transport devices or other items that may have
become contaminated.
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aircraft loading, a report shall be made to the appropriate authority of the state of
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Cargo shipments that is labeled with “Cargo Aircraft Only” label must not be loaded
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01. ACCEPTABILITY
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SMELLING, e.g.:
birds (fish/meat eating) Permitted only after permission from
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04. CLEANING
Each cargo compartment shall be thoroughly cleaned after carriage of animal.
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PET
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Carriage of pet in the passenger cabin is not allowed. Carriage of pet is accepted
as checked baggage or cargo and placed in the cargo compartment.
SERVICE ANIMAL
A service animal is not a pet, but rather an animal that is individually trained to
perform tasks that assist people with disabilities such as guiding people who are
blind, alerting people who are deaf, pulling wheelchairs, alerting and protecting a
person who is having a seizure, or performing other special tasks.
Service animal or guide animal usually guide dog that is trained to assist disabled
passenger (seeing-eye-dog).
Garuda Indonesia does not accept service animal or guide dog for transportation
in the cabin. However, the animal may be accepted as checked baggage in the
cargo hold.
Note: Passenger traveling with animal must contact Garuda Reservation for further
information.
BIRDS
Due to their activity, birds generate a large amount of heat. Lack of ventilation is
fatal.
A high mortality rate is caused by heat and suffocation, when large numbers of
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birds are carried with insufficient space between cages and boxes. Careful loading
and the best possible ventilation during flight and on the ground of utmost
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importance
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During the entire ground stop the light shall be on, but the lights shall be
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a. Goods for which no value is declared but which obviously security handling.
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b. Blank airline documents; e.g. MCOs, AWBs, tickets, etc. shipped to airline
offices/stations or General Sales Agents
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The Vienna Convention stipulates that the person of a diplomatic agent and his
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family members with include their personal baggage including cabin and
hold baggage is subjected to the same screening requirement with the
same manner as other passengers.
Garuda Indonesia ensure that material that is classified by appropriate
agencies of government shall be inspected only to the extent necessary to
ensure the absence of weapons or dangerous articles. If the safety of the
aircraft is put in doubt by carriage of classified material, it should not be
transported.
However, diplomatic pouches shall not be screened if:
a) Properly identified;
b) Transported in the possession of a diplomatic or consular couriers with a
valid passport.
The number, size and weight of the diplomatic pouches should be limited in
order to define the appropriate place to take it, whether on board or in the cargo
compartment. Also, an appropriate place on board should be define, according
with the size and weight of the diplomatic pouch.
d. Narcotics (drugs such as opium and derivatives), etc if required
All valuable cargo should be handled as separated category, distinct from regular air
cargo. Special service and protection should be provided to valuable cargo by carriers
and special charges should be provided to valuable cargo by carriers and special
charges should be applied to compensate for the expense of this special protection.
Details above value, contents, routing and storage must be kept confidential and only
those details which are absolutely necessary for handling purpose should be made
available to personnel directly involved.
Specific background check for staffs handling valuable cargo should be rigorously
applied.
For the sake of security the handling of valuable cargo shall be performed or
supervised by a special employee nominated by the Station Manager.
Dependent on the size of the consignments of valuable cargo they are carried:
Through the personal intermediary of the FSM/FA-1, or
On/in ULD (Unit Load Devices), or
Directly stowed on the compartment floor (allowed only on aircraft without ULD
systems).
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Shipment must always be effected through the FA-1, or in case of cargo flight through
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PIC.
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The shipment must be mentioned in the load message under the code LHO as follow:
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LHO/CREW.
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Cockpit crew must be informed by means of the NOTOC, showing the kind of organ in
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When cryogenic liquids, dry ice (in quantities not exceeding 2.5 kg) or other refrigerants
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are used for this type of shipment, loaded in the passenger cabin, prior approval shall
be obtained from the Station Manager.
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END OF 21.10
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END OF 21.11
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END OF 21.12
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END OF 21.13
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CHAPTER 22
22.1 GENERAL ................................................................................................................. 1
22.2 SPECIFIC GUIDELINES FOR CREWMEMBER ........................................................ 1
22.3 UNLAWFUL INTERFERENCE .................................................................................. 1
22.3.1 BOMB THREAT ............................................................................................. 1
22.3.2 HIJACK .......................................................................................................... 5
22.4 UNRULY OR DISRUPTIVE PASSENGER ................................................................ 1
22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL .................... 1
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01 Oct 2016
■ Page 1
OM – A 22. SECURITY
TABLE OF CONTENT
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22.1 GENERAL
01. INTRODUCTIONS
The security of international civil aviation requires that each State prepare plans
and procedures and make appropriate arrangements which together provide an
optimum level of security for normal operating conditions but are capable of rapid
expansion to meet any increased security threats.
The Garuda Security Program manual is produced to provide information
concerning overall security program of the company.
All, particularly operational related personnel must acquaint themselves about the
content of such manual and make sure that each and every one is having
responsibility to keep up sense of security in all aspects during their activity.
Under normal operating conditions, the security measures require cooperation
between States on one hand and between departments and agencies within a
State on the other. In conditions of increased security threats, particularly close
operation between States may be required.
An aircraft, which is being subjected to unlawful interference, shall endeavor to
notify the appropriate ATS units about the fact concerning significant
circumstances associated therewith and any deviation from the current flight plan
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necessitated by circumstances, in order to enable the ATS unit to give priority to
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02. GUIDELINES
No attempt has been made to formulate positive rules for coping with the unlawful
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In case of hijacking, the safety of passengers, and crew and the aircraft should
have priority over all other considerations.
Within this principle, the best ways and means to deal with a hijacker or a group
of hijackers is left to the discretion of the PIC.
An ICAO resolution in the Extra-ordinary ICAO assembly 01 June,1970 in
Montreal, stated :
“When an aircraft which has been unlawfully seized is at rest at an airport, the
competent authorities of the Contracting State in which the airport is situated
should not take any action to terminate the unlawful seizure of the aircraft
without taking into account, particularly, any wises that the PIC may have been
able to express and, if feasible, those of appropriate officials of the State whose
airline is operating the aircraft, full weight having will give to all relevant
circumstances and to the views of the airline. The safety of the passengers and
crew should be overriding considerations of those involved in reaching any
decision”.
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B. Scope
These guidelines apply to all Garuda Indonesia crewmember, both to full-time
and part-time personnel and to contract employees.
The Pilot in Command is not only responsible for flight operation, but also is the
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The Pilot in Command must remain calm and think logically when handling
aircraft irregularities or incidents. The following guidelines are recommended:
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Before takeoff:
Coordinate with the First Officer, FA-1, and/or Ramp Dispatcher/ Ground
handling, comprehend all details of passengers/ cargo loading as well as
security check are completed.
The Pilot in Command must make a security briefing to the Flight
Attendants when there is an alert situation.
Inflight:
Depend on the situation, the Pilot in Command should remind the Flight
Attendants to keep observant and to be alert at all time.
After landing:
Inform Flight Attendants to confirm passenger hand baggage which must be off
loaded from the aircraft.
Cooperate with Flight Attendants, ground handling personnel for safety
monitoring and the protection of aircraft and of occupants.
B. First Officer
Follow Pilot in Command instructions for security check of aircraft.
Perform cockpit security check and maintain cockpit door secured during
all phases of flight.
Coordinate with FA-1 and the ground staff (handling agent) in order to keep
the PIC informed of aircraft security and safety.
Follow instructions of PIC to assist flight attendants dealing with irregularity
events.
If the PIC authorizes the First Officer, or in case of emergency conditions,
he can assume security duties from PIC.
C. FA-1
Follow all instructions of the PIC and of the FO to ensure that the Flight
Attendants perform security duties.
Before Takeoff
Gather security and safety information from ground handling staff with
attention of details.
Report to PIC if there exists any indication or suspicion of abnormal safety
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or security events.
The brief from the PIC to the Flight Attendants should include safety,
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The arrangement and person in charge of the security check must be set
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Assist Flight Attendants to execute a security check in their duty area for
security.
Inflight
Provide assistance to Flight Attendants if they need and enquire whether
any abnormal situation exists.
The security briefing must be given to all passengers through PA and to
remind Flight Attendants to do all security checks before landing.
Report to the PIC the cabin condition and keep communications open with
the cockpit during flight.
After Landing
During pre-flight and transit, flight attendant shall keep an eye on those
authorized to enter the aircraft for pilfering and on security to ensure that
nothing is left which could endanger the aircraft.
Remind Flight Attendants to give assistance to passenger to remove hand
baggage from the aircraft.
D. Flight Attendants
Before Takeoff
Follow PIC and FA-1 instruction with regard to all security situation.
Perform the security check at assigned duty area with emphasis on the
following:
Concentrate on flammable liquids, explosive items or any substance
that could cause an accidents or incidents.
Check the galleys, lavatories, closets, overhead bins and under seats
for safety and security purposes.
Perform the security check with thoroughness and precaution. If there
is any abnormal or suspect object found, keep the item in the same
position as found and report to CA 1 immediately.
Observe passenger expressions, actions and carryon items during
boarding. If there is a person or goods that is suspicious, inform the FA-1
as soon as possible.
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The Flight Attendants shall accompany the officials of customs, the ground
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staff and the immigration officer for cabin checks and give assistance if
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needed.
Perform all regular duties as well as those assigned by FA-1.
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Inflight
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After Landing
Assist passenger to remove all hand baggage and personal belongings
from the aircraft to prevent sabotage.
For pilfering and security, the Flight Attendants shall keep an eye or
accompany the authorized who enter the aircraft to ensure nothing is taken
from the aircraft or is left behind which could endanger the aircraft.
Perform security check at assigned duty area and report any irregularities
found to FA-1.
During transit, coordinate with ground staff whether there are any
irregularities of Flight Attendants which remain on duty on the same flight.
The crewmembers must, as far as possible, follow the stipulated
procedures and guidelines. If that is precluded by the circumstances, each
crewmember may take immediate/direct action for the safety of the
passengers, crew and aircraft.
END OF 22.2
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100 meters from the aircraft and rescreened together with their carry-ons
before re-boarding;
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f). All hold baggage should be removed and reconciled with each passenger
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g). All cargo and catering supplies should be removed, screened or searched
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h). Coordinate with ATC for moving aircraft to the isolated aircraft parking
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position;
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i). The aircraft shall then be searched thoroughly by bomb disposal experts/
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f) Upon exiting the aircraft, passengers and crew should be isolated at least
100 meters from the aircraft and rescreened together with their carry-ons
before re-boarding;
g) All hold baggage should be removed and reconciled with each passenger
before being re-screened and searched if it is necessary, before being
reloaded;
h) All cargo and catering supplies should be removed, screened or searched
before being re-loaded on board;
i) The aircraft shall then be searched thoroughly by bomb disposal experts/
Police/ Security Personnel and should be assisted by .aircraft engineering
with using aircraft search checklist.
j) Canine or electronic sniffers should be used if available.
k) No crew member re-enter or attempt to re-enter the aircraft until clearance
is received from the authorities carrying out the bomb search.
C. RESPONSE TO BOMB THREATS TO AIRCRAFT IN FLIGHT
1. Aircraft During Airborne Position
If the threat to an aircraft in flight originates from the ground, this shall be
communicated to the flight after appropriate assessment. The communication
may be in plain language or by discreet code transmission.
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The following crew action should be taken:
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d) Ensure that ground staff and equipment are on standby at isolated area;
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e) Disembark and evacuate passenger and crew with their carry-on baggage
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c) Stabilize it in the position found so that it will not be able to move during
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d) Covered with polythene and then place pillows and wetted blankets and
other blast absorbent materials on and around it, making sure no wetted
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blanket touch the device, the item itself must be kept dry (hence the
polythene)
e) Disconnect non-essential power in the areas near the bomb
f) Move passengers as far away from the device as possible.
IF AN IMMEDIATE LANDING CAN NOT BE MADE
Flight crew should take the following steps:
If location and conditions of the explosives are known:
a) Contact OIC/ Local authority through Air Traffic Control or company
operations to get expert advice regarding the suspect device and
authorization for route deviation as appropriate;
b) Check passengers for Bomb disposal (BD) or Explosive Ordnance Disposal
(EOD);
c) Lowering the aircraft altitude (to MSA);
d) Maintaining cabin altitude;
e) Maintain the cabin temperature at the same level;
f) When within landing range of a suitable airport, reduce speed and put the
aircraft in landing configuration. Lower some degree of flap and the landing
gear to minimize structural load on the airframe should the device detonate;
g) When possible turn off electric power in areas near the device;
h) Aircraft directed to aircraft isolated parking position;
i) Follow guidelines on the ground.
Flight attendant should take the following steps:
a) Move passengers away from the area of the location;
b) Suspect not be opened;
c) Check to ensure that it is free to move;
d) Clear a route from the device to the Least Risk Bomb Location (Least Risk
Bomb Location), such as:
e) Compile hard luggage, soak blankets and place them at LRBL at least 25
cm;
f) Moving carefully the explosive device and put on them;
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g) Compile soak blanket, pillows, clothing and seat cushions with water and
place them on the such explosive device (in order to reduce the power of
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h) Move all personnel as far as possible from the Least Risk Bomb Location
(LRBL);
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m) Disembark passenger and crew by escape slide and without their cabin
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a) Whether the threat originated before or after take-off and if the threat could
have been discovered during the pre-flight search;
b) Precise details. In the case of a written threat, if the threat is very detailed
and if an intention to avoid casualties is present it is more likely to be a
genuine threat. If no clear reasons are mentioned, it is less likely that the
threat is genuine. If a suspect package is found, the threat should be
considered genuine until proved otherwise;
c) Whether there is a person on board who might attract a threat e.g.: political
figure;
d) Whether there are passengers who might be responsible for a threat e.g.:
deportee or inadmissible, rowdy;
e) If the incident is unique or part of a series of similar threats made to the
same air carrier or same location;
f) If the Pilot in Command doubts the truths about the threat, he/she should
consult with the ground to get a clear picture of the threat level of the air
carrier, States of departure and arrival.
22.3.2 HIJACK
1. BRIEFING AND COMMUNICATION
PIC as the in-flight security coordinator shall give briefing to flight attendants
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concerning code in communication if hijack occurred prior to boarding passenger.
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2. FLIGHT ATTENDANT
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a. Keep calm and don’t panic, aim to keep the passengers as quiet and as
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c. Keep passengers informed but do not tell about any deadlines which may have
been set.
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3. FLIGHT CREWMEMBER
During an act of hijacking flight crewmember should:
a. Keep calm and don’t panic
b. Attempt to get the aircraft on the ground
c. Communicate as effectively as possible using:
Aircraft voice, electronic, visual signals
Air traffic facilities and
Operator/ communications
d. Remain in the cockpit, ensure the cockpit door closed and locked position
e. Attempt cockpit area is sterile of hijacker
f. Implement appropriate flight crewmember procedure:
or anti-terror team.
(5). If allowed by anti-terror team flight crewmember disembark using by escape
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4. TACTICS
A. IN-FLIGHT TACTICS (IF HIJACKER IN THE COCKPIT)
a. Safety and security are primary objective
b. If at all possible, keep away the hijacker from the flight deck. Relay all
communications and request through the Flight Attendant or have the
hijacker use the interphone to talk to you.
c. As soon as possible prepare flight deck as follows:
Advice ground stations re-situation- set up transponder.
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only, if possible.
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h. People on the ground often have a larger picture and more experience.
Crewmember personnel should try to comply with instructions from the
ground, if possible. This will enable the Captain not to be seen as the
negotiator, particularly if unpopular decision is taken which could upset the
hijacker. This unpopular decision must be seen as coming from an outside
authority, not the crew. In-flight negotiations should concentrate on getting
the aircraft on the ground.
i. Have one crewmember talking to hijacker:
Use the great slow down
Calm him
Become neutral friend
Encourage hijacker to talk
Overload with questions, problems he must decide
Offer no technical advice
Provide plenty of beverages to create a bathroom need
Attempt to persuade hijacker to land and allow release of passengers
j. If entrance of hijacker to flight deck is unavoidable, attempt to have female
Flight Attendant accompany him:
Continue the great slow down
At night light up flight deck – to validate crew only – then dim lighting,
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No sudden moves explain actions & keep command.
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k. Insist his demand be within the capability of the aircraft and crew e.g.:
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a. After landing, the aircraft will be directed to a remote part of the airfield, but
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or any other reason, the aircraft Captain should ensure that permission is
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END OF 22.3
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law.
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Give staff full support to allow them to give evidence in court and treat
attendance at court as duty time and travel to court as duty trip.
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B. Definitions
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intoxicated.
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A Flight Attendant who suspects that a passenger is under the influence of drugs
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or alcohol should immediately inform the Ground staff. If there is a dispute with
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Ground staff whether a passenger may board the aircraft or not, the judgments &
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If passenger engages in disruptive behavior while the aircraft is still on the ground,
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name and address involved. This note must be preserved for possible use in
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the future.
The person in charge of the passenger list should also ensure that this list,
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including references to seat rows and numbers, are preserved. This will assist
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The following details should be noted by the PIC at the time of the incident:
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Aircraft registration.
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Note: For more details about Unruly Passenger refer to OM B2 Chapter 6.3
END OF 22.4
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Prior to accepting deportees or Inadmissible for carriage, the Station Manager shall
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consider the circumstances of the deportation, the risk to the safety of the aircraft
presented by the carriage and whether additional measures are necessary. The
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Station Manager must receive all reasons for the deportation from the authority.
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Escort Requirement
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officers escort him, provision available to adequately restraint him throughout the flight
and procedures in accordance with procedures to this manual, formal notification to
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The authorities that invoke the order of removal must also advised the
authorities at transit and destination airports;
For flights where transportation of multiple inadmissible passengers, the
security measures depend on risk assessment result;
Passenger(s) traveling under administrative control or subject of judicial e.g.
inadmissible passenger or deportee may travel with or without any escorts;
Before carriage as much information as possible is to be obtained about the
passenger to determine whether the passenger presents a risk to the security of
the flight and/or other passengers.
B. Deportee
Deportee (DEPO) is A person who has legally been admitted to a country by
its authorities or who had entered a country illegally, and who at some later
time is formally ordered by the authorities to be removed from that country;
Persons are deported for different reasons :
o They have been legally admitted to the country, but have committed a
punishable offence;
o They entered the country illegally and are without means of support and
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work permit.
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Those posing no threat to the safety of the flight. These may include individuals
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who have been deported due to violence of entry visa requirements e.g.
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overstaying, working whilst on tourist visa etc. and who are willing to travel and
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Those who may be a threat to the safety of the flight and / or whose carriage
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A full security check of the individual and his/her baggage must be done prior
to embarkation.
Below are the handling procedures for Deportee:
The carrier have the right of being informed the reason of deportation due to
their responsibility and obligation for safety and security of their passengers;
The PIC and FSM shall be informed as well the reason.
In the PIS (Passenger Information Sheet) state “DEPO” next to the name
documents after being processed will be handed to the escorted via FSM after
takeoff. In case of escorted deportee, the documents shall be handed to escort;
The Station Manager (or delegate authorized / qualified GA staff) shall assist
the deportee to aircraft and handed to FSM;
Notification shall be transmitted to connecting and destination by teletype.
D. Person In Custody
1. Escorting officer shall notify to a responsible representatives of the Garuda
Indonesia, three hours prior to departure;
2. Station Manager shall provide “PERMISSION FORM OF ESCORTING
CUSTODY” (FORM IZIN MEMBAWA TAHANAN). The form (see Annex V1)
must be filled by escorting officer, such as :
a). Escorting Officer Data
Full name of escort;
Personal number;
Job.
b). Prisoner Data
Full name of the prisoner;
Date of birth;
Sex;
Racial origin;
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Nationality;
Reason for Deportation;
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Passport Number
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about the passenger to determine whether the passenger presents a risk to the
safety of the flight and/or other passengers. Such information may include:
Full name of the person (including aliases).
Date of birth.
Racial origin and nationality.
Physical description (weight and height).
List identity documents held.
Reasons for criminal or mental history.
Fare payment details.
Proposed travel details.
If it is ascertained those passengers present a risk to the safety of the flight
and/or other passengers, the procedures under ‘Passenger Needing Escort’
must be adopted.
In all cases of carriage information must be passed to the Captain and the FA-
1 prior to boarding the aircraft.
All travel requirements for transit; transfer and entry at destination must be
complied with.
In the event that deportation involves other airline operators, full details of the
passenger and travel requirements will be passed to them.
Travel document must be retained where possible by the FA-1 and handed to
the ground staff on arrival country of destination.
F. Pre-departure Handling
When a person is to be removed because of conviction for a criminal offence
or he/she is under judicial or administrative procedures, information must be
provide by the relevant departments arranging transportation of such a
passenger in order to assess what special arrangements are necessary to
safeguard the flight on which the passenger is traveling. Garuda Indonesia
under normal circumstances is to be given a minimum of three hours before
departure time. Such information may include:
Full name of the person (including aliases).
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Date of birth.
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Names of escorts.
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details of carriage. In the event that the carriage involves other airline
operators, who’s prior consent must be obtained; such details also are issued
to them.
The departments to be contacted should include:
Ground Operations.
Flight Operation.
Corporate Quality, Safety & Environment Management.
Corporate Security
Passenger Services Department
Chief Flight Attendant.
Reservation Control Department.
Customer Relation Department.
Ground Support Department.
Originating station, transit and destination.
Passenger information should include:
The booking name of the passenger.
Full address at destination.
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The form shall be signed by Station Manager, Security Manager and PiC
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A minimum of one escort for each person in custody should be carried on the
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same aircraft.
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Escorting officers must not carry mace, tear gas or similar incapacity gas
generating devices on board an aircraft. Carriage of firearm by escorts is also
prohibited.
Person in custody and their hand baggage must be thoroughly screened,
including a secondary hand search, to ensure that there is no restricted article
in their possession, paying attention to any dangerous items that could be used
as a weapon.
Escort are required to be equipped with adequate and sufficient restraining
devices to be used in the event they determine that restraint is necessary under
normal circumstances, a passenger should not be shackled to any part of the
aircraft, including seats, tables, etc.
Person in custody and escort are to be seated as far to the rear of the aircraft
as possible but not immediately adjacent to any exit door. The escort will be
seated between the person in custody and the aisle.
Escort should, if possible, be of the same gender and speak the language of
the passenger under escort.
No public disclosure of the movement is to be made.
H. Boarding
A prisoner shall not transported on board an aircraft unless escorted by one or
more policing authority officers;
Escorts are to be identified to a member of the cockpit and the FA-1 prior to
boarding the aircraft.
Escorted persons are to be boarded before all other passengers and deplaned
after all other passengers have left the aircraft.
No public disclosure of the movements is to be made. Boarding of passenger
in custody should be performed as discreetly as possible.
Deportee and Denied Admittance passengers must boarded after all other
passenger is boarded and deplaned before other passengers have left the
aircraft.
Travel documents of the deportee must be retained by the escort and handed
to the Immigration Authorities on arrival at the country of destination.
I. During Flight
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During flight this procedure bellow must be carried out:
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an emergency of the identity of the person being escorted, the flight on which
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transportation has been arranged and whether or not the escorted person is
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considered dangerous.
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unless concurrence has been obtained in advance from State and other
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operators that may be involved en route and at the intended final destination,
in such cases sufficient advance notification must be given to the operator so
that prior arrangements can be considered.
Escorting officers should be appraised by a responsible Garuda Indonesia
representative of the potential danger to the safe operation of the aircraft should
they take any action during an act unlawful interference without direction from
the Pilot in Command.
Escorting officer should ensure that a prisoner does not carry contraband,
weapons, matches or other potentially dangerous items.
Escort should be equipped with adequate restraining devices to be used in the
event they determine that restraint is necessary. Under normal circumstances
a prisoner should not be shackled to any of the aircraft including seats, tables,
etc.
Escort not should carry mace, tear-gas or similar incapacitating gas generating
device on board an aircraft.
Escort should adequately identify themselves to security personnel, policing
authority officers on duty and flight attendants. Requesting that presence on
board and seat assignment be transmitted to the Pilot in Command who should
acknowledge receipt of this information (NOTOC is required).
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CHAPTER 23
23.1 GENERAL ........................................................................................................ 3
23.2 DEFINITIONS................................................................................................... 1
23.2.1 ACCIDENTS ...................................................................................... 1
23.2.2 SERIOUS INCIDENTS....................................................................... 1
23.2.3 INCIDENTS ....................................................................................... 2
23.3 REPORTING .................................................................................................... 1
23.3.1 GENERAL .......................................................................................... 1
23.3.2 URGENT INFORMATION .................................................................. 1
23.3.3 SERVICE DIFFICULTY REPORT ...................................................... 2
23.3.4 REPORTING AN ACCIDENT ............................................................. 3
23.3.5 REPORTING AN INCIDENT/SERIOUS INCIDENT............................ 3
23.3.6 AIR SAFETY REPORT (ASR) ............................................................ 4
23.4 HANDLING ....................................................................................................... 1
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■ Page 1
23. HANDLING OF ACCIDENTS AND
OCCURENCES
OM – A 23.1 GENERAL
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23.1 GENERAL
The overall purpose of Accident and Occurrence Notification, Handling and Reporting
is:
To provide the quickest means available, the maximum medical aid to all persons
involved regardless of whether they have already fallen victims to an accident or
whether they are immediately threatened, and of secondary importance, to keep
minimum damage to properties.
To prevent, where possible, the re-occurrence of similar accident and incident.
a. The First Purpose.
Requires extremely fast and smooth cooperation between involved authorities
(ATS, SAR, etc.) and the company (e.g. by providing the rescue coordination
centers list containing detailed information on the emergency and survival
equipment carried on board, or by providing other essential information relating to
the individual flight, e.g. relevant technical / maintenance details, information on
Dangerous goods on board, Operational Flight Plan (OFP) details, fuel endurance,
number and passengers and crewmember).
b. The Second Purpose
Requires all evidence to be secured, originals and copies of documents (load sheet,
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AML, OFP, T/O Data, passenger manifest, cargo manifest, manuals, etc.) to be
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seized and safeguards, flight recorder and cockpit voice records to be preserved, a
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In connection with the second purpose, defined reporting procedures shall be met
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by the company. This second purpose also requires the authorities involved, after
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END OF 23.1
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23.2 DEFINITIONS
23.2.1 ACCIDENTS
Occurrence associated with the operations of an aircraft which take place between the
times any person boards the aircraft with the intention of flight until such time as all
such persons have disembarked, in which:
a. A person is fatally or seriously injured as a result of:
Being in the aircraft, or
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; or
b. The aircraft sustain damage or structural failure which:
Adversely affects the structural strength, performance or flight characteristic of
the aircraft, and
Would normally require major repair or replacement of the affected component.
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Except for engine failure or damage, when the damage is limited to propellers, wing
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tips, antennas, probes, vanes, tires, brakes, wheels, fairing, panels, landing gear
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doors, windshield, the aircraft skin (such as small dents or puncture holes), or for
minor damages to main rotor blades, tail rotor blades, landing gear, and those
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Note: An injury resulting in death within thirty days of the date of the accident is
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Note: The difference between an accident and a serious incident lies only in the result.
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Any occurrence, other than an accident or serious incident, associated with the
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23.3 REPORTING
23.3.1 GENERAL
It is a legal requirement that all events (accidents and serious incidents) shall be
reported to the Authority within 24 hours of the event. It can be very important in several
cases to report as soon as possible (ACARS, Fax or SITA telex) in order to preserve
significant data held with different parties about the flight concerned.
When a crewmember is confronted with the police or justice departments of the State
in which an accident or incident occurred, legal or otherwise necessary assistance
shall be arranged via Operations Control (OCC) before submitting any statement.
The Pilot in Command is required to notify the nearest authority, by the quickest means
available:
In the event of any accident or serious incident resulting in injury, death, or
substantial damage to aircraft.
In the event of any emergency situation that necessitated action in violation of local
regulation and/or procedures.
For submitting, if required by the state of occurrence, a report to the appropriate Local
Authority and also to the Indonesia DGCA.
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Preliminary Report to DGCA
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following condition:
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Serious incident including any condition where the PIC stated urgency (PAN
PAN) or Distress (MAYDAY).
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chapter 23.3.3).
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The preliminary report must be submitted at the first opportunity through any
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communication media (Phone, Fax, Email, Instant Messaging, etc) available to POI
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and PAI.
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properly;
2. Fires during flight not protected by a related fire warning system;
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4. An engine exhaust system that causes damage during flight to the engine,
adjacent structure, equipment, or components;
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7. Engine shutdown during flight when external damage to the engine or airplane
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structure occurs;
8. Engine shutdown during flight due to foreign object ingestion or icing;
9. Engine shutdown during flight of more than one engine;
10. A propeller feathering system or ability of the system to control overspeed
during flight;
11. A fuel or fuel dumping system that affects fuel flow or causes hazardous
leakage during flight;
12. An unwanted landing gear extension or retraction, or an unwanted opening or
closing of landing gear doors during flight;
13. Brake system components that result in loss of brake actuating force when the
airplane is in motion on the ground;
14. Aircraft structure that requires major repair;
15. Cracks, permanent deformation, or corrosion of aircraft structures, if more than
the maximum acceptable to the manufacturer or the DGCA;
16. Aircraft components or systems that result in taking emergency actions during
flight (except action to shut down an engine); and
17. Emergency evacuation systems or components including all exit doors,
passenger emergency evacuation lighting systems, or evacuation equipment
that are found defective, or that fail to perform the intended functions during an
C. Each report required by this section shall be sent, in writing, to the DGCA office
within the next 72 hours. However, a report that is due on Saturday or Sunday may
be mailed or delivered on the following Monday, and one that is due on a holiday
may be mailed or delivered on the next work day.
property.
In view of the complexity involved, it is very important that the PIC, the GA
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Handling Agent), the flight dispatcher and OCC closely coordinate their actions
when it is decided that a flight has terminated in an accident.
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Note:
Expeditious mailing of the ASR is essential, as in many cases official action by
the authorities on initial report will cease after 7 or 8 days, unless a full report
has been received.
JKTDVGA will keep involving parties informed on the result of the official
investigation by the authorities.
For technical related:
If applicable inform flight dispatch/ OCC by ACARS, VHF or HF radio. If this is
not considered feasible, inform as soon as possible after landing.
The technical deficiency must be entered in Aircraft Maintenance Log (AML)
and marked “Incident”.
An ASR must be filled.
Note:
Adherence to the correct reporting procedures is very important to enable the GA
Technical Department to fulfill the legal requirement of reporting Technical Incident
to the DGCA concerning ALL GARUDA AIRCRAFT regardless of registration.
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END OF 23.3
23.4 HANDLING
23.4.1 GENERAL
The law of the country of over flight applies on board. In practice, this is only feasible
for aircraft on the ground. In-flight, the law of the flag, i.e. for Garuda aircraft the
Indonesian law, formally applies in addition to the law of the country of over flight.
For flights with Garuda aircraft outside territorial waters, the Indonesian law applies
exclusively.
Occurrences which have legal impact:
Establish time, place, name(s) of offenders and witnesses.
Make a report (ASR or TRIP REPORT) at the next airport of call.
Contact the Chief Pilot as soon as possible (chief pilot will coordinate with related
unit).
If requested, a COPY of the report should be submitted to the local authorities.
23.4.2 INVESTIGATION
Investigation is conducted for the purpose of accident prevention, which include the
gathering and analysis of information, the drawing of conclusions, including
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determination of cause(s) and, when appropriate the making of safety
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recommendation.
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Notwithstanding the fact that the Authorities will investigate aircraft accidents and
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incidents within their own legal rights, the following departments have been assigned
the task for GA investigations:
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When Trip Report form part of the journal, the PIC signature is required.
As mentioned in OM-A Chapter 23.4.3, the Trip Report is filed for NON-SAFETY
related matter only. It form part of the feedback processes, no correspondence will be
guaranteed, although suggestion will be used for evaluations.
When writing the Trip Report:
Use block letters.
Deal with one subject only per report.
Use plain language in proper English.
Explain the facts only.
Be objective.
No opinion shall influence the descriptions.
No judging and blaming others.
When any, give constructive suggestion.
Related management (Chief Pilot, Chief FA and/or Quality Assurance.) may re-write a
trip report without making any change of the meaning before distributing to the
concerned department.
The Trip Report forms are provided in the navigation documentation bag.
Note: All report form are available in hardcopy or in a form of e-report within Integrated
Electronic Safety Database (IESD). The e-report in IESD can be accessed through:
safety.garuda-indonesia.com
23.4.6 DELAY(S)
The cause of a delay must be reported by means of a 2 numeric code, written in the
specified box in the Aircraft Flight Log (AFL). Give short explanation in the AFL remark
box when deemed necessary.
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Delay codes can be found in the ROM.
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Whenever a Captain does not agree with the code as stated by station management,
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IATA standard : Departure time is push back time. Aircraft is not considered delay
(for commercial purpose) when aircraft departs up to 15 minutes
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: Departure time is push back time. Delay code (and reason) shall be
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filled when aircraft push back more than 5 (five) minutes from
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PIC shall write discrepancies and such report shall be written as clearly as possible,
giving as much detail description as possible, giving comprehensive data for
maintenance action or trouble shooting.
23.4.8 REPETITIVE DEFECT
Garuda Indonesia must record and repair all technical problems including identifying
repeated technical problems.
If the repetitive defect has been identified, then the Director of Maintenance must have
grounded the aircraft for further investigation of the root cause of the repetitive defect,
and also make a report to PAI to get direct supervision.
The purpose of identifying root cause of the repetitive defect is to prevent ineffective
repairs and to ensure that technical problems do not occur again.
Garuda Indonesia must send the result of the repetitive defect investigation to PAI for
further evaluation and verification.
23.4.9 CABIN MAINTENANCE LOG
The FA-1 shall enter cabin complaints, not related to the safety of the flight in the Cabin
Maintenance Log (CML) under responsibility of the Captain.
Complaints related to the safety of the flight (emergency equipment, inter phone
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system, etc.) shall be reported to the Flight Crewmember who will than enter in the
Aircraft Maintenance Log.
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The responsible licensed Garuda Ground Engineer will complete and sign the ‘action’
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part of the AML/CML slips if action is taken, and sign for the type of inspection
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One copy of the slip signed for ‘maintenance release ‘remains at the station of
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Directions for use, and the purpose of the various copies, are given in the AMLs and
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CMLs.
23.4.12 BIRTHS
Although statistically rare, there is possibility for a mother to give birth on board. The
PIC shall write a “Preliminary Birth Certificate” in the Trip Report form, within 24 hours
after the occurrence.
The writing content is similar to the procedure of death on board, except that apart
from two witnesses, the father of the child (if possible) must sign the certificate.
23.4.13 DEATH
Indonesia law requires the PIC to write a “Preliminary Certificate of Death “within 24
hours but preferably as soon as possible after landing. State “unknown “if any of the
required data are not known.
Following directives are applicable when death on board occurred:
The cause of death shall be entered on the health section of the General
Declaration, stating the name of the deceased and the time and geographical
location of occurrence.
In principle, the flight may proceed to the scheduled destination. If the death
occurs shortly after takeoff, it may be preferable to return to the airport of
departure.
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The Station Manager or representative, the medical and police authorities at the
airport of intended landing shall be notified by the quickest means available.
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The deceased should be laid down, hand crossed, eyes close and positioned out
of sight of other passengers, if possible in a separate compartment of the aircraft.
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In case of suspicion that the deceased may have suffered from contagious
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On transferring the deceased to the authorities, the PIC shall submit a short
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statement in duplicate, using the English language (Use ASR). The statement
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must contain the name of the deceased, the circumstances, time and
geographical location of death. The duplicate copy is for company use.
A copy of the signature page of the passports of the PIC and the witnesses must
be made immediately at the airport of arrival, and must be attached to the
Preliminary Certificate of Death.
The Preliminary Certificate of Death and its attachments must be attached to the
Trip Report. All documents shall be sent immediately to VP Flight Operations.
The PIC shall look after the baggage, personal effects and jewelry of the
deceased. If no GA Station Manager or representative is present at the airport,
the PIC shall draw up in the presence of two witnesses, a sufficiently detailed
description in duplicate of the deceased belongings, which must be signed by the
witnesses and the PIC.
The Preliminary Certificate of Death report is provided in the navigation
documentation bag.
The Station Managers receiving the above-mentioned documents from the PIC shall
forward them to the Legal (corporate) Affairs Department without delay. This unit will
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board, the PIC shall ensure the following steps are taken:
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Request advice from any medical doctor or nurse on board. Such an advice is
not binding, since it does not relieve GA of its responsibility toward the sick
passenger.
Whenever feasible, a GA (GSM) doctor must be contacted, even when a medical
doctor or nurse is onboard. This can be done via the flight dispatcher/OGW/OCC.
If contact with OCC cannot be established, contact any other suitable ground
station. Information about medical facilities at or near en-route airports may be
requested from ATC.
After careful evaluation decide whether the flight shall continue according to plan
or divert to nearest suitable airport.
Direction for first aid and diagnosis of some frequent diseases are found in OM-B2
chapter 3.
For flight crew incapacitation see OM-A Chapter 15/OM-B2 chapter 10.3.4, and FA
incapacitation on OM-B2 chapter 10.3.5
A list of contents of First Aid Kit and Medical Kit is provided inside.
END OF 23.4
c. Stay Together.
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together. Obtain rest facilities away from the scenes if possible. Let the company
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d. Aware of Conditions.
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If any crewmember requires hospitalization, be alert to the fact that he/she may
be in a shock condition without realizing it. Someone other than you should
determine that you are physically and mentally competent to answer questions
and make accurate statements.
e. Support Investigation.
Recognize that your responsibility is to cooperate with any safety or legal
investigation. The company employs experts to compile complete and accurate
statements. Do not make any statements except as part of the process.
f. Statements and Report
Prepare all written statements with the assistance of a company attorney. Your
statements can affect not only yourself, but the company as well. PIC shall fill out
an ASR within 24 hours.
g. Avail Certificates
You must show the DGCA your certificate if asked, but do not relinquish them to
any investigator other than DGCA.
If you are confronted by the local law enforcement agencies, please be aware that
you have the same right as any other citizens. Provide general information, such as
name and address, but if any additional interrogation is attempted, politely explain
you wish to exercise your right to be represented by an attorney before answering.
Pursuant to DGCA policy, drug and alcohol testing normally done by the Company if
either flight crewmember contributes the incident/ accident, or cannot be completely
discounted as a contributing factor. Failure to keep the company advised of your
whereabouts may be deemed as a refusal to submit to testing. Ensure you receive
your copy of the appropriate testing paperwork.
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CHAPTER 24
24.1 GENERAL .................................................................................................................. 1
24.2 COMPLIANCE WITH THE RULES OF THE AIR ........................................................ 1
24.3 OTHER PROCEDURES ............................................................................................. 1
24.4 STATE VARIATIONS.................................................................................................. 1
24.5 INTERCEPTION OF CIVIL AIRPLANES..................................................................... 1
24.6 PROCEDURES AT THE SCENE OF AN ACCIDENT ................................................. 1
24.7 PROCEDURES FOR A PILOT IN COMMAND INTERCEPTING A DISTRESS
TRANSMISSION ........................................................................................................ 1
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24.1 GENERAL
The ICAO rules of the air are defined in ICAO Doc 8168 (PAN-OPS), ICAO Doc 4444
(PANS-RAC) and in the annexes to the convention of the international civil aviation.
The Rules of the Air shall apply to airplane bearing nationality and registration marks
of contracting state, anywhere it is operating, to the extent that they do not conflicting
the rules published by the state having jurisdiction over territory over flown.
No flight may be operated if rules of the air of the state where the aircraft is registered
or of the state over flown cannot be followed, except if an over flight permit, where
deviations from the rules of the air are indicated is granted by concerned states:
If the aircraft is registered in a non-ICAO state, an over flight permit must be
granted by each state prior to overflying them.
Prior to over flying a non ICAO state, an over flight permit must be granted by this
state.
The chapter is intended to represent the most important regulations introduced under
the ICAO Annex 2 and Jeppessen Route Manual ATC section.
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END OF 24.1
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not relaxed on board an airplane inflight, regardless of the type of flight or the
class of airspace in which the airplane is operating, and while operating on the
movement area of an aerodrome the flight crews shall maintain vigilance for
conflicting visual traffic ("see and avoid").
An airplane shall not be operated in such proximity to other airplane as to create
a collision hazards.
(4) Right of Way
The airplane that has right of the way shall maintain its heading and speed, but
nothing in these rules shall relieve the pilot in command from the responsibility
of taking such action as shall best avert collision.
An airplane that is obliged by the following rules to keep out the way of another
shall avoid passing over, under or in front of other, unless it passes well clear
and takes into account the effect of wake turbulence.
When two airplane approaching head-on or approximately so and there is a
danger of collision, each shall change its heading to the right.
When two airplanes are converging at approximately the same level, the
airplane that has the other on its right shall give way.
(5) Overtaking
An overtaking airplane is an airplane that approaches another from the rear on
a line forming an angle of less than 70 degrees with the plane of symmetry. In
such position with reference to the other airplane that at night it should be
unable to see either of the airplane’s left or right navigation lights.
An airplane that is being overtaking has the right of way and, whether climbing
or descending or in horizontal flight, shall keep out of the way of the other
airplane by altering its heading to the right and no subsequent change in the
relative position of the two airplane shall absolve the overtaking airplane from
this obligation until it is entirely passed and clear.
(6) Landing
An airplane inflight or operating on the ground shall give way to airplane landing or
in the final stages of an approach to land. When two or more airplane approaching
an aerodrome for the purpose of landing, airplane at the higher level shall give way
to the airplane at the lower level, but latter shall not take advantage of this rule to
cut in front of other which is in final stage of approach to land. An airplane which
declared to make an Emergency Landing has the Priority on Landing.
(7) Lights to be displayed by Airplane
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From sunset to sunrise or during any other period which may be prescribed by the
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Cabin Lights
The intensity of the ceiling lights must be adjusted equivalent to the (expected)
environmental condition during takeoff and landing.
Logo Lights
Should be switched ON during night operations and may be OFF when flying
through “one way traffic” ATS corridor and/or not crowded
oceanic/transcontinental airways.
Strobe Lights
They shall be switched ON when aircraft entering the runway for takeoff or
crossing a runway and must be switched OFF during taxi in when runway
vacated.
Turn Off Lights
They should be switched ON during taxi unless FCOM procedures dictate.
Outside the runway they may be temporarily switched OFF to avoid the blinding
or dazzling effect, they shall always be used when crossing a runway.
Taxi Light
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It shall be switch ON during taxi. It may be temporarily switched off to avoid the
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Note:
Strobe and Landing Lights when deem necessary may be switched OFF in
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the final approach segment during CAT II or CAT III operations at night.
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To signal intent to other pilots, consider turning taxi and runway turn off
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ground personnel.
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If the estimate time for the next applicable reporting point, FIR or destination,
whichever comes first is found to be in error in excess of 2 (two) minutes from
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Request for flight plan changes shall include information as indicated hereunder:
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Interceptor pilots will approach the aircraft to be intercepted from astern, employing the
Interception Pattern for Identification of Transport Aircraft.
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Flight safety is the highest priority. An aircraft which is intercepted by another aircraft
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(1) Follow the instructions given by the intercepting aircraft, interpreting and
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below;
(2) Notify, if possible, the appropriate air traffic services unit;
(3) Attempt to establish radio communication with the intercepting aircraft or with the
appropriate intercept control unit, by making a general call on the emergency
frequency 121.5 MHz, giving the identity of the intercepted aircraft and the nature
of the flight;
(4) Select Mode A (Alt Reporting Off), Code 7700, unless otherwise instructed by the
appropriate air traffic services unit.
(5) If any instructions received by radio from any sources conflict with those given by
intercepting aircraft by visual or radio signals, the intercepted aircraft shall request
immediate clarification while continuing to comply with the instructions given by the
intercepting aircraft.
Further Action, if possible and practicable; communicate with company to inform the
situations and conditions.
Note 1: Meteorological or
terrain reason may require
the intercepting airplane to
reverse position and
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direction of turn given above
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in series-1.
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d) Act as instructed by the rescue coordination center or the air traffic services unit.
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END OF 24.6
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CHAPTER 25
25.1 GENERAL ................................................................................................................. 1
25.2 SAFETY POLICY AND OBJECTIVES ....................................................................... 1
25.3 SAFETY RISK MANAGEMENT ................................................................................. 1
25.3.1 HAZARD IDENTIFICATION ........................................................................... 1
25.4 SAFETY ASSURANCE ............................................................................................. 1
25.4.1 SAFETY PERFORMANCE MONITORING AND MEASUREMENT................ 1
25.4.2 MANAGEMENT OF CHANGE ....................................................................... 2
25.4.3 CONTINUOUS IMPROVEMENT OF SMS ..................................................... 2
25.5 SAFETY PROMOTION ............................................................................................. 1
25.5.1 SAFETY TRAINING AND EDUCATION ......................................................... 1
25.5.2 SAFETY COMMUNICATION ......................................................................... 1
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27 Nov 2017
■ Page 1
OM – A 25. SAFETY MANAGEMENT SYSTEM
TABLE OF CONTENT
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25.1 GENERAL
The Garuda Indonesia Safety Management System (SMS) is a management system
for ensuring safe and efficient operations. The Garuda Indonesia Safety Management
System Manual is issued by Corporate Quality, Safety & Environment Management
Department that is implemented and integrated throughout the organization to address
the safety of aircraft operations encompassing flight operations, operational control
and flight dispatch, engineering and maintenance, cabin operations, ground
operations, cargo operations, and operational security.
Safety Management System laid down in this chapter shall be covering all Garuda
Indonesia operations and in conjunction with Safety Management System Manual.
This Safety Management System provision in this OM-A is part of flight safety
documentation system, a set of inter-related documentation for the use and guidance
of operational personnel.
Garuda Indonesia Safety Management System framework incorporate four
components namely Safety Policy & Objectives, Safety Risk Management, Safety
Assurance and Safety Promotion. Each component is composed of several elements.
END OF 25.1
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as required by CASR.
Irrespective of other responsibilities, each management and non-management
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conducted in accordance with applicable regulations and ensuring safety and security
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of flight operations. Chief Flight Attendant referring to Chapter 3.3.7.1 in this manual is
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responsible for ensuring cabin operations are conducted in accordance with applicable
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b. Any time major operational changes are foreseen, including changes to key
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Hazard can be identified after accident/incident occurred (reactive method) or they may
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Data from reactive method are then analysed to identify hazards that present existing
risks to aircraft operations while data from proactive and predictive methods are
analysed to identify hazard that present future risk to aircraft operations.
Some sources are internal to the organization while other sources are external to the
organization. No method entirely replaces others, nor does it make other sources or
methods redundant or unnecessary. Hazard identification should use combination of
internal and external sources, reactive, proactive and predictive method.
Report, Flight Safety e-Report, Ground Safety e-Report Hazard e-Report, HSE
e-Report, Maintenance Safety e-Report, Security e-Report and Voyage e-
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Report), completing the required fields, and submit it. E-report provides
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Air Safety Report Form (ASR) is provided for occurrences related to the safety
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Content of ASR form consists of checkbox item to guide the reporter and essay
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box to write detail description. For ASR form, it must be filled in and sent to
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the notion that safety management is best accomplished by trying to find trouble,
not just waiting for it to show up. Therefore, predictive methods aggressively seek
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safety hazard that may be indicative of emerging safety risk from a variety of
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system in all areas where operations are conducted and encourages individuals to
report hazards and operational deficiencies to management.
The management also will ensure that reporting unpremeditated or inadvertent
errors does not result in disciplinary or punitive action being taken against the
reporter or other individuals involved unless, of course, such errors result from
illegal activity, willful misconduct or other gross actions, as defined by Garuda
Indonesia. This commitment is written in Corporate Safety Policy.
Garuda Indonesia facilitates employee to report operational safety hazard/issue or
confidential related issue using media E-Report and Safety Reports Form (ASR &
OHR). However, if e-report cannot be accessed and ASR or OHR form is not
available, any kind of physical or electronic media can be used to submit the report
as follows, and reporter information is not required to be filled in for confidential
reporting system:
1. Sending via fax to CQSEM department
2. Sending via email to CQSEM department email
3. Corporate mail (for the occurrence report from out station, if necessary)
4. Sending via Chief Pilot/Chief Flight Attendant
5. Directly come to CQSEM department office during office hour at GOC building
2nd floor.
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Garuda Indonesia ensures at all times keeping the identity of the reporter
confidential and will not disclose reporter’s identity and other information that
may be used to identify him/her to legal, authorities, and anyone except the
authorized personnel (Senior Manager Safety Information Management,
Manager Safety Reporting System, and Manager Internal Safety Reporting
System and Manager Operational Hazard and Risk).
Once reported, the authorized personnel shall secure de-identification of
confidential report, follow up to appropriate department, track process of action
taken in response to reports, and feedback the follow up actions to the reporter.
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departure.
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For example SPI at flight operations are number of hard landing and runway
excursion per 1000 departure while SPI at cabin operations are number of
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inadvertent slide deploy per 1000 departure. Performance measures for each area
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2. Safety Studies
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Safety Studies are analysis used to gain an understanding of broad safety issues
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3. Safety Surveys
SMS survey involving all employee, survey with a specific safety issue to partial
respondent of operational personnel are samples of safety surveys performed.
Audit will be performed by Auditors who are trained and selected from various
departments within the company. The Corporate Quality, Safety and Environment
Management auditor will perform audits independently.
Audits including for flight operations and cabin operations are scheduled at
intervals and completed within a specified time period in accordance with the GA
Corporate Quality Assurance Program.
Results of audits carried out for flight operations and cabin operations are followed
up in accordance with the Corporate Quality Assurance Program including:
i. Identification of Root Causes
ii. Development of corrective action as appropriate to address findings;
iii. Implementation of corrective action in appropriate operational area(s);
iv. Evaluation of corrective action to determine effectiveness.
Significant issues arising from the audits of flight operations and cabin operations,
regarded as those issues that could impact the safety, security, and/or quality of
flight operations are subject to management review. Further detail of GA Corporate
Quality Assurance Program are described in Corporate Quality Management
System Manual (CQMSM).
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the organizational changes are implemented in a planned manner for realizing the
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including, but not limited to, organizational structure, reporting lines, authorities,
responsibilities, policies, processes and procedures, as well as allocation of
resources and identification of training needs. A significant issue arising from the
flight safety analysis program are also a subject to review.
There are four different type of management reviews, ordered from the highest to
lowest level management review, namely Corporate Safety Committee Meeting
(CSC), Joint Safety Board Meeting (JSB), Safety Task Force Meeting and
Business Unit Safety Meeting.
The management reviews will facilitate safety information flows from top to down
and from bottom to top of organization. Output from CSC will be communicated to
JSB, Safety Task Force Meeting and Business Unit Safety.
Meeting to be implemented. On the other hand, issue(s) from lower level of
organization will be brought to Business Unit Safety Meeting. If the issue(s) need
attention and involvement of upper level management or other business unit
authority, it will be raised as agenda in higher level of management review (Safety
Task Force Meeting, JSB and CSC).
B. SMS EVALUATION
Garuda Indonesia ensures continual improvement of the SMS throughout the
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organization to include:
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operations.
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employees are fully aware of the SMS, encouraged to submits report that identify
safety hazards, received ongoing information on safety issues, safety metrics, specific
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hazards existing in the workplace, and initiatives to address known safety issues.
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Bottom up communication enable all personnel have the right to give a report of safety
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management by using Operational Hazard Report (OHR) or Air Safety Report (ASR)
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form or make e-Report via website and submit to CQSEM department. E-Report and
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OHR form also facilitates the reporter to provide suggestion for improvement of the reported
hazard.
Top down communication is when safety and security related information which comes
from internal or external Garuda Indonesia such as result of management review,
safety goals and latest safety regulation disseminated to all employees.
END OF 25.5
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CHAPTER 26
26.1 INTRODUCTION ....................................................................................................... 1
26.2 EMERGENCY PROCEDURES ................................................................................. 1
26.2.1 GENERAL...................................................................................................... 1
26.2.2 EMERGENCY PHASES ................................................................................ 1
26.2.3 PROCEDURES DURING EMERGENCY PHASES ........................................ 2
26.3 AIRCRAFT EMERGENCIES ..................................................................................... 1
26.3.1 COMMUNICATIONS ..................................................................................... 1
26.3.2 ELECTRICAL FAILURE ................................................................................. 2
26.3.3 FIRE AND SMOKE ........................................................................................ 2
26.3.4 PRESSURIZATION FAILURE........................................................................ 4
26.3.5 UNLOCKED LANDING GEAR ....................................................................... 5
26.3.6 LANDING WITH DEFECTIVE GEAR ............................................................. 5
26.3.7 LANDING GEAR FIRE ................................................................................... 6
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OM – A 26. EMERGENCY
TABLE OF CONTENT
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26.1 INTRODUCTION
Chapter 26 has been compiled to give a general picture of actions to be taken in cases
of emergency.
Duties and responsibilities of each crew during emergency evacuations are described
in FCOM and OM-B2.
The Pilot in Command may not continue flight to destination if the flight cannot be
completed safely, unless in his opinion there is no safer procedure.
It is considered desirable to give an overall picture of all kinds of emergency situations
and the actions which should, circumstances permitting, be taken to cope with these
matters.
The circumstances may vary to such an extent, that a general knowledge of these
problems is essential so that each individual emergency case can be treated to the
circumstances pertaining.
It is of prime importance, that all crew members have a thorough knowledge of all
actions that must immediately be taken when an emergency situation arises.
It is therefore necessary to frequently re-read and study all material describing the
emergency actions.
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As emergency situations requiring immediate action may develop at any time, crew
members must be mentally prepared for immediate action.
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The emergency checklist should be readily at hand for each member of the active
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cockpit crew.
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shall strictly follow the evacuation procedures as described in OM-B2 chapter 10 and
11.
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The phases have been established for the notification of rescue coordination centers,
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emergency.
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Without prejudice to the prerogatives of the air traffic services or search and rescue
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- Following the company alert phase, the absence of news from widespread
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Garuda Indonesia aircraft has been impaired to the extent that a forced landing
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is likely, or
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- If applicable arrange for crash equipment to standby at the airport where the
aircraft is expected to land
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- Continue to coordinate all emergency activities notify all concerned when the
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If no contact can be made on these frequencies, any other frequency may be used.
Before switching over to another frequency it is recommended to indicate which
frequency will be used.
When reporting technical troubles to air traffic services and particularly reporting
troubles to aerodrome control before landing, the nature of the trouble must be
stated.
When the PIC decide that the airport firefighting service is required; he/she should
inform aerodrome control.
starting with the most important circuits and when doing that a careful watch
shall be kept to see if the short circuit becomes evident.
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Note:
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procedures may have to be carried out before further action can be taken.
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The fire shall be put out using BCF / HALON extinguisher only.
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If BCF / HALON are used, oxygen masks must be used by all active
crewmembers.
Never use water to extinguish electrical fires
Opening the compartment would give fresh supply of oxygen to the fire.
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The smoke generated by the fire will greatly assist in smoothen the fire.
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For that reason some cargo compartments having only very little supply of fresh
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the cabin pressure will be lost. Sudden loss of pressure may cause a dense mist
in the cabin that will soon dissipate.
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However after restoration of safe altitude and distress no longer needed, cancel
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MAY-DAY is required.
If a loss of cabin pressure occurs at night, all cabin light shall be turned on to
awaken any sleeping passengers.
The flight attendants will return to their assigned stations, don the POB, and
then check each passenger, providing first aid oxygen as required.
Flight Attendant checks lavatories for persons who might require oxygen.
The flight crewmember shall notify the flight attendant as soon as possible
when it is safe to move around the cabin.
Flight Attendants check cabin conditions and possibility of passenger injury.
Upon restoration of safe cabin altitude, the PIC shall evaluate the remaining route
and fuel status, and advise FA-1 of the plan for conducting the remainder of the
flight.
After landing no reverse must be used and the brakes must be used cautiously and
sparingly.
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To keep the hydraulic pressure as high as possible, the flaps must be left down
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after landing, and engine rpm must kept at least 1.000 rpm after the aircraft has
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If he succeeds, taxiing to the apron is allowed, if not, engines shall be kept running
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The engines may only be stopped after the necessary provisions have been made
to prevent gear collapse.
Moderate to heavy rain has the same effect as a foam strip, making a foam
strip superfluous.
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Effect of Foam
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runway.
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Leaking fuel will spread under the foam carpet, diminishing, but not excluding
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develops high local stresses. These stresses superimposed on the normal wheel loads
result in a sudden almost explosive rupture.
Excess heat conducted from 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 in connection with the
increase of tire pressure can cause a blow-out even after a rather long time (up to 20
minutes).
When combating a gear fire, remember:
Tire 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
extinguisher and decrease the smoke nuisance. y
END OF 26.3
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panic.
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Control of voice level and modulation play an important role in situations of this nature.
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All loose objects in the aircraft constitute a grave hazard to the passengers must be
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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 coat rooms provide such places.
Emergency exits must be prepared for being opened in the shortest possible time by
removing the plastic covers, curtains etc.
It is essential that order be maintained in the cabin under all circumstances.
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.
26.4.3 COMMUNICATIONS
01. COMMUNICATIONS WITH AIR TRAFFIC SERVICES AND/OR OTHER
AIRCRAFT
It is important to remember, that the first transmission of distress call shall be on
the designated air-ground frequency in use at the time.
The distress call shall be preceded by the word “MAYDAY, MAYDAY, MAYDAY”
and shall consist of as many as possible of the following elements spoken distinctly
and, if possible, in the following order:
1) Name of the station addressed (time and circumstances permitting);
2) The identification of the aircraft;
3) The nature of the distress condition;
4) Intention of the Pilot in Command;
5) Present position, level (i.e. flight level, altitude, etc., as appropriate) and
heading.
In addition squawk Code 7700, indicating an emergency, shall be selected on the
ATC transponder unless otherwise directed or advised by ATC.
Note 1: The foregoing provisions may be supplemented by the following measures:
The distress message of an aircraft in distress being made on the
emergency frequency 121.5 MHz or another aeronautical mobile
frequency, if considered necessary or desirable. Not all aeronautical
stations maintain a continuous guard on the emergency frequency;
Note 2: The station addressed will normally be that station communicating with the
aircraft or in whose area of responsibility the aircraft is operating.
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When an emergency landing will be carried out on an airport or when the PIC
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expects that the landing cannot be carried out with the normal standards of safety,
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the tower of that airport should be notified prior to landing, indicating the nature of
the trouble.
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The PIC may request the firefighting equipment to standby and should indicate
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which part of the landing run is considered to be critical so that the firefighting
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equipment can be positioned in the best location. Some airports will lay a foam
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is on board.
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When the landing spot has been selected that landing should be carried out in such
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a way, that the associated risks are kept down to the minimum.
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It should be remembered, that any engine power that is available will assist in
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enabling the PIC to touch down at the exact spot that has been selected.
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As a landing with the gear down on unprepared terrain is far more risky than with
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Transmit distress message and contact any station which could offer
assistance, such as other aircraft or ocean vessels, etc.
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Select ditching area, if possible near ocean station vessels or other ship, and
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maintained so that the number of waves per time unit crossing it can be lower
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than when tracking directly into wind, so improving the landing path.
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lights or flames, being careful not to overshoot them. Land toward the moon if
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it’s up. Do not use landing lights unless it is considered vital to know the state
of the surface. They may then be used conservatively but the actual landing
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should be made with them switched off using the undermentioned technique.
b) LANDING TECHNIQUE
Never land with the wheels down and never land from a full stall.
Either of the 2 (two) landing techniques (described below) may be employed
but technique “B” is recommended in all circumstances, except when landing
in daylight in very good weather and sea conditions, and when a well
pronounced swell system exists.
Technique “A”
This is a method with which land-plane pilots will feel familiar. The approach is
made quite normally, followed by a low flight over the surface with full flaps
extended, to find a relatively smooth place to land the aircraft. This technique
has only one advantage over technique “B”, namely the best spot in the vicinity
can be picked for the ditching.
Technique “B”
Select full flaps and adjust power so that the aircraft descends at 100 feet per
minute at a speed 10 to 15 knots above the stall. Start this descent not to low
and stabilize in this condition. When approaching the surface adjust the
heading to parallel the apparent swell motion and continue this stabilized
descent until the tail touches the water, then immediately power off.
Factors to be considered when being faced with the necessity of making a landing
in arctic regions are:
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Shelf ice (ice attached to the shore), is usually smooth and stationary. It is safe
from mid-January to mid-April
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Bays and fjords when frozen over are frequently smooth and so is the shore of
frozen river.
02. EXECUTION OF THE LANDING
If possible, the landing should take place into the wind, but if many ridges are
present the landing should be made between and parallel to these ridges.
Make a belly landing.
END OF 26.4
26.5 SURVIVAL
26.5.1 GENERAL
LEADERSHIP IS ONE OF THE KEYPOINTS OF SURVIVAL
A GOOD LEADER WILL BE ABLE TO DOUBLE THE SURVIVAL CHANGE
After completion of the emergency landing, the first important point is the
evacuation of the aircraft. The time it takes to evacuate all occupants of an aircraft
should not be underestimated.
- Evacuation through doors can take place 2 to 6 times faster than through
emergency windows.
- Particularly when a fire breaks out after the landing, a speedy evacuation is of
prime importance.
- Although a ditched aircraft may float for hours, practice has shown that one
cannot count upon a floating time of low wing aircraft of over 3 minutes.
After an emergency landing on terrain all occupants shall leave the vicinity of the
aircraft.
In arctic conditions, immediate thought must then be given to the problems
presented be the severe cold.
Although panic may occur, experience has shown that shock is a more important
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factor to be dealt with. Shock makes people apathetic and makes them react
slowly.
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When all occupants of the aircraft have been evacuated and collected at a safe
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The phase of survival really begins if no immediate help from outside is available. An
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The following is a list of factors that may have an important bearing on the question of
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“survival or death”:
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Survival Disaster
Aggressiveness Despair
02. WATER
In the desert the water supply and shade are deciding factors on the survival time.
Any activities that are not strictly necessary should be avoided to conserve body
fluids.
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The available water supply must be rationed unless plenty of water is available.
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Note: When resting in the shade a person can survive in a very hot climate for 2 to
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After having boarded the dinghies, stay in the vicinity of the aircraft.
C
With the canopy in place, the temperature inside will rise appreciably.
In warm oceans the canopy protects the occupants of the raft against sun exposure.
The sides should be opened for ventilation.
the climate outside the shelter. Those dressed in polar suit should prevent sweating
by performing their work in a slow tempo and by ventilating the polar suit
20 os or l C
intermittently.
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The emergency food rations available in the polar emergency kit contain a high fat
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percentage. Consuming fat food helps to remain warm and therefore extends the
F
19 fir
on
survival chances.
2-
The risk for frostbite is naturally higher when the body surface comes into contact with
media with higher conductive capacity. Therefore, clothes and shoes should be kept
dry, as wet clothes conduct the heat 25 times better than dry clothes.
1. Finding Water
In contrast to the dry climate of the desert, the jungle is an abundant source of
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water. In many jungles, rainfall is common and can be used as a source of
op
hydration.
20 os or l C
- Rainfall:
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The leaves in the jungle are large and can be used to collect rain water. Just
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funnel the large leaf into any water storage container and you will have
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- Streams:
C
Look for streams of running water. You will want to boil any water that you
collect from streams in order to kill any bacteria. If you don't have a pot to boil
water, then consider using a tin/aluminum can.
- Bamboo Stalks:
The bamboo collects water during rainfall. Bend the bamboo to allow the water
to flow out into a container.
2. Finding Food
Since the jungle is such an abundant resource of plants and animals, the resources
for finding food are everywhere. It's just a matter of how to get access to it. Here
are some tips for getting food in the jungle.
- Hunting/Trapping Animals:
Don't waste your energy and time hunting animals. Conserve your energy for
other survival tasks instead.
3. Build a Shelter
In any jungle survival scenario, the shelter plays an important role in protection
against the elements. It will be one of the top priorities on your list of survival
actions.
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Creating a "Lean-To" shelter:
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Step 1: Find a large branch and lean one end up onto a tree.
20 os or l C
Step 2: Place smaller branches at 45 degree angles along the length of the large
branch.
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4. Traveling/Resting:
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The jungle presents the obstacle of numerous plants and trees blocking your path.
Y
A walking stick to use for parting any vegetation that gets in your way is a good
tool to have. The walking stick can also help you get out of sticky situations, such
as quicksand.
Walk In One General Direction:
Focus on a reference point in the distance to aim for and another reference point
behind you to walk away from. This will help you from walking in circles.
As you make your way through the jungle, look for trails left by animals. If they are
heading in the same direction that you are going, then follow them. They may lead
to water sources or open areas of the jungle that will help you increase your
chances of being seen by rescue parties.
5. Predators
Depending on the jungle location, there are many predatory animals, so stay alert.
Move through the jungle smoothly and avoid making a lot of noise. Your best option
of self-defense is to find a strong stick and carve the tip into a spear.
- While traveling, be cautious to the presence of snakes.
26.5.6 SIGNALS
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Rescue is largely dependent on the effort and ingenuity in surviving until the rescuers
have arrived.
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However, you must be spotted by the rescuers first. It is therefore mandatory that you
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There are many ways of attracting attention of the search parties. Try to put as many
C
Some of the methods of signaling are described below. If local circumstances make
other signals more effective, do not fail to use them. All available signaling devices
shall be put to readiness immediately after landing.
01. RADIO
Try to get a fix and transmit your position using the aircraft’s radio equipment if the
radio is still serviceable. However, do not waste the battery on long transmissions.
Use the emergency radio. For better radar detection erect the corner reflector, if
available.
Use the transmitter at 15 past or before the hour when all radio stations should
listen on the emergency frequency for emergency calls for 3 minutes (radio silence
for ships).
02. SMOKE
Fire and smoke make good signals. Have fires ready to light when search aircraft
are heard or sighted. Keep some fire lighted at all time. Use smoke by day, bright
flame by night. Engine oil, rags soaked into oil, pieces of rubber or insulation
material produce white smoke.
03. FLARES
When flares are available, keep them ready for use. Keep flares dry.
04. MIRRORS
Mirrors and bright pieces of metal make good signals that can be seen for many
miles.
05. GROUND SIGNALS
Ground signals have been internationally agreed upon and may serve as a means
of contact between the ground and rescue aircraft when no radio contact is
available. As far as possible, the following instructions shall be adhered to:
Form symbol by any available means.
Some of the methods usually available are: using strips of fabric, parachute
material, pieces of wood, stone or such like material, marking the surface by
tramping or staining with oil etc.
Make symbols not less than 3 meters in size.
Take care to lay out symbols exactly as depicted to avoid confusion with other
symbols.
Provide as much color contrast as possible between material and the
background.
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Make every effort to attract attention by other means such as radio, flares,
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AIR/GROUND SIGNALS
When it is necessary for an aircraft to convey information to survivors or to ground
search parties, and two-way radio communication is not available, it shall, if
practicable convey the information by dropping a message or by dropping
communication equipment that would enable direct contact to be established.
When a ground signal has been displayed and is understood, the aircraft shall
acknowledge the signal by the means described above or, if that is not possible,
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by rocking the wings of the aircraft.
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When a ground signal has been displayed and is not understood, the survivors or
20 os or l C
ground search party shall be so informed by direct message except that, if that
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course is not practicable, failure to rock the wings will indicate that the message is
not understood.
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At sea use the sea marker only at daytime and only when the aircraft is being heard
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or sighted.
C
END OF 26.5
This appendix is introduced to further highlight to DGCA the relevant sections and paragraphs
of this manual answering CASR 121 amendment 11 requirements relative to flight operations.
CASR
OM Cross Ref.
Checklist Title
SUBPART A – GENERAL
121.0 Regulatory Reference OM-A Chapter 0-0
121.1 [Reserved]
121.3 Applicability OM-A Chapter 2.1
ACL A1
121.4 Certification Requirements: General OM-A Chapter 2.1
121.5 [Reserved]
121.6 Leasing of Aircraft OM-A Chapter 2.1.4
121.7 [Reserved]
121.9 [Reserved]
121.11 Rules Applicable to Operations in a Foreign OM-A Chapter 2.1.5
Country
121.13 [Reserved]
121.15 Carriage of Narcotic Drugs, Marihuana, and OM-A Chapter 2.1.6
Depressant or Stimulant Drugs or Substances
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SUBPART B – CERTIFICATION RULES
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121.21 Applicability
121.23 [Reserved]
20 os or l C
2-
Specifications
121.31 Recency of Operation Regulatory
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02 Jan 2019
■ Page 1
OM – A APPENDIX 1. COMPLIANCE WITH
CASR 121
CASR
OM Cross Ref.
Checklist Title
SUBPART C – SAFETY MANAGEMENT SYSTEM
[Reserved]
SUBPART D – RULES GOVERNING ALL CERTIFICATE
HOLDERS UNDER THIS PART
121.71 Applicability
121.73 Availability of Air Operator Certificate and OM-A Chapter 2.1-01
Operations Specifications
121.75 Contents of the Operations Specifications ACL A,B,C,D,E
121.77 Amendment of Certificate OM-A Chapter 2.1-01.a
121.79 Amendment of Operations Specifications N/A
121.81 Inspection Authority OM-A Chapter 0.1.4
121.83 Change of Address OM-A Chapter 0.1.3
SUBPART E – APPROVAL OF ROUTES
121.91 Applicability
121.93 Route Requirements: General OM-A Chapter 9.2.3
121.95 Route Width OM-A Chapter 9.2.3
121.97 Airports: Required Data OM-A Chapter 9.2.1 (B)
OM-A Chapter 9.2.4;
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9.2.5; 9.2.6; 9.2.8
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(2)
F
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Fighting service
121.107 Dispatch Centres, Flag and Domestic Air OM-A Chapter 4.3.2;
Carriers 4.3.3-01
121.122 Communications Facilities – Supplemental N/A
Operations
121.125 Flight Following System: Flag, Domestic and OM-A Chapter 4.3.3 (01-
Supplemental Air Carriers 02)
121.127 Flight Following System Requirements: Flag, OM-A Chapter 4.3.3 (01-
Domestic and Supplemental Air Carriers 02)
SUBPART F – [RESERVED]
SUBPART G – MANUAL REQUIREMENTS
121.131 Applicability
121.133 Preparation OM-A Chapter 0.1; 2.2.1
121.135 Contents OM-A, OM-B1, OM-B2,
OM-C, OM-D1, OM-D2,
OM-D3
121.137 Distribution and Availability OM-A Chapter 2.2.1;
OM-A Chapter 2.2.2
CASR
OM Cross Ref.
Checklist Title
121.139 Requirement for Manual aboard Aircraft: OM-A Chapter 2.2.1
Supplemental Air Carriers
121.141 Airplane Flight Manual OM-A Chapter
2.2.6;2.2.1;2.2.5.1
121.143 Standard Operating Procedures OM-A Chapter 2.2.5.3
SUBPART H – AIRCRAFT REQUIREMENTS
121.151 Applicability
121.153 Aircraft requirements: General OM-A Chapter 2.2.6;
OM-A Chapter 2.2.7;
OM-A Chapter 9.1;
OM-A Chapter 2.2.4
121.155 Operation of Foreign Registered Aircraft OM-A Chapter 2.1.8
121.157 Aircraft Certification and Equipment
Requirements
121.159 Single Engine Airplanes Prohibited N/A
121.161 Airplane Limitations: Type of Route OM-A Chapter 12.6.1
121.162 ETOPS Type Design Approval Basis OM-A Chapter 12.6.1
121.163 Aircraft Proving Test OM-A Chapter 19.2.3
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121.165 Empty Weight and Center of Gravity: Currency CMM
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Requirement
20 os or l C
121.171 Applicability
en
121.173 General
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2-
9.1
FRG; FCOM/AOM; FPPM
121.179 En-route Limitations N/A
121.181 Landing Limitations OM-A Chapter 9.2.1-03;
11.5.4-10; OM-B1 1.2
121.183 Destination Alternate Aerodrome OM-A Chapter 9.3.1
121.185 Airplanes: Reciprocating Engine Powered: N/A
Landing Limitations: Destination Airport
121.187 Airplanes: Reciprocating Engine Powered: N/A
Landing Limitations: Alternate Airport
121.189 Airplanes: Turbine Engine Powered: Takeoff OM-B1
Limitations
121.191 Airplane: Turbine Engine Powered: En-route OM-B1
Limitations: One Engine Inoperative
121.193 Airplanes: Turbine Engine Powered: En-route N/A
Limitations: Two Engines Inoperative
121.195 Airplanes: Turbine Engine Powered: Landing OM-A Ch. 11.5.4-10; OM-
Limitations: Destination Airports B1
CASR
OM Cross Ref.
Checklist Title
121.197 Airplanes: Turbine Engine Powered: Landing OM-A Ch. 11.5.4-10;
Limitations: Alternate Airports FOOM
121.198 [Reserved]
121.199 [Reserved]
121.201 [Reserved]
121.203 [Reserved]
121.205 [Reserved]
121.207 [Reserved]
Zones
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2-
CASR
OM Cross Ref.
Checklist Title
121.275 Fire Detectors By TC
121.277 Protection of Other Airplane Components By TC
Against Fire
121.279 Control of Engine Rotation By TC
121.281 Fuel System Independence By TC
121.283 Induction System Ice Prevention By TC
121.285 [Reserved]
121.287 Carriage of Cargo in Cargo Compartments By TC
121.289 Landing Gear: Aural Warning Device By TC
121.291 Demonstration of Emergency Evacuation OM-A Chapter 16.1
Procedures
121.293 [Reserved]
121.295 Location for a Suspect Device OM-A Chapter 22.3.1-
C(2)
OM-B2 Chapter 6.5
SUBPART K – INSTRUMENT AND EQUIPMENT
REQUIREMENTS
121.301 Applicability
y
121.303 Airplanes Instruments and Equipment By TC
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a
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2-
CASR
OM Cross Ref.
Checklist Title
121.329 Supplemental Oxygen for Sustenance: Turbine OM-A Chapter 20.3
engine Powered Airplanes
121.331 Supplemental Oxygen Requirement for N/A
Pressurized Cabin Airplanes: Reciprocating
Engine Powered Airplanes
121.333 Supplemental Oxygen for Emergency Descent OM-A Chapter 20.4;
and for First Aid; Turbine Engine Powered OM-B2 Chapter 7; 4.2.1
Airplanes with Pressurized Cabins
121.335 Oxygen Equipment Standards OM-A Chapter 8.4
121.337 Protective Breathing Equipment OM-A Chapter 20.4-c,
OM-A Chapter 16.3.2-f
OM-B2 Chapter 4.1.9-
4.1.13
OM-B2 Chapter 7
121.339 Aircraft Overwater Operations OM-A Chapter 16.3.2;
OM-B2 Chapter 2.1.9 c
121.340 [Reserved]
121.341 Equipment for Operation in Icing Conditions By TC
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121.342 Pitot Heat Indication Systems By TC
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121.344 [Reserved]
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121.344a [Reserved]
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2-
12.4.4
121.351 Communication and Navigation Equipment for OM-A Chapter 12.4.4.3
C
CASR
OM Cross Ref.
Checklist Title
SUBPART L – MAINTENANCE, PREVENTIVE
MAINTENANCE AND ALTERATIONS
121.361 Applicability CMM
121.363 Responsibility for Airworthiness CMM
121.365 Maintenance, Preventive Maintenance, and CMM
Alteration Organization
121.367 Maintenance Program CMM
121.369 Company Maintenance Manual Requirements CMM
121.371 Required Inspection and Appropriate Personnel CMM
121.373 Continuing Analysis and Surveillance CMM
121.374 Continuous Airworthiness Maintenance CMM
Program (CAMP) for Two-Engine ETOPS
121.375 Maintenance and Preventive Maintenance CMM
Training Program
121.377 Maintenance and Preventive Maintenance CMM
Personnel Duty Time Limitations
121.378 Certificate Requirements CMM
121.379 Authority to Perform and Approve CMM
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Maintenance, Preventive Maintenance, and
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Alterations
20 os or l C
REQUIREMENTS
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121.381 Applicability
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CASR
OM Cross Ref.
Checklist Title
121.401 Training Program: General OM-A Chapter 6.5.4
OM-A Chapter 6.4.2.1
OM-D1 2.2.1-01; FCTP
01.02 (b); 5.1 01-03 (a.4
& b); 2.4.1-02 (a.4);
appendix 7; 4.1.1 (c)
121.403 Training Program: Curriculum OM-D1 (b.1) 4.2.0 02;
(b.2) 2.3.3 03-04; (b.3)
2.2.3;4.2.4 01&05; (b.4)
2.3.3-02; (b.5) 1.6.2;4.2.0
03
OM-D2 Chapter 5.1
121.404 Training Program: Specific Requirements OM-D1 Chapter 4.1.1-01;
(a)4.1.1-01
(b)appendix C
(b)wind shear 4.2.12
(c)CRM 4.2.9 ;4.7.6;(c-d
appendix c) kurikulum
SEP 4.7.10
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(f)aircraft surface
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contamination training
4.2.11
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02
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(h)ETOPS 4.2.19 05
on
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(i)pbn 4.2.19 04
C
(j)CFIT 4.2.19 11
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(k)aircfart type
performance 4.2.10 03
(l)flight training 4.3.0;4.3.1
(m)differences training
4.2.13
(n)upgrade training 4.1.1
(o)line training 4.5.1 05
OM-D2 Chapter 5.1
121.405 Training Program and Revision: Initial and Final OM-D1 Chapter 2.3.2 02-
Approval 03; OM-D1 2.3.3 – 02;
OM-D1 2.3.4 – 01; OM-
D1 2.3.4 – 03 (744); OM-
D1 2.3.4 – 04 (B777);
OM-D1 2.3.4 – 05 (A330);
OM-D1 2.3.4 – 06
(737CL); OM-D1 2.3.4 –
07 (B738); OM-D1 2.3.4 –
08 (CRJ100); OM-D1
CASR
OM Cross Ref.
Checklist Title
2.3.4 – 09 (ATR72); OM-
D1 2.3.3 – 02
121.407 Training Program: Approval of Airplane OM-D1 Chapter 2.3.3-02
Simulators and other Training Devices
121.409 Training Courses Using Airplane Simulators (a) OM-D1 2.3.3 – 06.a
and other Training Devices (b.1) OM-D1 3.1.1 – 10
(b.2) 4.1.1
(b.3)6.1.1-03 i ;ii. 4.3.0-
04;iii
(b.4) 4.3.0-01 & 4.3.1-04
121.411 Qualifications: Flight Instructors (Airplane) and OM-A 6.4.1.6
Flight Instructors (Simulator) OM-D1 2.4.4 B
(Simulator)
OM-D1 2.4.4 C (FIA)
OM-D1 5.2.2 (Ground
Instructor)
OM-D1 5.2.3 (FIS)
OM-D1 5.2.5 (FIA)
OM-D1 5.2.6 (CRM
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Instructor)
OM-D1 5.3.1 (Check
20 os or l C
Airman)
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121.413 Initial and Transition Training and Checking OM-A Chapter 6.4.1
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06
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(c.5)1.5.2 (06-07)
121.415 [Reserved]
121.417 Crewmember Emergency Training OM-D1 Chapter 4.2;
note:ch 4.2.6(01-02)
CASR part 121.417(a)
(c)4.7.0 04;(c.1-2)4.2.6
(01)
(c.2.e) 4.2.6 05.H
(d) 4.2.6 I
OM-D2 Chapter 5.1
121.418 Differences Training: Crewmembers and Flight OM-D1 Chapter 2.2;
Operations Officers OM-D1 Chapter 4.2;
(a)OM-D1 2.2.2-07
(b) 4.3.8;4.2.13
OM-D2 Chapter 5.1;
OM-D3 Chapter 5.3;
OM-D3 Chapter 6.3
121.419 - [Reserved]
121.427
CASR
OM Cross Ref.
Checklist Title
121.429 Recurrent Training OM-D1 Chapter 4.1;
OM-D1 Chapter 4.7;
OM-D1 Chapter 4.8;
(a) OM A 6.4.4.1(Flt
Crew); OM-D1 4.1.1 (Flt
Crew); OM-D1 4.7
(Ground Training); OM-D1
4.8 (Simulator Training);
OM A 6.4.4.3 (FOO); OM-
D3 1.4.5; OM-D3 5.12
(Recurrent & Com
Check); OM-D2 3.1.2.A.5
(b) OM-D2 3.1.3; OM-D2
5.1.2.5; OM-D2 5.1.3.13;
OM-D2 5.1.3.16;
(c) OM-D2 5.1.2; OM-D3
Chapter 5.4;
OM-D3 Chapter 6.4
SUBPART O – CREWMEMBER QUALIFICATIONS
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121.435 [Reserved]
on
2-
Requirements 6.4.3.6;
OM-D1 Chapter 4.5.1-04
121.439 Pilot Qualification: Recent Experience OM-A Chapter 6.5.2
121.440 Line Checks OM-A Chapter 6.5.3
OM-D1 Chapter 4.6.5
121.441 Proficiency and Competency Checks OM-A Chapter 6.4.4.1;
OM-D1 Chapter 2.3.3-2
OM-D1 Chapter 4.11.1-3
121.443 Pilot in Command Qualification: Route and OM-A Chapter 6.5.4
Airports OM-D1 Chapter 4.5.2
121.445 Pilot in Command Airport Qualification: Special OM-A Chapter 6.5.4 (b)
Areas and Airports OM D1 4.5.2; 4.1.1
121.447 Flight Attendant Qualifications OM-A Chapter A 6.2
OM-B2 Chapter 1.2.2
121.453 Flight Engineer Qualifications N/A
121.455 [Reserved]
121.457 [Reserved]
121.458 [Reserved]
CASR
OM Cross Ref.
Checklist Title
121.459 [Reserved]
SUBPART P – FLIGHT OPERATIONS OFFICER
QUALIFICATIONS AND DUTY TIME LIMITATIONS:
DOMESTIC AND FLAG AIR CARRIERS; FLIGHT
ATTENDANT DUTY PERIOD LIMITATIONS AND REST
REQUIREMENTS: DOMESTIC, FLAG, AND
SUPPLEMENTAL AIR CARRIERS
121.461 Applicability
121.463 Flight Operations Officer Qualifications OM-A Chapter 6.3
121.465 Duty Time Limitations: Domestic and Flag Air OM-A Chapter 6.3
Carriers
121.467 Flight Attendant Duty Period Limitations and OM-A Chapter 7.2.7
Rest Requirements: Domestic, Flag, and
Supplemental Air Carriers
SUBPART Q – FLIGHT AND DUTY TIME LIMITATIONS
AND REST REQUIREMENTS: FLAG, DOMESTIC AND
SUPPLEMENTAL AIR CARRIERS
121.470 Applicability
y
121.471 Flight Time Limitations and Rest Requirements: OM-A Chapter 7.2.2
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All Crewmembers
121.472 Duty Time Limitations: All Crewmembers OM-A Chapter 7.2.3
20 os or l C
121.481 Flight Time Limitations and Rest Requirements: OM-A Chapter 7.2.4
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121.483 Flight Time Limitations: Two Pilots and One OM-A Chapter 7.2.5
F
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CASR
OM Cross Ref.
Checklist Title
121.507 Retention of Items of Mass in Passenger and OM-A Chapter 16.7
Crew Compartments
121.509 Carry-on Baggage OM-A Chapter 10.4.5
121.511 Carriage of Cargo in Passenger Compartments N/A
121.513 Refuelling with Passengers on Board OM-A Chapter 16.5.4
121.515 [Reserved]
121.517 Alcoholic Beverages OM-A Chapter 10.4.4 (H)
121.519 [Reserved]
121.521 [Reserved]
121.523 Emergency and Emergency Evacuation Duties OM-B2 Chapter 7; 10; 11
SUBPART S – [Reserved]
SUBPART T – FLIGHT OPERATIONS
121.531 Applicability
121.533 Responsibility for Operational Control OM-A Chapter 4.1; 4.4.3;
3.3.13; 3.3.9
121.535 Medical Examination for Pilots, Cabin Crews, OM-A Chapter 5.3
and Engineers before Performing Their Duties
121.537 Alcohol or Drugs OM-A Chapter 2.1.6
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121.538 Airplane Security GASP
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121.541 Operations Schedules: Domestic and Flag Air OM-A Chapter 4.3.3;
Carriers OM-A Chapter 7.4
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CASR
OM Cross Ref.
Checklist Title
121.567 Instrument Approach Procedures and IFR ACL;
Landing Minimums OM-A Chapter 9.5.1-07
121.569 Equipment Interchange: Domestic and Flag Air OM-A Chapter 6.4.1.1-c
Carriers
121.570 Airplane Evacuation Capability OM-A Chapter 16.3.2-c
OM-B2 Chapter 2.1.18
121.571 [Reserved]
121.573 [Reserved]
121.574 Oxygen for Medical Use by Passengers OM-A Chapter 10.3.5.3
OM-B2 Chapter 2.1.14
121.575 [Reserved]
121.576 Retention of Items of Mass in Passenger and OM-B2 Chapter 2.1.17
Crew Compartments
121.577 [Reserved]
121.578 [Reserved]
121.579 Minimum Altitudes for Use of Autopilot OM-A Chapter 11.4.2 (b)
121.581 Observer's Seat: En-route Inspections OM-A Chapter 11.1.13
121.583 [Reserved]
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121.585 Exit Seating OM-A Chapter 10.3.7-02
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Compartment Door
121.589 [Reserved]
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RULES
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121.591 Applicability
on
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CASR
OM Cross Ref.
Checklist Title
121.619 Alternate Airport for Destination: IFR: Domestic OM-A Chapter 4.4.1
Air Carriers
121.621 Alternate Airport for Destination: Flag Air OM-A Chapter 4.4.1
Carriers
121.623 Alternate Airport for Destination: IFR: OM-A Chapter 4.4.1
Supplemental Air Carriers
121.624 ETOPS Alternate Airports OM-A Chapter 12.6.5
121.625 Alternate Airport Weather Minimums OM-A Chapter 9.3.3
121.627 Continuing Flight in Unsafe Conditions OM-A Chapter 3.3.9
121.628 Inoperable Instruments and Equipment OM-A Chapter 18.1;
OM-A Chapter 18.2
121.629 Operation in Icing Conditions OM-A Chapter 14.1.3;
OM-A Chapter 3.3.9
121.631 Original Dispatch or Flight Release, Re- OM-A Chapter 9.2.1; 9.3
dispatch or Amendment of Dispatch or Flight OM-A Chapter 12.6.5;
Release 13.6-01; 13.4
OM-C
121.633 Considering Time-Limited Systems in Planning OM-A Chapter 12.6.5
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ETOPS Alternates
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121.635 [Reserved]
20 os or l C
121.637 Takeoffs from Unlisted and Alternate Airports OM-A Chapter 6.5.4
121.639 Fuel Supply OM-A Chapter 13.3
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121.641 [Reserved]
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121.643 [Reserved]
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121.645 [Reserved]
06
fid
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CASR
OM Cross Ref.
Checklist Title
121.685 Aircraft Record ACL D50; OM-A;
Chapter 2.1.10
121.687 Dispatch Release: Flag and Domestic Air OM-A Chapter 9.7.1
Carriers
121.689 Flight Release form: Supplemental Air Carriers N/A
121.691 [Reserved]
121.693 Load Manifest OM-A Chapter 9.8.2
121.695 Disposition of Load Manifest, Dispatch OM-A Chapter 2.2.7 (b)
Release, and Flight Plans: Domestic and Flag
Air Carriers
121.697 Disposition of Load Manifest, Flight Release, OM-A Chapter 2.2.7 (b)
and Flight Plans: Supplemental Air Carriers
121.698 [Reserved]
121.699 [Reserved]
121.701 Maintenance Log: Aircraft CMM
121.703 Service Difficulty Reports OM-A 23.3.3
121.705 Mechanical Interruption Summary Report CMM
121.707 Alteration and repair reports CMM
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121.709 Maintenance Release or Aircraft Log Entry CMM
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121.711 [Reserved]
20 os or l C
121.713 [Reserved]
SUBPART W – ADMINISTRATIVE SANCTIONS
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16 Jan 2017 Page 1
OM – A APPENDIX 3. LOAD SHEET
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01 Oct 2016 Page 1
OM – A APPENDIX 4. SAMPLE OF FLIGHT
DUTY TIME RECORD
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the aircraft/flight identification entered at Item 7. If it does not, then the aircraft will not be
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correlated with its stored flight plan and delays will ensue.
There must be no space between the designator letters and flight number, nor any zero
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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
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01 Oct 2016 Page 1
OM – A APPENDIX 5. INSTRUCTION OF ATS
DATA INSERTION
Insert the appropriate designator as specified in ICAO Doc 8643,aircraftType 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:
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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.
J4 CPDLC FANS 1/A VDL Mode 2(3) Y VHF with 8.33 channel spacing
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capability
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(INMARSAT) capability
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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:
B2 ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability
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a
F
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S1130), or
Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100),
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or
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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)
The coded designator assigned to the route or route segment including, where
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appropriate, the coded designator assigned to the standard departure or arrival route
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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:
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F
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followed by “E” (East) or “W” (West). Make up the correct number of figures, where
necessary, by insertion of zeros, e.g. 46N078W.
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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
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LN/N0284A050 IFR
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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;
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THEN the speed to be maintained during cruise climb, expressed exactly as in (a)
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above, followed by the two levels defining the layer to be occupied during cruise climb,
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each level expressed exactly as in (b) above, or the level above which cruise climb is
on
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Examples: C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620.
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;
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MARSA: for a flight for which a military entity assumes responsibility for separation of
military aircraft;
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RNP SPECIFICATIONS:
L1: RNP4
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O1: Basic RNP 1 all permitted sensors
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(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.
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).
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REG/
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The registration markings of the aircraft, if different from the aircraft identification in Item 7.
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EET/
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Significant points or FIR boundary designators and accumulated estimated elapsed times from
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take-off to such points or FIR boundaries, when so prescribed on the basis of regional air
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SEL/
SELCAL Code, for aircraft so equipped
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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 AFEETN 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 knot) indicated airspeed (IAS)
Category B: 169 km/h (91 knot) or more but less than 224 km/h (121 knot) IAS
Category C: 224 km/h (121 knot) or more but less than 261 km/h (141 knot) IAS
Category D: 261 km/h (141 knot) or more but less than 307 km/h (166 knot) IAS
Category E: 307 km/h (166 knot) or more but less than 391 km/h (211 knot) 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
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or bearing and distance from the nearest significant point, as described in DEP/ above.
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RALT/
ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location
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aerodromes not listed in the relevant Aeronautical Information Publication, indicate location
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in LAT/LONG or bearing and distance from the nearest significant point, as described in
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DEP/ above.
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TALT/
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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.
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
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D/
(DINGHIES) (NUMBER) Cross out indicators D and C if no dinghies are carried, or insert
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A/
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(AIRCRAFEET 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.
Annex 6, Part I and PANS-ATM (Procedures for Air Navigation Services – Air Traffic
Management Doc. 4444) are aligned in their guidance to ensure that all participants in the
international aviation community share a common understanding regarding the definition and
intent of the terms “MINIMUM FUEL” and “MAYDAY MAYDAY MAYDAY FUEL.” The following
scenarios illustrate how and when to use each term and are also provided as a means to
clearly differentiate between such declarations.
It is important to note that a common element in every scenario is that each time MINIMUM
FUEL is declared, the PIC has already committed to land at a specific aerodrome and is
concerned that a landing may occur with less than final reserve fuel in the tanks. It is equally
important to note that although the coordinated escalation process (with ATC) related to the
protection of final reserve typically occurs in 3 steps. Each situation is different, however, and
may be resolved at any stage in the process. The 3 steps in the escalation process are:
Step 1 Request delay information when required (in accordance with 4.3.7.2.1);
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4.3.7.2.2);
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Step 3 nearest suitable aerodrome, where a safe landing can be made, will be
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less than the planned final reserve fuel (in accordance with 4.3.7.2.3).
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After 40 minutes of holding, ATC directs the flight crew to proceed to a holding fix closer to the
destination and clears them to descend to a lower altitude. The EFC issued for the new holding
fix adds 20 minutes of flight time which will burn the remaining contingency fuel. The flight
crew recalculates the expected landing fuel at destination based on the new EFC and is
concerned that they will begin burning into required reserves.
The flight crew conveys their current fuel status to ATC and requests additional delay
information (in accordance with 4.3.7.2.1). ATC then advises that they will be cleared to the
destination (original aerodrome of intended landing) at or before the previously issued EFC
time. 5 minutes prior to the EFC time, the aeroplane is issued a clearance to the initial
approach fix (IAF) and is informed that no further delays should occur.
Shortly after issuing the clearance to the IAF, ATC informs the flight crew that low level
windshear warnings were reported by several preceding aeroplane on final approach to KXYZ.
The flight crew elects to continue but unfortunately, the Meterological conditions at the
destination aerodrome continues to deteriorate, with prevailing winds and visibility that limit
arrivals to one runway. The flight crew flies an approach to the only available runway and
executes a missed approach due to a windshear alert on short final.
Aware that all contingency fuel has been consumed, the flight crew asks and receives a
clearance to their alternate (KABC). The PIC simultaneously declares MINIMUM FUEL (in
accordance with 4.3.7.2.2) based on fuel remaining calculations, their commitment to the
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alternate aerodrome and the possibility that any delays incurred en‐route to their alternate
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aerodrome may result in a landing at the alternate with less than final reserve fuel remaining.
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ATC advises that no further delays are expected and clears the flight to the alternate
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aerodrome. Enroute, the aeroplane is advised that the runway at their alternate aerodrome is
temporarily closed due to an incapacitated aeroplane. The PIC immediately declares
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MAYDAY MAYDAY MAYDAY FUEL (in accordance with 4.3.7.2.3). ATC informs the
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aeroplane that aerodrome KJKL, a military field, is available and not much farther than KABC.
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The flight crew is aware of the suitability of the KJKL and informs ATC that they will go direct
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to KJKL. The aeroplane is cleared as requested and lands at KJKL with 80% of final reserve
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fuel in the tanks (due to the proximity of the emergency divert field).
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Explanation
In this scenario, when the flight first held in the vicinity of the original destination (KXYZ), the
PIC could still divert to the alternate aerodrome while maintaining the appropriate fuel reserves
including final reserve fuel. As such and at that point in the flight, a MINIMUM FUEL declaration
would be inappropriate as the flight had yet to commit to an aerodrome and there was sufficient
fuel on board to protect final reserve fuel upon landing at either the destination or alternate.
The second holding clearance, however, threatened to consume all of the flight’s fuelallocated
for holding thereby reducing the options to a landing at the destination if additional delays were
unlikely or a pre‐emptive diversion to the alternate. The potential to burn into the fuel required
to divert to the alternate triggered the query regarding additional delays.
When the flight missed the approach at the planned destination and elected to commit to
thealternate, the PIC declared MINIMUM FUEL as final reserve fuel could no longer be
protected if any additional delays were encountered. Unfortunately, while en route to the
alternate (KABC), additional delays were encountered requiring the PIC to declare an
emergency. By broadcasting MAYDAY MAYDAY MAYDAY FUEL, the PIC utilized his/her
emergency authority to proceed to and land at a military field (KJKL) that would have been
otherwise unavailable.
R/T examples edited for brevity and are not all inclusive radio transmissions
Pilot Controller
KXYZ Approach ICAO123 FL 240 ROGER ICAO123 cleared DIRECT
WLCOM and I have holding instructions,
advise when ready to copy
ROGER ICAO123 DIRECT WLCOM ready
to copy
ICAO123 HOLD as published at WLCOM
fix Expect further clearance at 1035
Readback
ICAO123 proceed DIRECT GONER
DESCEND TO FL 190 and I have further
holding instructions, advise when ready to
copy
ROGER ICAO123 DIRECT GONER ready ICAO123 HOLD as published at GONER fix
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to copy Expect further clearance at 1120 UTC
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Readback and (free text) Have the EFC ICAO123 No further delays expected
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reported
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Readback
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KXYZ Approach ICAO123 on the missed ROGER ICAO123 CLEARED to KABC via
approach requesting clearance to KABC DIRECT ZZZ VOR and J‐63, CLIMB TO
FLIGHT LEVEL TWO FOUR ZERO
ROGER ICAO 123 cleared to KABC via ROGER MINIMUM FUEL
DIRECT ZZZ VOR and J‐63, leaving ONE
ZERO THOUSAND for FLIGHT LEVEL
TWO FOUR ZERO MINIMUM FUEL
ICAO123 be advised that runway 27/09 is
temporarily closed due to an incapacitated
aeroplane, it is estimated to open in 30 min.
ROGER ICAO123 MAYDAY MAYDAY ROGER ICAO123 MAYDAY FUEL, KJKL
MAYDAY FUEL aerodrome has a 4 KM runway and is 30
NM at your 12 o’clock
Readback
Outcome
In this scenario, when the aeroplane executed the missed approach at KXYZ and proceeded
to the alternate aerodrome KABC, the flight was still operating as planned. That is to say, the
flight plan fuel accounted for the possibility of missing an approach at the destination and
proceeding to the alternate. Due to the subsequent delays at KXYZ and a decision to divert to
KABC, however, it became apparent that little if any additional delay could be accepted, thus
triggering the declaration of MINIMUM FUEL.
Up to this point the flight could still be considered “routine,” until the flight crew was informed
that the runway at KABC was temporarily closed. This warranted the MAYDAY MAYDAY
MAYDAY FUEL declaration as all apparently available options would have, in the judgment of
the PIC, resulted in landing with less than the planned final reserve fuel. Declaring an
emergency, however, provided the PIC with additional options. In this case KJKL, a normally
unavailable military field, became a viable option for the aeroplane to able to land while
protecting as much fuel remaining as possible.
An aeroplane arrives in the vicinity of the destination aerodrome (MMAB) at 1500 UTC with
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flight planned fuel on board. The aeroplane is asked to hold with an EFC time of 1510 UTC
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due to traffic congestion. This is acceptable to the PIC as sufficient contingency fuel was
uplifted for unanticipated delays. Time passes and it becomes apparent that 10 minutes of
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holding will be insufficient to ease the congestion. The PIC requests delay information from
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ATC (in accordance with 4.3.7.2.1) and is informed to expect an additional 15 minute delay
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The PIC checks the fuel state and informs ATC that he cannot hold any longer than the original
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10 minutes and requests a clearance to his alternate aerodrome (MMXZ). The PIC receives a
new clearance and proceeds to MMXZ which now becomes the committed aerodrome of
intended landing as he has consumed most of his contingency fuel and is concerned that he
may begin burning into required reserves.
Meterological conditions encountered en‐route requires a reroute to the alternate which in turn
requires more fuel. When the aeroplane is clear of the Meterological conditions and is
proceeding to the alternate aerodrome the PIC calculates that, barring any further delays, the
flight will be landing with fuel slightly above the planned final reserve fuel quantity. He also
notes that any changes to the current clearance to the alternate would likely result in a landing
with less than final reserve fuel in the tanks.
The PIC informs ATC of the situation by declaring MINIMUM FUEL (in accordance with
4.3.7.2.2). The controller acknowledges the MINIMUM FUEL call and informs the flight crew
that no further delays are expected. The aeroplane proceeds to and lands at the alternate
aerodrome as previously cleared and the PIC fulfills his responsibility to protect final reserve
fuel.
Explanation
In this scenario the aeroplane was subject to delays that consumed most of the planned
contingency fuel and later diverted to the alternate aerodrome (MMXZ). In addition to a small
amount of contingency fuel and the planned final reserve fuel, the flight had uplifted the fuel
to proceed to an alternate. A MINIMUM FUEL state did not exist while proceeding to the
original destination aerodrome (MMAB) as the option to diverting to the alternate without
sacrificing planned reserves was still a viable option.
When the aeroplane, however, encountered WX en‐route requiring a reroute to MMXZ, the
remaining contingency fuel was used. Based on the fuel used and once the aeroplane was
back on course to MMXZ, the PIC determined that any further delays en‐route to the alternate
aerodrome to which the flight was committed to land would result in landing with less than
Final Reserve Fuel.
The MINIMUM FUEL call was used appropriately in this case as it described the fuel state of
the aeroplane to the controller clearly, succinctly and in accordance with Annex 6, Part I,
4.3.7.2.2). In other words, the declaration informed the controller that additional delays could
not be accepted and the controller responded by informing the flight crew that no delays were
expected. The controller also provided additional relevant information, kept the flight informed
of any additional delays and passed along any relevant information when transferring the
aeroplane to other ATC units. Both ATC and the flight crew maintained a heightened state of
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fuel situational awareness and the aeroplane proceeded to the aerodrome as cleared and
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landed uneventfully.
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It is important to note that in this case, the MINIMUM FUEL phraseology was used as intended
to convey the fuel status of the aeroplane. It was neither a declaration of urgency nor an
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emergency declaration and the aeroplane was treated as cleared keeping the same approach
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sequence. However, ATC did take action to keep the flight crew informed of any delays or
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changes to the previously issued clearance and was required to coordinate with other ATC
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units to ensure the MINIMUM FUEL state of the flight was passed along.
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R/T examples edited for brevity these and are not all inclusive radio transmissions
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Pilot Controller
MMAB Approach ICAO123 passing ONE ICAO123 I have holding instructions due to
TWO THOUSAND for ONE ZERO traffic congestion. Advise when ready to
THOUSAND copy.
ICAO123 ready to copy ICAO123 HOLD as published at WAITY fix
EFC 1510 UTC
Readback
ICAO123 due to continued traffic
congestion your new EFC is 1525 UTC,
continue holding at WAITY MAINTAIN ONE
ZERO THOUSAND
ICAO123 unable to hold any longer and ROGER ICAO123 CLEARED TO MMXZ
requesting clearance to MMXZ VIA DIRECT XYZ VOR and V‐43, CLIMB
TO ONE FIVE THOUSAND
Readback
ICAO123 requesting deviations to the right ICAO123 you are CLEARED to deviate
for weather ahead. right of course as requested, advise when
able to PROCEED DIRECT MMXZ.
Readback
ICAO123 proceeding direct MMXZ and ROGER ICAO123 understand you are
declaring MINIMUM FUEL at this time. declaring MINIMUM FUEL. Expect no
further delays continue as previously
cleared, you are number 5 for the approach.
Outcome
Practically speaking, the events described in this scenario are not out of the ordinary. The
MINIMUM FUEL declaration was simply used by the PIC to make ATC aware that
circumstances had reached a point where any further change to the current clearance could
have resulted in an emergency due to fuel. However, the flight concluded at the alternate
aerodrome (MMXZ), having met all fuel requirements including the protection of final reserve
fuel.
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Scenario 3. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate
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Narrative
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ICAO123 is a new large aeroplane (NLA) flying across the Pacific to YSAB. The filed alternate
aerodrome, YSXZ, is located 150 miles south and is the only available alternate aerodrome
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due to a stationary frontal system surrounding YSAB. When ICAO123 is approximately 200
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nm from YSAB, ATC advises that the destination aerodrome is closed until further notice due
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to a security breach. The flight crew accomplishes their in‐flight planning duties in accordance
on
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with operator policy and procedure to include: checking the Meterological conditions,
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As a result of these duties, the flight crew decides to proceed to the alternate aerodrome,
YSXZ, where they expect to arrive with 100 min or more of fuel. The flight crew requests delay
information from ATC (in accordance with 4.3.7.2.1) and informs the controller that while not
yet ready to declare Minimum Fuel, they are committed to a landing at YSXZ. ATC responds
that delays in the YSXZ terminal area are likely given the number of diversions from YSAB
and clears ICAO123 to a fix 50 NM from YSXZ with holding instructions and a 25 min EFC
time.
As more and more aeroplanes divert to YSXZ and 25 minutes pass in the hold, ATC directs
the flight crew of ICAO 123 to proceed to another holding fix closer to YSXZ, clears them to a
lower altitude and issues a revised EFC that adds 40 minutes of flight time. ICAO123
acknowledges the new clearance and informs ATC that if they do not proceed to YSXZ at or
before the revised EFC time they will be declaring MINIMUM FUEL (in accordance with
4.3.7.2.2). ATC acknowledges the transmission.
Shortly before the revised EFC time, the flight crew declares MINIMUM FUEL (at this point
the aeroplane is estimating to land with 35 min of fuel and in the judgment of the PIC any
additional delays may result in a landing at YSXZ with less than final reserve fuel in the tanks).
What the flight crew did not know is that prior to the MINIMUM FUEL declaration by the PIC,
ATC had already intended to clear ICAO123 for the approach. The controller asks whether an
approach clearance at the conclusion of the present circuit in the holding pattern would be
acceptable to the flight crew. The flight crew accepts the controller’s offer and ATC issues an
approach clearance. The flight lands with more than the final reserve fuel in the tanks.
Explanation
The events described in this scenario had the potential to rapidly deteriorate into an
emergency. The flight crew and ATC were able to resolve the issue in an orderly and
uneventful manner, however, based on a common understanding of the fuel state of the
aeroplane. When ATC informed the flight crew that YSAB was closed and they decided to
proceed to their alternate aerodrome (YSXZ), the initial calculation indicated that they would
arrive with the final reserve fuel (30 min.) plus 70 minutes (100 min. total fuel). Although the
aeroplane was committed to land at YSXZ, as there were no other apparent options, the flight
still had some operational flexibility (70 minutes fuel) and was not presently in a “MINIMUM
FUEL” state in accordance with with Annex 6, Part I, 4.3.7.2.2 .
When ICAO123 was cleared closer to YSXZ and was given an additional holding clearance,
the flight crew proactively informed ATC that the EFC time issued was very close to the point
where no further delay could be accepted. Finally, with the second EFC time approaching and
the flight without an approach clearance, a MINIMUM FUEL state was declared. ATC
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consulted with the flight crew about the intention of issuing an approach clearance,
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subequently cleared the aeroplane for the approach and the aeroplane landed with more than
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Center, ICAO 123 request CLEARANCE to ICAO123 CLEARED to YSXZ via DIRECT
YSXZ SUNNY and B850
ROGER ICAO123 CLEARED to YSXZ via ROGER ICAO123 are you declaring
DIRECT SUNNY and B850 be advised MINIMUM FUEL
YSXZ is our only option and we may need
to declare MINIMUM FUEL.
NEGATIVE not at this time
Readback
ICAO123 HOLD at SOONR fix as published
EFC 1030
Readback
ICAO123 DIRECT to CLSER fix and HOLD
as published EFC 1110
ROGER ICAO123 DIRECT CLSER and
HOLD as published EFC 1110. Be advised
Outcome
This scenario while not necessarily routine benefited from a common understanding of the
term “MINIMUM FUEL” that allowed the flight crew and ATC to appropriately manage the
situation. In this case, the closure of YSAB actually posed a bigger problem for ATC as several
aeroplanes were now diverting to YSXZ. The flight crew proactively kept ATC informed of their
fuel state and ATC shared their intentions with the flight crew (conclude the present hold before
proceeding with the approach clearance). The radiotelephony between the flight crew and
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ATC was concise and focused on solutions rather than further describing the problem in
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Scenario 4: MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate
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Narrative
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ICAO Flight 99 arrives in the terminal area of its planned destination aerodrome, KDEN, with
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60 minutes of contingency fuel, alternate fuel to enable the crew to fly to their filed alternate
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aerodrome (KCOS), and final reserve fuel intact. After holding for some time and burning most
of the planned contingency fuel, the crew is advised by ATC of an indefinite delay at the
destination aerodrome due to unexpected runway closures. Specifically, ATC advises that the
primary runway is closed due to a disabled aeroplane and braking action reported as nil on all
other runways. In effect, there is no revised EFC time and KDEN is closed to operations until
further notice.
The PIC elects to divert to the planned alternate aerodrome, KCOS. Although the planned
contingency fuel was mostly consumed, the planned alternate fuel remains intact and is
enough fuel to fly to KCOS. Due to severe Meterological conditions throughout the region,
there are no other alternate aerodromes available that would allow the flight crew to conserve
fuel. Despite operating in accordance with flight planning assumptions, the PIC declares
MINIMUM FUEL (in accordance with 4.3.7.2.2) at this point as the flight is committed to landing
at the alternate, KCOS, and any further delays from this point in the flight may result in a
landing with less than final reserve fuel in the tanks.
This has not yet developed into an emergency as the flight still has a bit of contingency fuel,
the planned alternate fuel to proceed to KCOS plus final reserve fuel remaining. The flight
crew, however, is concerned that based on the remaining contingency fuel, very little delay
can be accepted. The crew gains additional endurance time en‐route to KCOS due to better
than expected flight conditions, favorable winds and direct routing. They pass this information
along to ATC for coordination purposes and the flight lands uneventfully in KCOS with more
than final reserve fuel remaining in the tanks.
Explanation
This scenario is very straight forward and clearly illustrates the appropriate use of the
MINIMUM FUEL declaration. In this case, the intent of MINIMUM FUEL is simply to aid the
PIC in his/her responsibility to protect final reserve fuel once the flight is committed to a landing
at a specific aerodrome. It is apparent that, due to the severity of the Meterological conditions
in this example, the crew’s alternatives were quite limited. It is important to note, however, that
the PIC would be required to declare MAYDAY MAYDAY MAYDAY FUEL had additional
delays been encountered en‐route to the alternate and final reserve fuel could no longer be
protected. It is equally important to note that had a closer alternate been available, the
MINIMUM FUEL declaration would have likely been unnecessary.
In this case, however, the flight was able to successfully divert to its alternate (KCOS) and
land without incident. The news that KDEN was closed with no EFC or expected EFC was the
primary factor in the PIC’s decision to commit to a landing at KCOS, the planned alternate
(and in this scenario, the only available alternate). The PIC’s commitment to land at KCOS,
an inability to accept much if any delay and the responsibility to protect final reserve fuel are
the conditions that justify the MINIMUM FUEL declaration.
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Outcome
This is a straightforward example that illustrates the proper use of the MINIMUM FUEL
declaration Such scenarios are endless and can be rooted in unfavorable Meterological
conditions , mechanical problems, traffic, or other unanticipated factors. Once again, the key
principles in understanding the use of this term is first; the commitment to an aerodrome with
no other alternatives available and second; protecting final reserve fuel by ensuring to the
extent practicable, that no additional delays will be encountered .
It is important to note that the PIC always maintains his/her ability to exercise emergency
authority at any time. An emergency declaration would include priority handling and afford the
PIC the ability to land at the nearest aerodrome available should the conditions warrant such
action. The MINIMUM FUEL declaration, however, affords the PIC and ATC the opportunity
to work together to protect final reserve fuel and perhaps preclude an emergency from
developing.
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01 Oct 2016 Page 1
OM – A APPENDIX 7. AIR SAFETY REPORT
(ASR)
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01 Oct 2016 Page 1
OM – A APPENDIX 8. OPERATIONAL
HAZARD REPORT (OHR)
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01 Oct 2016 Page 1
OM – A APPENDIX 9. DEATH CERTIFICATE
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16 Jan 2017 Page 1
OM – A APPENDIX 10. CABIN MAINTAINANCE
LOG
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12 ≤ ACT
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- - YES 14.5** 12 17 2/3 FT 3
FT
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12 ≤ ACT
YES - - 14.5** 12 16 2/4 FT 3
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12 ≤ ACT
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Note:
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*) Adjusted with transit time
**) Based on reporting time 90 minutes before ETD
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OM – A APPENDIX 11. SUMMARY
FLIGHT TIME FOR FLIGHT
CREWMEMBER
PRONE REST 30
of ground pattern REST 9 hrs min ETD of the flight as
min
activity DH crew
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FLT TO FLT ----- 13 HRS
75 mins after the last PRONE REST 30 PRONE REST 30 105 mins before next
REST 9 hrs
Block-on of a CROPA min min ETD CROPA
Note:
Based on Operation Manual Part A (OM-A) Chapter 7.7.1
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777-300ER
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The following items are required and must be carried on all flight duty regardless of
the destination:
a. Flight Crew:
1. Company Identification card and Personal Identification Card (e.g., KTP, KITAS)
2. Passport.
3. Pilot license.
4. Certificate of Medical.
5. Training Control Card.
6. Pilots Logbook
7. Certificate of Vaccination (as required) *
8. Serviceable personal flash light.
9. Reliable time piece (e.g. wrist watch) *
10. Spare correction glass.
* Stowage position: accessible for immediate use during flight.
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b. Flight Attendant:
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1. Company Identification Card and Personal Identification Card (e.g. KTP, KITAS).
2. Passport.
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4. Certificate of Medical.
5. Safety Training Control Book.
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Cremembers are responsible to ensure that their documents are current and valid.
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OM – A APPENDIX 13. LIST OF REQUIRED ITEMS
THAT MUST BE CARRIED
ON ALL FLIGHT DUTY
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