Om-a Rev.8 Ed.pdf
This document was uploaded by user and they confirmed that they have the permission to share it. If you are author or own the copyright of this book, please report to us by using this DMCA report form. Report DMCA
Overview
Download & View Om-a Rev.8 Ed.pdf as PDF for free.
More details
- Words: 256,293
- Pages: 897
Loading documents preview...
tia Y F 20 os or l C 19 fir op a -0 / y 206
OPERATION MANUAL PART A
C
on
fid
en
(OM-A)
OPERATION STANDARDS
1
st
Edition
OM – A
Revision Letter
REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON FIRST OPPORTUNITY Date
: 02 January 2019
Edition
: 01
Revision
: No. 08 to Garuda Indonesia Operation Manual Part A (OM-A)
Effective Date : 14 February 2019 PAGE 1 1 1
DATE 02 Jan 2019 02 Jan 2019 02 Jan 2019
0.1.2
1
02 Jan 2019
0.1.3 0.1.4 0.1.5 0.1.6
2 2-3 4 5
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
0.1.6
5
02 Jan 2019
0.1.7 0.1.8 0.1.9 0.2 0.3 0.4 1.2 1.2 2 2.1-01
6 6 6 1-10 1 3 11 12-14 1 1
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
2.1-01 (d)
1
02 Jan 2019
2.1-01 2.1.1 2.2.1 2.2.2 2.2.4 2.2.8 3 3.2.1 3.2.1 3.2.2 3.2.7 3.3.6.1 3.3.9 4 4.1
1 2-6 2 3 4 12 1 1 2-4 4 7 4 7-8 1-2 1
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
en
fid on
C
NOTE Update Table of Content Update Preface Update general Add Dissemination Of Manuals and Important Information Change Chapter 0.1.2 to 0.1.3 Change Chapter 0.1.3 to 0.1.4 Change Chapter 0.1.4 to 0.1.5 Change Chapter 0.1.5 to 0.1.6 Rewording remarks of manual header footer Change Chapter 0.1.6 to 0.1.7 Change Chapter 0.1.7 to 0.1.8 Change Chapter 0.1.8 to 0.1.9 Update List Effective Page Update Record of Revision Update Manual Holder List Add definition of Repetitive defect Page Alignment Update Table of Content Change JKTOST to JKTOSN Add Suspension, Revocation, Termination of The AOC Change President to CEO Page Alignment Change AFM to AHM Update Manual Distribution Channel Change President to CEO Add Retention of FA Record training Update Table of Content Change President to CEO Update Management Personnel Change President to CEO Change President to CEO Add SM JKTDOQ Add CDL Update Table of Content Change President to CEO
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHAPTER 0 0.0 0.1.1
Operation Manual Part A – 1st Edition 02 Jan 2019
OM – A
Revision Letter
PAGE
DATE
4.3.4
4
02 Jan 2019
5.2
1
02 Jan 2019
5.3
1
02 Jan 2019
6.4.2.1 6.5.2 6.5.2 6.5.4
8 1 1-2 3-5
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
7.2.3
1
02 Jan 2019
7.2.3
4
02 Jan 2019
7.2.5
5
02 Jan 2019
7.2.7
7-6
02 Jan 2019
7.2.8
7
02 Jan 2019
7.7.1
1-2
02 Jan 2019
9.5.1
27
02 Jan 2019
9.6.2 9.6.2
3 4
02 Jan 2019 02 Jan 2019
10.9.3.4
16-17
10.3.5.3
3
10.3.5.6
6
02 Jan 2019
11.1.2
2-3
02 Jan 2019
11.1.12 (d)
9
02 Jan 2019
11.1.12 (d)
10
02 Jan 2019
11.1.12 (d)
10
02 Jan 2019
11.3.2
1-2
02 Jan 2019
11.3.3 11.6 12.3 (j)
2-6 1 2
02 Jan 2019 02 Jan 2019 02 Jan 2019
12.4.4.3
37
02 Jan 2019
12.4.6 12.5
43 8
02 Jan 2019 02 Jan 2019
en
fid
02 Jan 2019
on
C
NOTE Add Provision Regarding Emergency situation during flight Rewording Bluetooth speaker to any personal speaker Update Certification and Qualification Requirements Rewording Ground Training Syllabus Update Paragraph Structure Update Recent Experience Page Alignment Update Duty Time Limitation for Crewmember Add note regarding rest period enlarged crew composition Remove note refer to logged individual FDDT Update provision regarding rest period for FA Rewording Other Commercial Flying Provision Rewording minimum rest period Update weather limitation for flight portion conducted under VFR Rewording Filing ATC Flight Plan Page Alignment Rewording Table Guidelines for holdover times anticipated for Type I, II, III and IV fluid mixtures Update GSM Contact Update policy of passenger requiring MEDIF Update Seat Occupation Add “Observer seat” and Update Paragraph Structure Update Provision Regarding Seat Availability on Pax Compartment Update Provision Regarding Jump Seat Availability Add Provision Regarding Take-off Limitation Change Chapter 11.3.2 to 11.3.3 Omitting AOM Add GPS as Navigation Equipment Change reference chapter from 12.3.2 to 12.4.2 Add Provision regarding SLOP Rewording Pictorial Summary
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHAPTER
02 Jan 2019
Operation Manual Part A – 1st Edition 02 Jan 2019
OM – A
DATE
12.6.2
4
02 Jan 2019
12.6.3 13.2 16.3.1 16.3.2 (d) 16.3.2 (i)
5 1 1 2-3 4
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
19.2.3
5
02 Jan 2019
23 23.3.1 23.3.3
1 1 2-4
02 Jan 2019 02 Jan 2019 02 Jan 2019
23.4.8
4
02 Jan 2019
23.4.9 25.2 25.3.1-02(b) 26 26.3.4-03 Appendix 1 Appendix 11
5-6 1 3 1-2 5 1-16 2
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
Appendix 13
1
02 Jan 2019
NOTE Update Maximum Diversion Distance from 1260 to 1282 Page Alignment Update Planned Operating Conditions Rewording Cabin ready report Add ULD as Emergency Equipment Page Alignment Update Provision Regarding Proving Flight Update Table of Content Add provision preliminary report to DGCA Page Alignment Add Provision Regarding Repetitive defect Page Alignment Change President to CEO Change President to CEO Update Table of Content Update Command Pressurization Failure Update Compliance with CASR 121 Add Summary Diagram of Work and Rest Update List of Required items that must be carried on all flight duty
tia Y F 20 os or l C 19 fir op a -0 / y 206
PAGE
fid
en
This manual is replacing the previous manual OM-A 1st Edition Rev 07 Previous manual is obsolete and should be destroyed Question in respect to this manual or information contained in here shall be directed to Operation Standards (DOP) at GOC 3rd Floor, Phone 5501543; or 25601537 Missing pages may be obtained at Operations Publication GOC 3rd Floor, Phone 25601713; or 550 1771 ext. 2315 Fax. 5501528.
C
CHAPTER
on
Revision Letter
Garuda Operation Center, SoekarnoHatta Airport Date: 02 Jan 2019 OPERATION STANDARDS Mgr. COMPANY OPERATION PROCEDURE
CAPT. ARY BHAROTO
Operation Manual Part A – 1st Edition 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: Operation Standards (DOP) Garuda Operations Center 3rd floor, Phone 25601537; 25601538 or 5501543 / Fax 5501543 --------------------------------------------------- ----------------------------------------------------------------------Name/ID No
: --------------------------------------------- Function
: ---------------------------------
Date
: --------------------------------------------- Sign
: ---------------------------------
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Operation Manual Part A – 1st Edition 01 Mar 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Safety Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Security Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Quality Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate OSH&E Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
OM – A
GENERAL LIST OF CONTENT
COVER REVISION LETTER CORPORATE POLICY APPROVAL LETTER CONTROL PAGE GENERAL LIST OF CONTENT GENERAL INFORMATION
CHAPTER 1.
DEFINITION AND ABBREVIATION
CHAPTER 2.
LEGAL
CHAPTER 3.
ORGANIZATION AND RESPONSIBILITES
CHAPTER 4.
OPERATIONAL CONTROL AND SUPERVISION
CHAPTER 5.
CREWMEMBERS REQUIREMENTS
CHAPTER 6.
QUALIFICATION OF CREWMEMBERS, FOO, AND OTHER OPERATIONS PERSONNEL
CHAPTER 7.
FLIGHT TIME, FLIGHT DUTY TIME AND REST REQUIREMENTS
CHAPTER 8.
HEALTH
CHAPTER 9.
OPERATING PROCEDURES
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHAPTER 0.
C
CHAPTER 10. GROUND HANDLING ARRANGEMENT AND PROCEDURES CHAPTER 11. FLIGHT PROCEDURES
CHAPTER 12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES CHAPTER 13. POLICY AND PROCEDURES OF FUEL MANAGEMENT CHAPTER 14. ALL WEATHER OPERATIONS CHAPTER 15. INCAPACITATION OF CREWMEMBER CHAPTER 16. CABIN SAFETY REQUIREMENT CHAPTER 17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES CHAPTER 18. INOPERABLE INSTRUMENTS AND EQUIPMENTS CHAPTER 19. SPECIAL FLIGHT CHAPTER 20. OXYGEN REQUIREMENT CHAPTER 21. SPECIAL LOAD CHAPTER 22. SECURITY Operation Manual Part A – 1st Edition 27 Nov 2017
Page 1
OM – A
GENERAL LIST OF CONTENT
CHAPTER 23. HANDLING OF ACCIDENTS AND OCCURENCES CHAPTER 24. RULES OF THE AIR CHAPTER 25. SAFETY MANAGEMENT SYSTEM CHAPTER 26. EMERGENCY APPENDIX 1.
COMPLIANCE WITH CASR 121
APPENDIX 2.
NOTIFICATION TO CAPTAIN (NOTOC)
APPENDIX 3.
LOAD SHEET
APPENDIX 4.
SAMPLE OF FLIGHT DUTY TIME RECORD
APPENDIX 5.
INSTRUCTION OF ATS DATA INSERTION
APPENDIX 6.
SCENARIO OF MINIMUM FUEL AND MAYDAY Scenario 1. MAYDAY MAYDAY MAYDAY FUEL – An aeroplane is on an IFR Flight Plan with a destination alternate aerodrome on file.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Scenario 2. MINIMUM FUEL ‐ An aeroplane is on an IFR flight plan with a filed destination alternate aerodrome and diverts after holding near the original destination aerodrome.
en
Scenario 3. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome.
on
fid
Scenario 4. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome. AIR SAFETY REPORT
APPENDIX 8.
OPERATIONAL HAZARD REPORT
APPENDIX 9.
DEATH CERTIFICATE
C
APPENDIX 7.
APPENDIX 10. CABIN MAINTAINANCE LOG
APPENDIX 11. SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER APPENDIX 12. LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACOMPANIED MINOR (UM) AND INFANT APPENDIX 13. LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY
Operation Manual Part A – 1st Edition 27 Nov 2017
Page 2
OM – A
0.
GENERAL INFORMATION TABLE OF CONTENT
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
LIST OF EFFECTIVE PAGE ..................................................................................... 1
0.3
RECORD OF REVISION ........................................................................................... 1
0.4
MANUAL HOLDER LIST ........................................................................................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
0.2
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
0.
GENERAL INFORMATION
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
0.
GENERAL INFORMATION
0.0
PREFACE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
0.
GENERAL INFORMATION
0.0
PREFACE
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircrew is allowed for using his/her personal electronic device to read the valid revision of electronic company manuals (for personal use only). However, using any digital format of navigation chart (in PDF format or navigation chart generated from an application such as JeppFD or similar) inflight is prohibited.
en
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.
on
fid
Any discrepancies and errors, or any difficulties arising from or connected with the interpretation of the text shall be reported to:
C
Operation Standards GOC 3rd floor, Phone: 25601538; or 5501543 Fax: 5501543. 0.1.2
DISSEMINATION OF MANUALS AND IMPORTANT INFORMATION Info / notice / document / bulletin for Aircrew may be delivered via Crew Scheduling System, via personal company e-mail, or other means of communication, while the electronic company manuals can be downloaded via: dmsga.garuda-indonesia.com. Aircrew must counter sign the receipt form after receiving (a hard copy) Info, Notice, document, bulletin as applicable, while automatic signing is already provided when downloading the electronic manuals via DMSGA. For other Operation Personnel after receiving the updated hard copy manual or document, the holder of the manual/document must counter sign the receipt and return it to the unit concerned by e-mail, ship-doc or other available office messaging mean that meet requirement.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
0.
GENERAL INFORMATION
0.0
PREFACE
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.
Garuda Indonesia principal business office: PT Garuda Indonesia (Persero) Tbk Jl. Kebon Sirih No. 44 Jakarta 10110
Garuda Indonesia principal operations base: Garuda Operation Center Soekarno Hatta International Airport
Garuda Indonesia principal maintenance base: Garuda Maintenance Facility Building Soekarno-Hatta International Airport
en
on
C
0.1.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHANGE OF ADDRESS Garuda Indonesia shall notify the DGCA in writing, at least 30 days in advance, of any change in the address of its principal business office, its principal operations base, or its principal maintenance base.
fid
0.1.3
INSPECTION AUTHORITY Garuda Indonesia will support the DGCA inspector who presents his valid identification credentials, at any time or place, when performing inspections or test to determine the compliance with the CASRs, its operating certificate and operations specifications, or its eligibility to continue its certificate. 01. FLIGHT OPERATIONS INSPECTORS The flight operation inspection may be carried out during flights by officials of the Directorate General of Civil Aviation cq. The Flight Operations Inspectors. Full cooperation on the ground as well as on board should be extended to these inspectors.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
0.
GENERAL INFORMATION
0.0
PREFACE
02. ADMINISTRATIVE DIRECTIVES Request of DGCA officials to travel on board Garuda Indonesia aircraft for the purpose of inspection or familiarization will generally be channeled through the office of the Operations Manager. These officials will be provided with a passenger ticket in exchange of their travel document (SPD). Special cases, which require Captain cooperation will be notified to the Captain concerned by JKTOFGA. Station management will inform Captain of flights, on which DGCA officials will travel, before embarkation. 03. ATC OFFICERS AND AERONAUTICAL METEOROLOGICAL FORECASTERS At set intervals Air Traffic Control Officers and Aeronautical Meteorological Forecasters will make familiarization flights on board Garuda Indonesia aircraft. They serve a useful purpose for both the officials concerned and Garuda Indonesia.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Full cooperation is requested in giving the officials the possibility to follow the flight preparation, cockpit procedures and radio communication.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
0.1.5
0.
GENERAL INFORMATION
0.0
PREFACE
MANUAL ORGANIZATION Kebijakan Tata Kelola Perusahaan (KTKP)
CQMS
MINIMUM EQUIPMENT LIST (MEL)
FCTP
ERP
GARUDA AVIATION SECURITY PROGRAM (GASP)
JEPPESEN, GARUDA CHARTS, OTHER APPROVED CHART AND ROM
DANGEROUS GOODS HANDLING MANUAL
C
on
fid
en
TLM, TAKEOFF DATA
Note 1: Shadowed boxes are the minimum Company Operations Manual that require State Approval according to ICAO Doc 9376 - AN / 914. The Technical Manual and all Company Operations Manual are all prepared in accordance with CASR 121.135.
CQMS SMS CSPGM SEMS OSH&E ERP
OPERATION MANUAL (PART A, B, C, D)
PERFORMANCE MANUAL (FPPM) FCOM
NORMAL, ABNORMAL & EMERGENCY CHECKLIST
OSH&E
SEMS
COMPANY MAINTENANCE MANUAL (CMM)
**) Other Directorate Manuals
FLIGHT CREW / AIRCRAFT OPERATION MANUAL (FCOM)
CSPGM
SMS
tia Y F 20 os or l C 19 fir op a -0 / y 206
*) Other Corporate Policy Manuals
: Corporate Quality Management System Manual : Safety Management System : Corporate Security Policy Guidance Manual : Security Management System : Occupation Safety, Health & Environment : Emergency Response Plan
- FRG -HFRG - SOP S - NOTICES
- FOO MANUAL - EFB MANUAL - SOP S - NOTICES
FA SERVICE GUIDE BOOK
- COWADS - NOTAK - ANNOUNCE
SERVICE MANUAL
PASSAGE MANUAL
- RESERVATION MANUAL - DCS MANUAL - TRAVEL INF. MANUAL - FARE HANDBOOK
CARGO MANUAL
- LOADING INSTRUCTIONS - DANGEROUS GOODS
Note 2: *) Other Corporate Policy Manuals such as: HCM : Human Capital Manual CQM : Corporate Quality Manual PPDK : Pedoman Pengelolaan Dokumen Kualitas PM : Procurement Manual ERM : Enterprise Risk Manual Etc. **) Other Directorate Manuals such as: Manual related to services, finance marketing, etc.
AIRCRAFT HANDLING MANUAL
STATION MANUAL
- EDP LOAD CONTROL - EDP SEMI PERMANENT DATA
- COMMERCIAL BULLETIN - WEIGHT & BALANCE MANUAL
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
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
0.1.6
0.
GENERAL INFORMATION
0.0
PREFACE
and/or guidance relevant to the flight crewmember; The onboard library (see OM-A Chapter 2.2.5).
OPERATION MANUAL FORMAT AND INFORMATION In all operating manual amendments and revisions, hand-written are not permitted.
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. HEADER AND FOOTER
C
on
fid
en
Remarks: 1. Airline logo 2. Manual code 3. Level 1 chapter 4. Level 2 chapter 5. Manual name/title and Edition number 6. Revision date 7. Page number 8. Direct link to table of contents (for soft copy only)
02. INDEXING SYSTEM The Operations Manual Part A (OM-A) is divided into chapters, which are subdivided into section, sub-section and paragraph. There is a group of two number that is shown in every manual page. It is indicating the chapter and section. Pages are numbered in relation to section. The section may be divided into subsection and sub-section may be divided into paragraphs, which indicated by number or alphabet or bullets. 03. SYMBOLS END OF ………………… End of paragraph text. ………………… A vertical line in the left margin indicates the revised text on an amended page. This marking is not used when more than half the page has been revised. * ………………… Star symbol in the left margin of List of Effective Page indicates the revised List of Effective Page. ▲ ………………… Back to the Table of Content of each chapter
■
………………… Back to the general list of content Operation Manual Part A – 1st Edition
02 Jan 2019
▲
Page 5
OM – A
0.1.7
0.
GENERAL INFORMATION
0.0
PREFACE
TEMPORARY INSTRUCTIONS Temporary instructions will be issued whenever there is a policy’s changes that related to operations which require immediate compliance to the new rules and regulations. Changes in TI will be using yellow colored pages, and the alphabet will be added to the current manual revision number as the TI revision number (e.g. OM-A edition 1 TI 01A, etc.) Unless otherwise determined by the DGCA, TI will be valid for maximum of 6 months. Garuda Indonesia informs to POI and/or PAI prior to the issuance of the Temporary Instructions.
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Amendment date is purposed for recording the date of the compilation of all revision, and effective date is based on the nature of policy implementation and expected completion of distribution to the manual holder.
en
A List of Effective Page will be published from time to time in OM-A Chapter 0.2 summing up all valid pages at that dates.
on
fid
Revision letters received before the issue of a List of Effective Page may then be destroyed. Subsequent amendment letters will be retained as indicated above.
C
Replacement of missing page(s) or revision(s) should be ordered from: Operations Publication (CGKOSPGA) GOC 3rd Floor room 344, 322 Phone: 550 1771 ext. 2315, 2316, 2135 Fax: 5501528. 0.1.9
MANUAL APPROVAL / ACCEPTANCE The complete set of OM-A Revisions will be forwarded to DGCA for approval / acceptance request. Required changes to the revisions, as may be found or determined by DGCA will be corrected as part of the approval process. The List of Effective Page (OM-A Chapter 0.2) will be signed by Designated Inspector, and Control Page will be signed by the Deputy Director of Aircraft Operation. END OF 0.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
0.3 0.4
1 1.1 1.2
1.3
LIST OF EFFECTIVE PAGE
8 0 8 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 7 7 8 0 0 0 0 0 0 0 1 3 6 6 0 1 0 0 8 8 8 8 5 0 0 3 0 7
Date
Chapter Page No.
02 Jan 2019 01 Oct 2016 02 Jan 2019 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Oct 2016 14 Sep 2018 14 Sep 2018 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 15 Nov 2016 16 May 2017 02 May 2018 02 May 2018 01 Oct 2016 15 Nov 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 14 Sep 2018
1.3 2 2.1
2.2
7 8 *1 2 *1 *2 *3 *4 *5 *6 7 8 1 *2 *3 *4 5 6 7 8 9 10 11 *12 13 14 1 2 *1 2 1 2 3 4 5 6 *1 *2 *3 *4 5 6 *7 8 1 2 3 *4 5 6
tia Y F 20 os or l C 19 fir op a -0 / y 206
0.2
0.2
en
0.1
Revision No.
fid
0.0
*1 2 *1 2 *1 *2 *3 *4 *5 *6 *1 *2 *3 *4 *5 *6 *7 *8 *9 *10 *1 2 1 2 *3 4 1 2 1 2 1 2 3 4 5 6 7 8 9 10 *11 *12 *13 *14 1 2 3 4 5 6
on
0
GENERAL INFORMATION
LIST OF EFFECTIVE PAGE
Chapter Page No.
C
0.2
0.
2.3 3
3.1
3.2
3.3
Revision No.
7 7 8 0 8 8 8 8 8 8 4 4 5 8 8 8 5 0 0 6 3 5 5 8 5 5 7 7 8 7 7 5 5 7 7 7 8 8 8 8 7 7 8 7 5 4 6 8 5 2
Date
14 Sep 2018 14 Sep 2018 02 Jan 2019 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 27 Nov 2017 27 Nov 2017 01 Mar 2018 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 02 May 2018 16 May 2017 01 Mar 2018 16 May 2017 02 Jan 2019 16 May 2017 16 May 2017 14 Sep 2018 14 Sep 2018 02 Jan 2019 14 Sep 2018 14 Sep 2018 01 Mar 2018 01 Mar 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 14 Sep 2018 14 Sep 2018 02 Jan 2019 14 Sep 2018 01 Mar 2018 27 Nov 2017 02 May 2018 02 Jan 2019 01 Mar 2018 16 Jan 2017
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
4.2 4.3
4.4
5 5.1 5.2
5.3 5.4
6 6.1 6.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
02 Jan 2019 02 Jan 2019 01 Mar 2018 14 Sep 2018 16 May 2017 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 02 Jan 2019 01 Oct 2016 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 16 May 2017 01 Oct 2016 02 Jan 2019 16 May 2017 27 Nov 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 27 Nov 2017 01 Oct 2016 02 Jan 2019 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 02 May 2018 02 Jan 2019 14 Sep 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 14 Sep 2018 02 May 2018 02 May 2018 27 Nov 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016
6.3
6.4
1 2 3 4 1 2 3 4 5 6 7 *8 9 10 11 12 13 14 15 16 17 18 *1 *2 *3 *4 *5 6 7 8 9 10 1 2 1 2 1 2 3 4 5 6 *1 2 3 *4 *5 *6 *7 8
tia Y F 20 os or l C 19 fir op a -0 / y 206
4.1
8 8 5 7 3 0 5 5 5 5 8 0 8 0 0 0 5 3 0 8 3 4 3 3 0 0 4 0 8 7 7 7 7 6 8 7 6 6 6 6 6 7 6 6 4 3 3 3 0 0
GENERAL INFORMATION
6.5
en
4
Revision No.
fid
3.4
*7 *8 9 10 11 12 1 2 3 4 *1 2 *1 2 1 2 1 2 3 *4 1 2 3 4 1 2 1 2 *1 2 3 4 5 6 *1 2 1 2 3 4 5 6 1 2 1 2 1 2 3 4
on
3.3
C
Chapter Page No.
0.
6.6 7
7.1
7.2
Revision No.
4 4 6 3 4 0 3 5 3 6 7 8 7 6 4 4 4 6 4 7 4 0 8 8 8 8 8 6 5 4 5 0 0 0 6 0 5 5 5 7 1 0 8 0 0 8 8 8 8 5
Date
27 Nov 2017 27 Nov 2017 02 May 2018 16 May 2017 27 Nov 2017 01 Oct 2016 16 May 2017 01 Mar 2018 16 May 2017 02 May 2018 14 Sep 2018 02 Jan 2019 14 Sep 2018 02 May 2018 27 Nov 2017 27 Nov 2017 27 Nov 2017 02 May 2018 27 Nov 2017 14 Sep 2018 27 Nov 2017 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 May 2018 01 Mar 2018 27 Nov 2017 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 May 2018 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Mar 2018 14 Sep 2018 15 Nov 2016 01 Oct 2016 02 Jan 2019 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Mar 2018
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
7.7
7.8 7.9 8 8.1
8.2 8.3
8.4 8.5 8.6
8.7 9 9.1 9.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
01 Oct 2016 01 Oct 2016 27 Nov 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 02 May 2018 14 Sep 2018 02 May 2018 27 Nov 2017 01 Oct 2016 16 May 2017 01 Oct 2016 14 Sep 2018 01 Oct 2016 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 14 Sep 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 14 Sep 2018 27 Nov 2017
9.2
9.3
9.4
9.5
6 7 8 9 10 1 2 3 4 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 *27 28 29 30 31 32 33 34
tia Y F 20 os or l C 19 fir op a -0 / y 206
7.6
0 0 4 0 0 0 0 0 8 8 5 6 7 6 4 0 3 0 7 0 7 7 7 7 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0 7 7 0 0 0 0 0 0 5 7 4
GENERAL INFORMATION
en
7.5
Revision No.
fid
7.4
1 2 1 2 1 2 1 2 *1 *2 3 4 5 6 1 2 1 2 1 2 1 2 3 4 1 2 1 2 3 4 1 2 1 2 1 2 3 4 5 6 1 2 1 2 1 2 1 2 3 4 5
on
7.3
C
Chapter Page No.
0.
Revision No.
4 3 3 3 3 0 6 3 0 5 0 0 0 0 0 0 0 3 0 0 0 0 6 4 5 4 6 6 6 6 6 6 6 6 6 6 0 0 0 0 5 5 4 8 4 4 4 5 4 4 4
Date
27 Nov 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 02 May 2018 16 May 2017 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 May 2018 27 Nov 2017 01 Mar 2018 27 Nov 2017 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 27 Nov 2017 02 Jan 2019 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Mar 2018 27 Nov 2017 27 Nov 2017 27 Nov 2017
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
10 10.1
10.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
27 Nov 2017 27 Nov 2017 02 May 2018 27 Nov 2017 01 Mar 2018 01 Oct 2016 02 Jan 2019 02 Jan 2019 16 May 2017 15 Nov 2016 01 Mar 2018 15 Nov 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 15 Nov 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 16 May 2017 16 Jan 2017 01 Oct 2016 01 Mar 2018 14 Sep 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Oct 2016 14 Sep 2018 14 Sep 2018 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Oct 2016 01 Mar 2018 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017
10.2
10.3
10.4
13 14 15 16 17 18 1 2 *3 4 5 *6 7 8 1 2 3 4 5 6 7 8 1 2 1 2 1 2 3 4 5 6 1 2 3 4 5 6 1 2 3 4 5 6 7 8 9 10 11 12
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.8
4 4 6 4 5 0 8 8 3 1 5 1 0 0 0 0 1 0 0 5 0 3 2 0 5 7 5 0 0 5 5 0 7 7 4 4 4 0 5 3 3 3 3 3 3 3 3 3 3 3
GENERAL INFORMATION
10.5 10.6
en
9.7
Revision No.
fid
9.6
35 36 37 38 1 2 *3 *4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 1 2 3 4 5 6 7 8 1 2 1 2 3 4 1 2 3 4 5 6 7 8 9 10 11 12
on
9.5
C
Chapter Page No.
0.
10.7
10.8
10.9
Revision No.
3 3 3 3 3 3 7 7 8 3 3 8 7 7 4 0 0 0 0 0 5 0 0 0 0 0 3 3 3 3 3 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0
Date
16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 14 Sep 2018 14 Sep 2018 02 Jan 2019 16 May 2017 16 May 2017 02 Jan 2019 14 Sep 2018 14 Sep 2018 27 Nov 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
11.3
11.4
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 16 May 2017 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Mar 2018 01 Mar 2018 27 Nov 2017 27 Nov 2017 02 Jan 2019 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 16 Jan 2017 01 Mar 2018 02 May 2018
11.4 11.5
11.6
4 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 *1 2 3 4 1 2 1 2 1 2 1 2 1 *2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.2
0 0 0 8 8 5 0 0 0 0 0 0 0 0 3 3 0 8 8 5 5 5 4 4 8 8 0 0 0 0 3 0 0 0 0 5 0 0 0 0 0 0 8 8 8 8 8 8 2 5 6
GENERAL INFORMATION
11.7 12
en
11.1
Revision No.
fid
11
13 14 15 *16 *17 18 19 20 21 22 23 24 25 26 1 2 1 *2 *3 4 5 6 7 8 *9 *10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12 *1 *2 *3 *4 *5 *6 1 2 3
on
10.9
C
Chapter Page No.
0.
12.1 12.2 12.3 12.4
Revision No.
6 5 5 0 4 4 4 4 6 5 5 6 5 6 7 7 7 7 4 8 5 3 4 4 3 6 6 0 0 0 0 4 8 6 6 6 6 6 6 6 6 5 0 0 0 0 0 0 5 0 0
Date
02 May 2018 01 Mar 2018 01 Mar 2018 01 Oct 2016 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 02 May 2018 01 Mar 2018 01 Mar 2018 02 May 2018 01 Mar 2018 02 May 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 27 Nov 2017 02 Jan 2019 01 Mar 2018 16 May 2017 27 Nov 2017 27 Nov 2017 16 May 2017 02 May 2018 02 May 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 27 Nov 2017 02 Jan 2019 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
13 13.1 13.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
01 Oct 2016 01 Oct 2016 02 May 2018 02 May 2018 02 May 2018 01 Oct 2016 01 Oct 2016 02 May 2018 02 May 2018 02 May 2018 02 May 2018 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 02 Jan 2019 01 Mar 2018 01 Mar 2018 01 Mar 2018 16 May 2017 16 May 2017 02 Jan 2019 16 May 2017 16 May 2017 01 Mar 2018 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 02 Jan 2019 01 Mar 2018 15 Nov 2016 01 Mar 2018 02 Jan 2019 02 Jan 2019 01 Oct 2016 16 May 2017 01 Mar 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 01 Oct 2016
13.3
13.4 13.5
13.6
14 14.1
en
0 0 6 6 6 0 0 6 6 6 6 3 3 3 3 3 3 3 8 5 5 5 3 3 8 3 3 5 3 3 3 3 3 8 5 1 5 8 8 0 3 5 5 0 0 0 0 0 8 0
GENERAL INFORMATION
1 2 3 4 1 2 1 2 3 4 1 2 3 4 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 *1 *2
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.6
Revision No.
fid
12.5
19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 *37 38 39 40 41 42 *43 44 1 2 3 4 5 6 7 *8 1 2 3 *4 *5 6 7 8 9 10 1 2 1 2 *1 2
on
12.4
C
Chapter Page No.
0.
15
15.1 15.2 15.3 15.4 15.5 16 16.1 16.2 16.3
Revision No.
3 3 3 0 3 3 5 3 3 5 3 4 3 3 0 0 5 0 0 5 5 5 0 3 0 7 7 7 7 0 0 0 0 0 5 0 0 0 5 0 5 0 5 0 3 0 0 0 8 8
Date
16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 16 May 2017 16 May 2017 01 Mar 2018 16 May 2017 16 May 2017 01 Mar 2018 16 May 2017 27 Nov 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Oct 2016 16 May 2017 01 Oct 2016 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
16.7 16.8 16.9 17 17.1 17.2
18 18.1 18.2 18.3 18.4 18.5 19 19.1 19.2
20 20.1
LIST OF EFFECTIVE PAGE
Date
Chapter Page No. Revision No.
20.2 20.3 20.4 21 21.1 21.2
1 2 1 2 1 2 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.6
0.2 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 27 Nov 2017 27 Nov 2017 02 May 2018 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 27 Nov 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 Jan 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 May 2018 14 Sep 2018 01 Mar 2018 02 Jan 2019 16 Jan 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016
fid
16.5
8 8 5 0 4 4 6 3 0 0 0 0 0 0 5 5 0 0 0 0 0 0 4 0 0 0 0 0 7 0 0 0 0 0 0 0 2 0 0 0 0 6 7 5 8 2 0 0 0 0
on
16.4
*3 *4 1 2 1 2 3 4 1 2 1 2 1 2 1 2 1 2 1 2 1 2 3 4 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 3 4 *5 6 1 2 1 2
C
16.3
GENERAL INFORMATION
en
Chapter Page No. Revision No.
0.
21.3
21.4 21.5 21.6 21.7 21.8 21.9
21.10 21.11 21.12 21.13
5 0 0 0 7 0 5 0 5 0 4 4 4 5 5 5 5 6 6 5 5 5 5 5 5 5 0 0 0 0 0 0 0 0 5 0 0 0 2 3 3 0 0 0 0 0 3 0 0 0
Date
01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Mar 2018 01 Mar 2018 01 Mar 2018 02 May 2018 02 May 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 Jan 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
OM – A
22.3
22.4
22.5
22.5 23 23.1 23.2 23.3
23.4
23.5
LIST OF EFFECTIVE PAGE
Date
Chapter Page No. Revision No.
24
24.1 24.2
24.3 24.4 24.5 24.6 24.7 25
1 2 1 2 1 2 3 4 5 6 1 2 1 2 3 4 1 2 1 2 1 2 1 2 *1 2 1 2 *3 4 5 6 1 2 3 4 1 2 *1 *2 1 2 1 2 3 4 1 2 3 4
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.2
0.2 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Mar 2018 16 May 2017 16 May 2017 27 Nov 2017 16 Jan 2017 15 Nov 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 Jan 2017 16 May 2017 16 May 2017 16 Jan 2017 16 Jan 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 16 Jan 2017 16 Jan 2017 27 Nov 2017 16 Jan 2017 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 14 Sep 2018 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 14 Sep 2018 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 27 Nov 2017 27 Nov 2017
fid
22.1
0 0 0 0 0 0 0 3 0 0 5 3 3 4 2 1 0 0 0 2 3 3 2 2 3 3 3 0 2 2 4 2 8 0 0 0 7 7 8 8 8 8 7 0 0 8 8 8 4 4
on
22
1 2 1 2 1 2 1 2 3 4 1 2 3 4 5 6 7 8 9 10 1 2 3 4 1 2 3 4 5 6 7 8 *1 2 1 2 1 2 *1 *2 *3 *4 1 2 3 *4 *5 *6 1 2
C
21.14
GENERAL INFORMATION
25.1 25.2
en
Chapter Page No. Revision No.
0.
25.3
25.4
25.5 26 26.1 26.2
26.3
0 0 0 0 0 0 0 3 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 8 0 0 4 8 4 4 4 4 4 4 4 4 0 8 8 5 0 0 0 0 0 0 0 5 5
Date
01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 01 Oct 2016 01 Oct 2016 27 Nov 2017 02 Jan 2019 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
0.
GENERAL INFORMATION
0.2
LIST OF EFFECTIVE PAGE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 10
OM – A
GENERAL INFORMATION
0.3
RECORD OF REVISION
RECORD OF REVISION Upon receipt of revision, insert revised page, in the Operations Manual Part A and enter the revision number, revision date, date of insertion and name of person incorporating the revision. Rev. Date
Insertion Date
By
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
08
02 Jan 19
14 Feb 19
AB
Rev No.
Rev. Date
Insertion Date
By
tia Y F 20 os or l C 19 fir op a -0 / y 206
Rev No.
C
on
fid
en
0.3
0.
END OF 0.3 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
0.
GENERAL INFORMATION
0.3
RECORD OF REVISION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
MANUAL HOLDER LIST Following are the list of OM-A holder: NO
NAME/DESCRIPTION
OFFICE CODE
CONTROL ID
Library
JKTOSPGA
0.00001
2
Library
JKTOSPGA
0.00002
3
Direktorat Kelaikudaraan & Pengoperasian Pesawat Udara
DKPPU
2.00104
4
Direktorat Kelaikudaraan & Pengoperasian Pesawat Udara
DKPPU
2.00105
5
Director of Operations
JKTDOGA
2.00001
6
VP Flight Operations
JKTOFGA
2.00002
7
VP Production & Operation Control
JKTOGGA
2.00004
8
VP Operation Support
JKTOSGA
2.00005
9
VP Corporate Quality, Safety and Environment Management
JKTDVGA
2.00006
10
VP Learning and Development
JKTVZGA
2.00101
11
SM Employee Service and Information Management
JKTIDHGA
2.00007
12
Chief Pilot A330
JKTOFAGA
2.00008
13
Chief Pilot ATR72-600
JKTOFRGA
2.00009
14
Chief pilot CRJ-1000
JKTOFCGA
2.00110
15
Chief pilot B777-300
JKTOFBGA
2.00111
16
Chief Pilot B737
JKTOFTGA
2.00013
17
SM FA Standardization & Development
JKTCCSGA
2.00014
18
SM FA Planning & Assignment Management
JKTCCPGA
2.00016
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
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
C
0.4
0.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
OM – A
NO
0.
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
NAME/DESCRIPTION
OFFICE CODE
CONTROL ID
SM Crew Movement Control
JKTOGCGA
2.00019
39
SM Flight Assignment
JKTOGRGA
2.00020
30
Chief OCC
JKTOGMGA
2.00021
31
SM FOO & Flight Dispatcher Center
JKTOGWGA
2.00022
32
MGR. Flight Planning
JKTOGW7GA
2.00023
33
Mgr. Dispatch Zone -1
JKTOGW1GA
2.00025
34
VP Cabin Services
JKTCCGA
2.00026
35
VP Inflight Services
JKTCIGA
2.00194
36
VP Corporate Security
JKTDKGA
2.00027
37
SM Operations Engineering
JKTOSEGA
2.00028
38
SM Corporate Quality Assurance
JKTDVAGA
2.00029
39
SM Safety Information Management
JKTDVFGA
2.00030
40
SM Incident Management
JKTDVIGA
2.00031
41
SM Operation Standard
JKTDOPGA
2.00032
42
SM Occupational Safety, Health & Environment Management
JKTDVEGA
2.00034
43
Mgr. Security Standard & Compliance
JKTDVPGA
2.00035
44
SM Quality Assurance & System Support
JKTGFQGA
2.00036
45
VP SBU Umrah, Hajj & Charter
JKTNHGA
2.00038
46
SM Airworthiness Standard
JKTMQSGA
2.00039
47
SM Airworthiness Record
JKTMQRGA
2.00040
48
SM Line Station Management
JKTIRGLGA
2.00041
49
VP Airworthiness Management
JKTMQGA
2.00042
50
SM Navigation Support
JKTOSNGA
2.00044
51
SM Operations Publication
JKTOSPGA
2.00045
52
SM Operation Data Management
JKTOSIGA
2.00046
53
SM Flight Attendant Training
JKTVZCGA
2.00102
54
SM Flight Operation Training
JKTVZOGA
2.00103
55
MGR FOO & Operation Support Training Management
JKTVZO3GA
2.00106
56
MGR Training Quality Assurance
JKTVZQGA
2.00107
57
VP Corporate Secretary
JKTDSGA
2.00108
58
SM Station SOEKARNO HATTA
CGKSMGA
2.00109
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
28
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
NO
0.
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
NAME/DESCRIPTION
OFFICE CODE
CONTROL ID
VP Cargo Operations
JKTGOGA
2.00119
60
Domestic Branch Office
JKTKKGA
7.00101-177
61
International Brand Office
JKTKKGA
7.00601-681
62
Pilots (All Fleet including Captain and FO)1
JKTOFGA
3.00001-2470
63
Flight Attendants1
JKTCCGA
5.00001-4215
64
FOO1
JKTOGGA
6.00001-411
65
A 330 Simulator
JKTOFAGA
8.00201-120
66
B737-800 Simulator
JKTOFTGA
8.00301-320
67
CRJ-1000 Simulator
JKTOFCGA
8.00501-520
68
ATR-72 Simulator
JKTOFRGA
8.00601-620
69
B777-300ER Simulator
JKTOFBGA
8.00701-720
70
A330 Aircraft
Registration
1.00101-172
71
B737-800/-8 Aircraft
Registration
1.00301-400
72
CRJ-100 Aircraft
Registration
1.00701-730
73
B777-300ER Aircraft
Registration
1.00801-812
74
ATR-72 Aircraft
Registration
1.00901-912
Note:
: Detail data described in respective chief
en
1
tia Y F 20 os or l C 19 fir op a -0 / y 206
59
C
on
fid
Printed copies other than stated in the Distribution List will be considered uncontrolled. For certain exceptional cases some page(s) of this manual might be required for reference. In that case, the party who needs a copy of this part of manual is required to send an email request to JKTDOP ([email protected]). END OF 0.4
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
tia Y F 20 os or l C 19 fir op a -0 / y 206
0.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
1.
DEFINITION AND ABBREVIATION TABLE OF CONTENT
CHAPTER 1 GENERAL .................................................................................................................. 1
1.2
DEFINITION ............................................................................................................... 1
1.3
ABBREVIATIONS ...................................................................................................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
1.
DEFINITION AND ABBREVIATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
1.1
1.
DEFINITION AND ABBREVIATION
1.1
DEFINITION
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 1.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
1.
DEFINITION AND ABBREVIATION
1.1
DEFINITION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
1.2
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
DEFINITION TERM
DEFINITION The sector operated by crewmember as Active Crew.
Air Crew
A person who works in Garuda Indonesia as a pilot or flight attendant.
Air Carrier/Air Operator Certificate Holder
Means a person who undertakes directly by lease or other arrangements to engage in air transportation.
ABAS
Aircraft-Based Augmentation System: An augmentation system that augments and/or integrates the information obtained from the other GPS elements with information on board the aircraft. The most common form of ABAS is receiver autonomous integrity monitoring (RAIM).
Aircraft
Any machines that can derive support in the atmosphere from the reaction of the air other than reactions of the air against the earth’s surface.
Airplane
A power driven, heavier than air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on surfaces, which remain fixed under given conditions of flight.
Air Time
The period of time between airborne (in ACARS it is Off) until touchdown (in ACARS it is On). In ACARS Air Time is recognized by the word FLT.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Active Sector
AOC
Air Operator Certificate. A certificate authorizing an operator to carry out specified commercial air transport operations.
ARI
Airport and Route Information is a briefing material and information for crew reference prior to operating into certain airport and/or route area.
Air Transportation Service
The operation for remuneration, including positioning flights, of any aircraft, which is listed on the air carrier’s Air operating certificate.
AWOS
Automated Weather Observing System is an automated weather reporting system, which transmits local real-time weather data directly to the Pilot.
Base
The term Base is applicable for crews who are based in JKT, DPS, SUB, Japan, China, and Korea.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION 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 at the next midnight. For the purpose of calculation, calendar day refers to Local Time (anywhere), as long as it is consistent from the beginning until the end of the calendar day(s).
Calendar Month
Refers to the period from the beginning of a month to the end of that same month when the qualification interval is set to expire. For example; a 12 calendar month qualification interval means that, if the original qualification date for a flight crewmember is 1 March 2013, such crewmember remains qualified until 31 March 2014.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Block Off
CANPA
Constant Angle Non Precision Approach. The CANPA final approach features a constant angle descent using the vertical speed mode or the flight path vector (as available), with altitude-distance checks. Flying a constant angle approach profile: Provides a more stabilized flight path. See VDP. (see CDFA)
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION (pronounced as “KAV- OH- KAY”) abbreviation for Ceiling And Visibility OK, it describes the condition at the airport when there are no clouds below 5000 feet or below the highest minimum sector altitude, whichever is greater, and no cumulonimbus; visibility more than 10 Km, and there is no precipitation, thunderstorm,shallow fog or low drifting snow.
Competency Check (CC)
Any required operational check performed on company personnel (other than flight crewmembers), by company supervisory personnel duly authorized to perform that check
Company Check Pilot (CCP)
An employee of an air carrier who is the holder of a delegation of authority issued by the Director, authorizing the conduct of certain types of flight checks
CDFA
Continuous Descent Final Approach is aspecific technique for flying the final approach segment as a continuous descent, without level-off, from an altitude at or above the FAF altitude to a point approximately 50ft above the landing threshold. (see CANPA)
Ceiling
The height above the earth’s surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken”, “overcast” or “obscuration” and not as “thin” or “partial”
Certificate
A document issued by, or on behalf of DGCA, which confirms a regulatory standard, as described in the document, has been met. A certificate does not convey any authority to act.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CAVOK
Class I Navigation
Class I navigation is any en-route flight operation conducted in controlled or uncontrolled airspace that is entirely within operational service volumes of ICAO standard NAVAIDs (GNSS, VOR, VOR/DME, and NDB).
Class II Navigation
Class II navigation is any en-route operation not categorized as Class I navigation and includes any operation, or portion of operation, that take place outside the operational service volume of ICAO standard NAVAIDs.
CMV
Converted Meteorological Visibility is a value (equivalent to an RVR) which is derived from the reported meteorological visibility by using particularly conversion factors. (JEPPESSEN will publish all RVR values above 2000 m as CVM.
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 3
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION 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)
Contracting State
Any country or state, which is a signatory to the Convention of the International Civil Aviation Organization, or any other country acceptable to the Director.
Consolidation
The process by which a person through practice and practical experience increases proficiency in newly acquired knowledge and skills.
CROPA
Also known as Crew rotation is duty schedule that consist of one Journey or more operated by the aircrew starting from departure from home base in the first Journey until the return to the home base in the last Journey.
Crewmember
An aircrew assigned to official duty as an active crew.
Day Off
The rest time that is granted by the Company to an aircrew at Home Base, to accommodate the social interest other than regulation requirement.
Dead Heading Crew
An aircrew conduct flight mission on one or more sector without actively working, and receives the same treatment as common passengers onboard the aircraft.
Dead Heading Sector
The sector traveled as Dead Heading Crew.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Co-Pilot
Director or DGCA
The Director of the Directorate General of Civil Aviation, or any person authorized to act on his behalf.
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).
Duty Free
The rest period, of 24 consecutive hours or more, between duty assignments to meet regulation requirement.
Duty Period
The period of elapsed time between reporting for an assignment involving flight time and release from that assignment.
Duty Schedule
An assignment that is given to the crewmembers as a responsibility that has to be carried out according to their respective functions.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION Extended Diversion Time Operations: Any operation by an airplane with two or more turbine engines where the diversion time to an en-route alternate aerodrome is greater than the threshold time established by the State of the Operator. (See ETOPS)
Emergency Evacuation
Emergency Evacuation is the urgent abandonment of an aircraft utilizing slide and all useable exits.
Enlarged Crew
A Flight crewmember composition in a journey with an additional one Pilot or more from the Standard Crew Complement.
ETOPS (Ref. FAR-1; and CASR121.161(a))
Extended Operations. Means an airplane flight operation, other than an all-cargo operation in an airplane with more than two engines, during which a portion of the flight is conducted beyond a time threshold identified in part CASR 121-161(a) as follows: Farther than a flying time from an Adequate Airport (at a oneengine inoperative cruise speed under standard conditions in still air) of 60 minutes for a two-engine airplane or 180 minutes for a passenger-carrying airplane with more than two engines.
Extended over water
A flight operated over water at a distance of more than 93 km (50 NM), or 30 minutes at normal cruising speed, whichever is the lesser, away from land suitable for making an emergency landing.
Fail-operational flight control system
A flight control system is fail-operational if, in the event of a failure below alert height, the approach, flare and landing, can be accomplished automatically. In the event of a failure, the automatic landing system will operate as a fail passive system.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
EDTO (Ref Annex 6)
Fail-passive flight control system
A flight control system is failed-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic flight control system the Pilot assumes control of the aircraft after a failure.
First Flight of The Day
The definition of the first flight in this manual is referring to the first sector on that day of the crew on each duty cycle (journey)
First Officer
A Pilot qualified on an aircraft to perform the duties of Second In Command. May also be taken to mean copilot.
Flag Air Carrier
An air carrier whose operations specifications authorize operations outside of Indonesia.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 5
OM – A
TERM Flight
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
DEFINITION 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. 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 Crewmember
A crewmember assigned to duty in an aircraft as a pilot, second officer or navigator
Flight Deck Duty time
The period of time utilized by a Flight Crewmember who actively works in a sector and occupies the left or right Cockpit-Seat on enlarge (augmented) crew composition.
Flight Duty Time
The total elapsed period from the time a crewmember is required to report for duty, to the time that crewmember has completed all official duties with respect to a flight or series of flights and is released for an official crew rest.
Flight Operations Officer (FOO)
A person who is authorized by an air carrier to exercise operational control over a flight.
en
fid
on
C
Flight Relief Facility Bunk
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight Allowance
See OM-A Chapter 7.7.3
Flight Relief Facility-Seat (FRFS)
See OM-A Chapter 7.7.3
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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION
Fueling Safety Zone (FSZ)
An area of at least 3 meters in any direction from the centerpoint 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.
General Declaration
Commonly abbreviated as GENDEC. A mandatory document of international flight for Customs, Immigration and Quarantine (CIQ) purposes which the Standard format of the General Declaration shall refer to ICAO Annex 9.
Government Check Pilot
A DGCA inspector authorized to perform flight checks.
(GCP) GPS is a U.S. satellite based radio navigation system that provides a positioning service anywhere in the world. The service provided by GPS for civil use is defined in the GPS Standard Positioning System Signal Specification.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Global Positioning System (GPS)
on
fid
GNSS is a generic term for a worldwide position, velocity, and time determination system, which includes one or more satellite constellations, aircraft receivers, and system integrity monitoring. GNSS includes GPS, Satellite Based Augmentation Systems (SBAS) such as the Wide Area Augmentation System (WAAS), Ground-Based Augmentation System (GBAS) such as the Local Area Augmentation System (LAAS), Global Orbiting Navigation Satellite System (GLONASS), GALILEO, and any other satellite navigation system approved for civil use. GNSS can be augmented as necessary to support the required navigation performance for the actual phase of operation. (AC 90-105).
C
Global Navigation Satellite System (GNSS)
en
GPS is the U.S. core GNSS satellite constellation providing space-based positioning, velocity, and time. GPS is composed of space, control, and user elements.(AC 90-105).
Home base
Jakarta (CGK) is Garuda Indonesia Home base.
Hybrid Head-Up Display Landing System
A system which consists of a primary fail passive automatic landing system and a second independent HUD/HUDLS enabling the Pilot to complete a landing manually after failure of the primary system.
IMC
Instrument Meteorological Conditions
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION The intended destination is the destination according to the timetable.
Intermediate Destination
The intermediate destination is the destination where a technical landing can be made.
Isolated Airport
An isolated airport is an airport for which destination alternate not available.
Journey
(See Duty Cycle).
Kin Pairing
Kin Pairing is a composition of flight crewmember that consist of flight crewmember with family relationship (e.g. Father, Son, Brothers) occupying the hot seats at the same time.
Large Aircraft
Any aircraft having a maximum certified takeoff weight, (MCTOW) of greater than 5700 kg (12500 pounds)
Lay-over Time
The period of time between the ends of a Journey until the beginning of the next Journey.
Lay-over Station
Station outside Home Base or Base where crewmember remains overnight / transited, being part of the CROPA
License
A document issued by, or under a delegation of authority from the Director, which authorizes the holder to exercise certain privileges as specified in that license, subject to the conditions and limitations contained therein.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Intended Destination
Line Operating Flight Time
Flight time performed in operations.
Line Operational Evaluation (LOE)
An evaluation of individual and crew performance in a flight simulation device conducted as a real-time Line Operational Simulation (LOS) scenario.
Line Operational Flight Training (LOFT)
A Line Operational Simulation (LOS) training session conducted during flight crew initial qualification and/or recurrent training. LOFT is conducted in real time as a line operation with no interruption by the instructor during the session except for a non-disruptive acceleration of uneventful en-route segments.
See Flight Time definition
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 8
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION
Line Operational Simulation (LOS)
A training or evaluation session conducted in a “line environment” setting. Under LOS, instruction and training is based on CRM learning objectives, and includes behavioral observation and assessment of crew performance. Specific training activities under LOS include: -
Line Oriented Flight Training (LOFT);
-
Special Purpose Operational Training (SPOT);
-
Line Operational Evaluation (LOE)
Procedures applied at an airport for the purpose of ensuring safe operations during CAT II/III approach and Low Visibility Takeoff.
Low Visibility Take-off (LVTO)
A takeoff where the RVR is less than 400 meters.
MAP/ MAPt
That point in an instrument approach at or before which the prescribed missed approach procedure must be initiated if required visual reference does not exist.
MDA
Minimum descent Altitude means the lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle-to-land maneuvering in execution of a standard instrument approach procedure, where no electronic glide slope is provided.
MEL
Minimum Equipment List
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Low Visibility Procedures (LVP)
Missed Approach
A maneuver conducted by a Pilot when an instrument approach cannot be completed to a landing. The route of flight and altitude are shown on instrument approach procedure charts. A Pilot executing a missed approach prior to the MAP must continue along the final approach to the MAP. The Pilot may climb immediately to the altitude specified in the missed approach procedure.
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 twoengine aeroplanes, 0.9 per cent for three-engine aeroplanes and 1.0 percent for four-engine aeroplanes
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION A Notice to Airman, distributed by means of telecommunication, containing information concerning the establishment, condition or change in any aeronautical facility service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operation.
NOTOC (Notification to Captain)
Accurate and legible written or printed information provided to the pilot-in-command concerning dangerous goods shipments or other special cargo that is to be carried on board the aircraft.
Observer
A person outside Standard Crew Complement who is permitted to take a seat in the cockpit without having the need for a qualification or rating of the particular type of aircraft.
Open Water
Means a water mass which does not have any landmasses within the maximum times or distances prescribed by a regulation.
Operational Control
Means an air carrier’s system for the exercise of authority over the formulation, execution and amendment of an operational flight plan in respect of a flight or series of flights.
en
A complete flight segment consisting of a takeoff, climb, enroute portion, descent, and a landing.
Passenger
C
on
Operating Cycle
fid
System (OCS)
tia Y F 20 os or l C 19 fir op a -0 / y 206
NOTAM
Any person on board an aircraft during flight time, who is not acting as a crewmember.
Performancebased navigation (PBN)
Area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace.
Person
In respect of an air carrier, means any person who is an owner, or operator of an aircraft listed on that air carrier’s operations specifications or, is otherwise acting as an employee or agent of that air carrier.
Pilot Flying (PF)
The flight crewmember who is manipulating the flight controls of an aircraft during flight time.
Pilot In Command (PIC)
A pilot assigned to act as the Captain of an aircraft.
Pilot Monitoring (PM)
The pilot crewmember who is monitoring and supporting the pilot flying (PF). Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 10
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
See Wave-Off. Means an area of land considered hostile to survival, which lies beyond a specified radius from any known civilization, development or surface conveyance, through which refuge could reasonably be sought. Such radii is equal to 25 nautical miles in the case of mountainous or jungle areas, 50 nautical miles in the case of unoccupied land mass surrounded by water and in all other areas, 100 nautical miles. The Director may designate other areas as remote based upon unique consideration. Repetitive Defect is a technical problem on a system on an airplane that occurs repeatedly as many as 3 times in the period of 15 sector or less. A period of time consisting of 24 consecutive hours, commencing at 0000 local time, in which a pilot, flight attendant or flight operations officer are free from all duties or contact by the company. A required day off is considered to be taken at a person’s residence and is exclusive of any travel time between that person’s residence, and the place where such person reports for, or is released from duty. A duty in the airport as back up Crew Resource. The period of time during which a crewmember is released form all official duty or contact by the company. This period
C
Receiver Autonomous Integrity Monitoring (RAIM) Rejected Landing Remote Area
Rapid Disembarkation is the expedited exit of passengers and crew from a parked aircraft utilizing the boarding entrance(s) and the associated airport infrastructure (aviobridge, jet way or boarding stairs) or the aircraft air stairs. An algorithm that verifies the integrity of the position output using GPS measurements, or GPS measurements and barometric aiding.
Repetitive Defect Required Day Off
Reserve Rest Period
tia Y F 20 os or l C 19 fir op a -0 / y 206
Rapid Disembarkation
en
Point of Reclearance (POR)
fid
Pilot Proficiency Check (PPC)
Equivalent Terms to Pilot Monitoring (PM) The pilot who is performing tasks during flight time, in support of the pilot flying. May also be called Pilot Monitoring (PM). A flight check performed in whole or in part, in an airplane type simulator or an aircraft. Conducted by a GCP, CCP, or DGCP for the purpose of establishing the level of proficiency, of a flight crewmember. The point of re-clearance (POR) is a point along the track at 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 reclearance 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.
on
Pilot Not Flying (PNF)
DEFINITION
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 11
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
Seating Capacity
C
Second In Command (SIC) Second Officer (SO) Separate Runways
Split Flight Duty Special Purpose Operational Training (SPOT)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Runway Incursion
en
RNP system
fid
RNAV (area navigation)
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 (RHS) Captain is a person rank Captain with additional qualification to occupy RHS as a Second In Command and qualified to perform PF/PM duty either during standard and/or enlarged composition. A method of navigation that permits aircraft operations on any desired flight path within the coverage of ground or spacebased 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. An area navigation system which supports on-board performance monitoring and alerting. Any occurrence at an aerodrome involving the incorrect presence of aircraft, vehicle or person on the protected area of surface designated for the landing and takeoff of aircraft. The maximum number of passenger seats authorized by, the type certificate, type approval, or other equivalent document. A Pilot assigned to act as a first Officer or Co-Pilot of an aircraft. A pilot who is the holder of a commercial or higher pilot license and is endorsed on an aircraft type, as competent on the flight engineers panel and may act as a flight crewmember with respect to the flight engineer duties Runways are considered separate, when they are separate landing surfaces which may overlay or cross in such a way that if one of the runway is blocked, it will not prevent the planned type of operations on the other runway, and each of the landing surfaces has a separate approach procedure based on a separate aid. Note: 2 separate runways: At CGK runway 25 and runway 07 are not considered as 2 runways but as runway 07R and runway 07L. A method used to extend FDT with intermediate rest between sectors. A simulator training session under Line Operational Simulation (LOS) designed to address specific training objectives based on technical and CRM requirements. A SPOT scenario may consist of full or partial flight segments depending on the training objectives for the flight. See Line Operational Simulation (LOS)
on
Right Hand Seat (RHS) Captain
DEFINITION
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 12
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
Stand By Start Taxi
C
on
fid
en
Supernumerary
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. A duty other than at the airport as a backup Crew Resource. 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) A person in addition to the crewmember that is neither Deadhead crew (DHC) nor classified as a passenger by the operator and authority but is on board a passenger aircraft during commercial and non-commercial operation. Such person is typically any of following : Assigned to the flight by the operator as necessary for the safety of operations and has certain (operator-required) knowledge and abilities gained through selection and mandatory training (e.g. Safety Pilot,); or Any individual that has a relationship with the operator an authorized and/or assigned by the operator and/or the state to be on board the aircraft (e.g. Cockpit Observer, Cabin Observer, Flight Checker, jump seat travel, etc); or A state or operator authorized inspector, auditor, or observer authorized by the operator and/or the state to be on board the aircraft to perform his/her duties (e.g. DGCA flight operations inspector, IOSA auditor, LOAS observer, etc.); or Assigned to a passenger flight by the operator for the purpose of maintaining proficiency required by regulation (e.g. FOO Familiarization Flight, FA Trainee, etc.); or Assigned to a passenger flight by the operator to conduct certain customer service activities or other duties related to his/her profession (e.g. Immigration On Board, conducting customer relations, Medical doctor checking crewmember health, etc) in the cabin; not designated to perform any safety duties. An air carrier whose operations specifications authorize charter or all cargo operations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Serious Injury
DEFINITION
Supplemental Air Carrier
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 13
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
Threshold Time
Training Flight Transit Visibility
Any agreement in which a lessor, leases an aircraft, with at least one pilot flight crewmember, to either an air carrier, foreign air carrier, or a foreign person (the lessee). END OF 1.2
C
on
fid
en
Visual Descent Point (VDP) Wave-Off (Rejected Landing) Wet Lease
A flight series for operational function check prior to return to service following scheduled maintenance program. 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. Other term for expressing route training. A period of time between two sectors. 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. The location at the MDA(H) where the Aircraft can be flown on approximately a three Degree glide path to the runway. An action to abort a landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Test Flight
DEFINITION
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 14
OM – A
1.3
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
ABBREVIATIONS TERM
ABBREVIATION 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
AFM
Airplane Flight Manual
AFS
Auto Flight System
AFTM
Air traffics Flight Management
AGL
Above Ground Level
AHM
Aircraft Handling Manual
AIP
Aeronautical Information Publication
AIREP
Air Report (Weather Report)
AMJ
Advisors Material Joint
AML
Aircraft Maintenance Log
AMSL
Above Mean Sea Level
ANO
Air Navigation Order
AOC
Air Operator Certificate
AOG
Aircraft On the Ground
AP
Auto Pilot
APB
Actual Passengers on Board
APU
Auxiliary Power Unit
ASR
Air Safety Report
AT
Auto Throttle
ATC
Air Traffic Control
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
AAIC
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
CDLS
Cockpit Door Locking System
CDU
Computer Display Unit
CEO
Chief Executive Officer
CFP
Computer Flight Plan
CFR
Crash Firefighting and Rescue
CG
Center of Gravity
CI
Company Instructor
CL
Centerline Light
CML
Cabin Maintenance Log
CMP
Configuration Maintenance and Procedure standard
CO
Carbon Dioxide
en
fid
on
C
2
tia Y F 20 os or l C 19 fir op a -0 / y 206
ATS
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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 (France)
Directon Générale de l’Aviation Civile
DGCA
Directorate General of Civil Aviation
DGCP
Designated Government Check Pilot
DGM
Dangerous Goods Manual
DH
Decision Height
DHC
Dead Heading Crew
DME
Distance Measuring Equipment
DO
Day Off
DOT
Department of Transport
DPER
Designated Pilot Examiner Representative
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CVR
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
FBO
Fuel Burnt Out
FCOM
Flight Crew Operation Manual
FDR
Flight Data Recorder
FIA
Flight Instructor Aircraft
FIR
Flight Information Region
FIS
Flight Instructor Simulator
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
ERA
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
IF
Intermediate approach Fix
IFR
Instrument Flight Rule
ILS
Instrument Landing System
IMC
Instrument meteorological Condition
INS
Inertial Navigation System
IOE
Initial Operating Experience
IOSA
IATA Operation Safety Audit
IRS
Inertial Reference System
ISA
International Standard Atmosphere
JAA
Joint Aviation Authority
JAR
Joint Airworthiness Requirement
LH
Left Hand
LLZ
Localizer
LOFT
Line Orientated Flight Training
LVP
Low Visibility Procedures
LRC
Long Range Cruise
M
Mach number
MAP
Miss Approach Point
MCT
Maximum Continuous Thrust
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
GIA
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
MTW
Maximum Takeoff Weight
MVA
Minimum Vectoring Altitude
MZW
Maximum Zero Fuel Weight
NDB
Non Directional Beacon
Nm
Nautical Mile
NOTAM
Notice To Airmen
OAT
Outside Air Temperature
OCA
Obstacle Clearance Altitude
OCH
Obstacle Clearance height
OCL
Obstacle Clearance Limit
OIC
Officer in Charge
OM
Outer Marker
PA
Passenger Address
PAI
Principal Airworthiness Inspector
PAS
Passenger Address System
PET
Point of Equal Time
PF
Pilot Flying
PID
Pattern Identifier
PM
Pilot Monitoring
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
MDA
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
REIL
Runway End Identification Lights
RH
Right Hand
RL
Runway (edge) Lights
ROM
Route Operation Manual
RON
Remain Over Night
RPL
Repetitive Flight Plan
RTA
Returned to Apron
RTB
Returned to Base
RTO
Rejected Takeoff
RVR
Runway Visual Range
RVSM
Reduced Vertical Separation Minimum
RVV
Runway Visibility Value
SAT
Static Air Temperature
SC
Supernumerary Crew
SCD
Subject to Captain Discretion
SEL CAL
Selective Call
SIC
Second In Command
SM
Senior Manager
SMGCS
Surface Movement Guidance and Control System
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
POB
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 7
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
UTC
Coordinated Universal Time
VDP
Visual Descent Point
VHF
Very High Frequency
VMC
Visual Meteorological Condition
VP
Vice President
VOR
VHF Omni Range
XCU
Extra Crew
ZFW
Zero Fuel Weight
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
SSR
END OF 1.3
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 8
OM – A
2.
LEGAL TABLE OF CONTENT
CHAPTER 2
2.3
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.1.1
MANUAL AND DOCUMENTATION............................................................................ 1 REQUIRED MANUAL/FORM ...................................................................... 1
2.2.2
DOCUMENT FORMAT AND MANAGEMENT ............................................. 3
2.2.3
RECORD SYSTEM ..................................................................................... 4
2.2.4
AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS 4
2.2.5
AIRCRAFT MANUAL .................................................................................. 4
fid
en
2.2.1
on
2.2
GENERAL .................................................................................................................. 1
C
2.1
2.2.5.1
AIRCRAFT FLIGHT MANUAL (AFM) ........................................... 4
2.2.5.2
FLIGHT CREW OPERATING MANUAL (FCOM) .......................... 4
2.2.5.3
STANDARD OPERATING PROCEDURES (SOP) – CHECKLIST 5
2.2.5.4
MINIMUM EQUIPMENT LIST (MEL) & AIRCRAFT DEFECTS ..... 5
2.2.5.5
INFORMATION INSERTED IN THE AML (AIRCRAFT MAINTENANCE LOG) .................................................................. 5
2.2.5.6
INFORMATION ENTERED IN THE AFL (AIRCRAFT FLIGHT LOG) ..................................................................................................... 7
2.2.6
REQUIRED MANUAL/DOCUMENT ONBOARD ......................................... 8
2.2.7
DOCUMENTS AND FORMS ....................................................................... 8
2.2.8
DOCUMENT RETENTION / RECORDS ................................................... 11
EFB (ELECTRONIC FLIGHT BAG) ............................................................................ 1
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
2.
LEGAL
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
2.
LEGAL TABLE OF CONTENT
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. 01. AMENDMENTS, RENEWAL, AND SUSPENSION OF AOC, OPSPEC, AND ACL a) AOC AMENDMENTS An application for AOC shall be filed to the DGCA at least 30 days before the proposed effective date of the amendment, unless a shorter filing period is allowed. b) OPSPEC AND ACL AMENDMENTS Garuda Indonesia shall fill application for OPSPEC, and ACL amendments to the DGCA at least 30 days before the proposed effective date of the amendment, unless a shorter filing period is allowed.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Amendments, modification and renewal of OPSPEC and ACL part A, B and C are managed through the Operation technology and navigation (JKTOSN), where the original documents are retained. Amendments, modification and renewal of ACL part D and E are managed through the Airworthiness Standard (JKTMQS), where the original documents are retained.
fid
en
The maintenance section of the CASR requirements (Sub part J, K, L, and section 705 through 709 of part 121) are described in the Technical Manual (TM) of Maintenance Directorate.
C
on
c) AOC RENEWAL Garuda Indonesia shall fill the application for AOC renewal to DGCA at least 60 days before expiration of the AOC Certificate. d) SUSPENSION, REVOCATION, TERMINATION OF THE AOC The DGCA may suspend, revoke, or terminates the Certificate in case it is no longer satisfied with the conditions under which operations are conducted and/or in case of violation to the provisions of AVIATION ACT NO.1 YEAR 2009 and CASR Part 121. When an AOC is cancelled or revoked for any reason, the Garuda Indonesia must return the Certificate and the Operations Specifications within 7 days to the DGCA. 02. AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS PT Garuda Indonesia (Persero), Tbk. ensures a copy of the Air Operator Certificate (AOC) is displayed in 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 Flight Dispatch’s office, etc. PT Garuda Indonesia (Persero), Tbk. ensures a copy of the Operation Specifications are available for inspection by DGCA at each principal operation offices used for Garuda operations.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
2.
LEGAL TABLE OF CONTENT
An electronic copy of the current AOC and Operations Specifications is permanently made available on DMSGA website (dmsga.garuda-indonesia.com). 2.1.1
PUBLIC LIABILITY The most important rules regarding the liability of Garuda Indonesia and its personnel in connection with the carriage of passengers, mail and freight, have been laid down in Convention of Warsaw and in Garuda Indonesia general conditions of carriage. The provisions of these rules constitute and intricate system of law, which can only be handled by expert lawyers, fully familiar with the contents and the meaning thereof. If claim is raised or a complaint is made by a passenger to any member of the crew, the particulars of the case should be noted and reported, but no representation or admission of liability should be made and the matter should be left entirely open for decision by the appropriate department of the company.
2.1.2
INTERNATIONAL CONVENTIONS ON THE SUPPRESSION OF VIOLENCE 01. GENERAL The following three international Conventions on the suppressions of violence against civil aviation have been ratified by Indonesia:
en
Tokyo Convention: Convention of offenses and certain other act committed on board the aircraft. The Hague Convention: Convention for the suppression of unlawful seizure of aircraft. Montreal Convention: Convention for the suppression of unlawful acts against the safety of civil aviation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
Since the Tokyo Convention contains provisions with regard to the “powers of the aircraft commander” and since the other two Conventions are not directly related to the authority and duties of the Pilot-in-Command, the next paragraphs only deal with the relevant provisions of the Tokyo Convention. 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
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
2.
LEGAL TABLE OF CONTENT
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Crewmember and passenger may also take reasonable preventative measures without the authorization of the PIC if circumstances so require. Restraining persons Restraining shall not be continued beyond the next point of landing unless:
en
fid
on
this point is in a non-contracting State and the authorities refuse disembarkation; delivery to competent authorities is not possible because the point of landing is in a non-contracting State; the aircraft makes a forces landing; the person agrees to onward travel under restraint.
C
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. Delivering persons to the competent authority The Pilot in Command may deliver to the component authorities at the point of landing any person who has grounds to believe has committed on board an act which, in his opinion, is a serious criminal offense is according the law of the State of registration.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
2.
LEGAL TABLE OF CONTENT
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:
2.1.3
Holy See Hungary Iceland India Indonesia Iran Iraq Ireland Israel Italy Ivory Japan Jordan Kenya Korea, Republic of Lao People’s Dem. Rep Lebanon Lesotho Liberia Luxembourg Libyan Arab Republic Madagascar Malawi Mali Mexico Mauritania Morocco Netherlands, The New Zealand Nicaragua Niger Nigeria Norway Oman
en fid
Pakistan Panama Papua New Guinea Paraguay Peru Philippines Coast Poland Portugal Romania Rwanda Saudi Arabia Senegal Seychelles Sierra Leone Singapore South Africa Spain Sri Lanka Sweden Switzerland Thailand Togo Trinidad and Tobago Tunisia Turkey United Kingdom United States Upper Volta Uruguay Venezuela Yugoslavia Zambia Zaire, Republic of
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
Afghanistan Argentina Australia Austria Bahamas Bangladesh Barbados Belgium Botswana Brazil Burundi Canada Chad Chile China Colombo Congo, People’s Rep of Costa Rica Cyprus Denmark Dominican Republic Ecuador Egypt, Arab Rep of Fiji Finland France Gabon Gambia, The Germany, Fed Rep of Ghana Greece Grenada Guatemala Guyana
CUSTOMS AND IMMIGRATION REGULATIONS When entering or leaving a country, the crewmember is required to comply with that country’s security, customs, health, and currency regulations. Strict compliance with these regulations is a necessity, as violation does not only reflect on the person of the offender but also is damaging to the reputation of the company. Self-evidently, the same goes for any other offense committed during a trip.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
2.
LEGAL TABLE OF CONTENT
Garuda Indonesia prohibits crewmember and employee to carry goods or unstamped mail for a third party. 2.1.4
LEASING OF AIRCRAFT a.) Wet Lease 1.) Prior to operating an air transportation service with wet leased aircraft, Garuda Indonesia shall provide to DGCA, copy of the lease agreement, or a written memorandum outlining the terms of such agreement. Where any air carrier whether foreign or domestic, agrees to provide or lease an aircraft to or from Garuda Indonesia, the agreement must state whether Garuda Indonesia and/or AMO as applicable, is proposed to be responsible for providing:
applicable crewmembers, operational control, and the maintenance and servicing of that aircraft
2.) Upon receiving a copy of an agreement, or a written memorandum of the terms thereof, DGCA determines which party to the agreement is conducting the operation and issues an amendment to Garuda Indonesia’s operations specifications containing the following:
tia Y F 20 os or l C 19 fir op a -0 / y 206
The names of the parties to the agreement and the duration thereof The nationality and registration numbers marks of each aircraft involved in the agreement The type of operation (e.g. scheduled, passenger, etc) The areas of operation The regulation of the CASRs applicable to the operation
en
C
on
fid
3.) In making a determination under Paragraph (2) of this section, DGCA considers the responsibility under the agreement for the following: Crewmembers and training Airworthiness and performance of maintenance 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;
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
2.
LEGAL TABLE OF CONTENT
the name and address of the registered owner; State of Registry, nationality and registration marks; certificate of airworthiness and statement from the registered owner that the aircraft fully complies with the airworthiness requirements of the State of Registry; name, address and signature of lessee or person responsible for operational control of the aircraft under the lease agreement, including a statement that such individual and the parties to the lease agreement fully understand their respective responsibilities under the applicable regulations; copy of the lease agreement or description of lease provisions; duration of the lease; and areas of operation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.) The DGCA will consider the responsibilities of the parties under the lease agreement for: flight crew member licensing and training; cabin crew member training; airworthiness of the aircraft and the performance of maintenance; operational control, including dispatch and flight following; scheduling of flight crew and cabin crew members; and signing the maintenance release.
C
on
fid
en
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 by DGCA, which is the aircraft is Indonesian register, the dry lease arrangement is acceptable to the DGCA, the Garuda Indonesia’s operations manual and/or the operations specifications should be amended to provide at least the following data: names of the parties to the lease agreement and the duration thereof; nationality and registration marks of each aircraft involved in the 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
2.
LEGAL TABLE OF CONTENT
2.1.5
RULES APPLICABLE TO OPERATIONS IN A FOREIGN COUNTRY While operating an airplane within a foreign country, Garuda Indonesia shall comply with the air traffic rules of the country concerned and the local airport rules, except where any rule of this part is more restrictive and may be followed without violating the rules of that country.
2.1.6
CARRIAGE OR MIS-USE OF PSYCHOACTIVE SUBSTANCES
NARCOTIC
DRUGS,
ALCOHOL,
AND
Garuda Indonesia prohibits the carriage of narcotic drugs, marijuana, depressant, stimulant drugs or psychoactive substances aboard its own or leased aircraft unless authorized by Law or a National Agency. When authorized as so, a written approval from VP Flight Operation is required.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Persons who perform a safety-critical functions (Flight Crewmember, Flight Attendant, Flight Dispatcher, Maintenance, Security personnel and other operations personnel) is prohibited to exercise duty within 12 hours after consuming alcohol, while under the influence of alcohol, while having 0.04 percent by weight or more alcohol in the blood, while using any drug that affects the person’s faculties in anyway contrary to safety, or while under the influence of psychoactive substances. Random testing with respect to the use of alcohol and psychoactive drug while on duty will be carried out on regular basis, at least once every 2 years.
fid
en
Problematic use of alcohol and psychoactive substances is prohibited. Personnel who are identified as engaging in any kind of problematic use of alcohol or psychoactive substances shall be removed from duty involving safety-critical functions.
C
on
Re-instatement on problematic use of psychoactive substances In accordance with Garuda Union Collective Agreement, employee with problematic use of alcohol or psychoactive drug will be terminated. Reinstatement is not allowed. 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
2.
LEGAL TABLE OF CONTENT
2.1.8
OPERATION OF FOREIGN REGISTERED AIRCRAFT Garuda Indonesia may operate in common carriage a civil aircraft which is leased or chartered from ICAO contracting state, provided: Airplane is of a type approved according to Indonesian Regulations, Certificate of Registration and Certificate of Airworthiness issued by originating country shall remain onboard. Crewmember certification from Civil Aviation Authority of the State of Registry is obtained prior to operating the aircraft. Copy of the aircraft lease or charter agreement filed with the Civil Aviation Authority of the State of Registry.
2.1.9
CREWMEMBERS AND FOO RECORDS The record of proficiency and route check, airplane and route qualification, training, medical examination, flight, duty and rest time, and action taken concerning the release from employment or physical or professional disqualification of any flight crewmember or flight operations officer are kept current by Garuda.
2.1.10 AIRCRAFT RECORDS
tia Y F 20 os or l C 19 fir op a -0 / y 206
The current list of aircraft operated by Garuda is attached to the AOC, and the DGCA will be notified on any change to the list. The airplane of another air carrier operated under interchange agreement is to be incorporated by reference to the related regulations.
en
2.1.11 COMMON LANGUAGE
C
on
fid
The Common language used for daily communication among Indonesian operations personnel are normally in Bahasa Indonesia and in English when communicate with foreign nationals and expatriates Operation Personnel. When duty, technical aspects and or emergency situation dictates, the Crewmembers, including foreign nationals 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
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 8
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
2.2
MANUAL AND DOCUMENTATION
2.2.1
REQUIRED MANUAL/FORM Listed manual in bold requires DGCA approval
X
X
X
X
X
X
X
X X
REGULAR STATIONS/ OCC
SIMULATOR
INSTRUCTOR / CHECKER
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X X
X
X
X
X
X
X
en
X
C
X
X
X
X
X
tia Y F 20 os or l C 19 fir op a -0 / y 206
X
X
CHIEF PILOTS
X
X
DGCA
X
X
X
X
X
X
AIRCRAFT
FLIGHT ATTENDANT
FOO
X
on
AOC & OPSPEC Operation Manual Part A (OM-A) Operation Manual Part B1 (OM-B1) Operation Manual Part B2 (OM-B2) Operation Manual Part C (OM-C) Operation Manual Part D1 (OM-D1) 2 Operation Manual Part D2 (OM-D2) 2 Operaation Manual Part D3 (OM-D3)2 Flight Crew Operation Manual (FCOM )1 Aircraft Performance Manual (A330-FCOM Vol 1 2&3, Boeing-FPPM) Minimum Equipment List (MEL) 1 Flight Crew Reference Guide (FRG) Route Operation Manual (ROM) Flight Operations Officer Manual (FOOM) Jeppesen Route Guide 3 Garuda Route Guide 3 Company Service Manual Station Manual Passage Manual Cargo Manual Aircraft Handling Manual (AHM) Aircraft Handling Manual per A/C Type 4 Commercial Bulletin
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
fid
MANUAL TITLE
FLIGHT CREW
MASTER LIBRARY 7
DISTRIBUTED TO:
X X
X
X
X
X
X
X
X
X X X X X X
X X
X X
X X X
X X X X
X
X
X
X
X
X
X
X
X X X X
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
DGCA X
X
X
X
X
X
X X
X
X
X
X
X
X
X8
X X X
X
en
X
X8
X
X
X
X
X
X
X
X
X
X X
CHIEF PILOTS
REGULAR STATIONS/ OCC
SIMULATOR
INSTRUCTOR / CHECKER
AIRCRAFT
FLIGHT ATTENDANT
FOO
X
X
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note:
X
on
Garuda Aviation Security Program (GASP) Safety Management System (SMS) Manual Dangerous Goods Handling Manual (DGHM) IATA Dangerous Goods Regulations Emergency Response Plan Manual ASR , OHR & TRIP REPORT Airplane Flight Manual 5 (Manufacture) Aircraft Emergency Checklist/QRH Aircraft Normal Checklist CASR ICAO Annexes TLM (Takeoff weight Limitation Manual) Flight Attendant Service Guide Book
fid
MANUAL TITLE
FLIGHT CREW
MASTER LIBRARY 7
DISTRIBUTED TO:
X
X
X
X6
X X X
X
X X
X X
X
X
X
C
1. Flight Crewmember Operations Manual (FCOM) and Minimum Equipment List (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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
2.2.2
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
DOCUMENT FORMAT AND MANAGEMENT All documentations used in the conduct or support of flight operations shall: a. contains legible and accurate information; b. be written in language(s) understood by flight operations personnel; c. be presented in a format that meets the needs of flight operations personnel; d. if required, be accepted or approved by the Authority; The Manuals and Revisions, mentioned in OM-A Chapter 2.2.1, will be distributed to: Manual holder in the form of electronic manual (soft copy manual). Aircraft Library (Flight Documents) in the form of paper copy manual, except for some types of aircraft that have received permanent approval for the EFB program will use an approved iPad for the Aircraft Library. Simulators in the form of a paper copy manual or soft copy manual if computer facility is available. Head of Chief Pilot Office, Head of Chief Flight Attendant Office, Operation Control Center, Dispatch Center, Corporate Quality, Operation Publication Center and Learning & Development Unit in the form of soft copy manual.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In the case of electronic manual/soft copy manual is received: 1. If any defect on softcopy manual from DMSGA, please contact Operation Publication Center. 2. If to be installed in a computer, it should be installed in an assigned and dedicated standalone computer (especially for office at stations, etc.).
fid
en
All electronics documents used directly in the conduct of flight operations and all flight operations records shall be stored and systematically backed up which generated at a predetermine schedule using a separate data storage system.
on
The obsolete manuals, documents, revisions and its derivations shall be deleted/ destroyed.
C
Electronic system for the management and control of any documentation and/or data 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
2.2.3
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
RECORD SYSTEM Garuda Indonesia has a system for the management and control of flight operations records that ensure the content and retention of such records is in accordance with requirements of the Authority, and Garuda Indonesia’s System Administrasi Perkantoran (SAP) Manual, as applicable, to ensure operational records are subjected to standardized processes for: a. Identification; b. Legibility; c. Maintenance; d. Retention and retrieval; e. Protection and security; f. Disposal, deletion (electronic records) and archiving. The system addresses the management and control of all records associated with operations, which includes personnel training records, and also includes any other records that document the fulfillment of operational requirements (e.g. aircraft maintenance, operational control, operational security). AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS Garuda Indonesia ensures a copy of the Air Operator Certificate (AOC) is displayed in 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 Flight Dispatch’s office, etc.
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.2.4
AIRCRAFT MANUAL The PIC must ensure that the required manual are present and current onboard the aircraft prior to departure.
C
2.2.5
on
fid
en
An electronic copy of the current AOC and Operations Specifications is permanently made available on DMSGA website (dmsga.garuda-indonesia.com).
2.2.5.1
AIRCRAFT FLIGHT MANUAL (AFM)
All Garuda Indonesia aircraft shall be operated at all times in accordance with the limitations and conditions as contained in the approved AFM. The approved AFM must be carried on board the aircraft. 2.2.5.2
FLIGHT CREW OPERATING MANUAL (FCOM) The Flight Crewmember Operating Manual (FCOM) shall contain all performance and limitations data relevant to flight operations from the AFM. When operating the aircraft, for which an approved FCOM has been issued, compliance with the limits and procedures found in FCOM is mandatory. In the event of a difference between the FCOM and AFM, the AFM take precedence. Any differences from procedures and checklists provided by the manufacturer(s) are based on operational consideration.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
The individual discovering the discrepancy shall report the difference to VP Operations or Chief Pilot immediately. FCOM is issued to each pilot and they shall responsible to ensure that their manual is kept update. 2.2.5.3
STANDARD OPERATING PROCEDURES (SOP) – CHECKLIST Standard Operating Procedures-checklists have been prepared, with due considerations of human factors principles and customized for all Company aircraft that are required to be operated by two or more pilots. These procedures use the challenge and response method of ensuring that a high level of safety is achieved through crew coordination in the handling of routine, abnormal and emergency situations. No deviation from these procedures is acceptable, unless the PIC determines that the safety of the flight may be compromised. In such cases, the deviation must be thoroughly understood by all crewmembers.
2.2.5.4
MINIMUM EQUIPMENT LIST (MEL) & AIRCRAFT DEFECTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
When an aircraft system malfunction or un-serviceability is found, a pilot must be able to readily determine whether or not it is both safe and legal to dispatch the aircraft. When aircraft defect is detected flight crewmember must comply with any conditions or restrictions contained in MEL.
on
fid
en
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 Maintenance Operations Control via OCC to determine, if the defect is an airworthiness item that must be rectified before further flight or one that can be deferred in accordance with the approved deferral procedures in Technical Manual.
C
When neither of the foregoing is applicable and a un-serviceability exists, the 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
LEGAL
2.2
MANUAL AND DOCUMENTATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.
C
on
fid
en
OM – A
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
2.2.5.6
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
INFORMATION ENTERED IN THE AFL (AIRCRAFT FLIGHT LOG) The PIC shall ensure that the Aircraft Flight Log is filled out completely and correctly. He is responsible for the contents. The entries shall be update, legible, cannot be erased and correctable in the case of an error provided each correction is identifiable and errors remain legible. Completed AFL should be retained to provide a continuous record of the last six months of operations.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Figure below is sample of an AFL and for entries instructions; see the inner cover of the AFL.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
2.2.6
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
REQUIRED MANUAL/DOCUMENT ONBOARD Notwithstanding the requirements of any other part of this manual, the following manuals and documents must be carried on board every flight: Certified true copy of AOC and a copy of OPSPEC Certificate of Registration. Certificate of Airworthiness. AML, AFL, CML. Aircraft Aeronautical Station License (AASL). Noise certificate. Crew License/Certificate, Training Control Card. Copy of the return to service, if any, in force with respect to the aircraft, or technical log, as applicable. 9. AFM. 10. Operational Flight Plan. 11. NOTAMS, AIS information and Meteorological briefing documentation. 12. Current and suitable maps and charts for routes of proposed flight or possibly diverted flights. 13. Search and Rescue Information (including checklist) 14. For international flights, a copy of the notified procedures to be followed by the pilot-in-command of an intercepted aircraft, and the notified visual signals for use by intercepting and intercepted aircraft. 15. Passenger and cargo manifests. 16. Copy of aircraft insurance. 17. Current Weight and balance report/weight change list. 18. SOP (FCOM, Vol.1, 2, 3 and 4 (as applicable)) 19. MEL 20. OM-A 21. OM-B1 22. OM-C 23. OM-B2 and FASGB 24. TLM (Takeoff Limitation Manual) 25. DGHM (Dangerous Goods Handling Manual) 26. ROM (including AOC and ACL) 27. Security Manual (or part of it, as in OM-A)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. 2. 3. 4. 5. 6. 7. 8.
2.2.7
DOCUMENTS AND FORMS A. AIRCRAFT DOCUMENTS ONBOARD: Documents belonging permanently to the aircraft and concerning long-term activities; the folder is located near the cockpit entrance:
Certified true copy of AOC; Copy of OPSPEC; Certificate of Airworthiness;
Certificate of Registration;
Aircraft station license (izin stasiun radio pesawat udara);
Compass swing card; Copy of statement FM immunity; Copy of statement of EGPWS approval; Copy of statement of TCAS II change 7.0 approval; Current Weight & balance report/ loading & weight change index
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
Allocation of SSR mode S;
Noise certificate; Aircraft Insurance;
LOA of temporary approval, applicable. Foreign AOC, as applicable; List of Manual status.
as
Above documents shall never be removed from the aircraft, except by the Engineering and Maintenance Division at CGK, or for inspection by the competent authorities at their request. AOC copy is located in the folder and copy of RVSM, RNP and ACL part A, B and C are incorporated in Route Operation Manual (ROM). The AML shall be attached with Certificate of Maintenance / Release, Cat II auto land Status Card, HIL record and Aircraft Briefing Card only. 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.
UPG or KNO or CGK (GOC)
en
CRJ
tia Y F 20 os or l C 19 fir op a -0 / y 206
Upon flight(s) completions, The Post Flight Documents and additional required documents for the operations of the aircraft shall be retained on the ground for the period time of 3 months. Post Flight Document storage location provisions are as follows: Aircraft type Location
fid
ATR
UPG or CGK (GOC)
Note:
C
on
All Fleets other than CRJ and ATR
CGK (GOC)
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) The Flight Documents will be distributed as follows: Operations Support Information: Flight Plan;
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 9
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
Dispatch Release; Takeoff/Landing Data Card; Load Sheet; Fuel Receipt; Aircraft Flight Log; Passenger Manifest; NOTOC.
Chief Pilot: Trip Report
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Quality, Safety and Environment Management: ASR OHR C. MISCELLANEOUS Yellow envelope in the navigation bag: Auto land Questionnaire; Trip report; Captain announcement; AIREP; Preliminary Certificate of Birth; Preliminary Certificate of Death; Manual flight plan; Flight plan work sheet; Takeoff and landing, data form; Cruise setting Form; Skeleton load sheet form it may be printed from updated soft copy; Air Safety Report; Operational Hazard Report; Aircraft Search and Procedure checklist; Law Statement and Final Warning Form “For Disruptive/Unruly Behaviour Passanger”; Medical Incident Report Form D. IN-FLIGHT SERVICE BAG For international flight, the In-flight Service Bag located at the cabin must be ensured by FA-1 to contain the following:
Landing and Customs card for destination. Landing, Immigration and Customs card for Indonesia. Crew landing declaration cards. Flight Service Report. Catering request form. Crew data. Custom bar list alcohol. FSM/FA-1 message form.
And other accessories such as carbon copy, clip, plastic bag and yellow folder.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 10
OM – A
LEGAL
2.2
MANUAL AND DOCUMENTATION
DOCUMENT RETENTION / RECORDS The management and control system for the retention of records that document the fulfillment of flight operations requirements, to include the training and qualification requirements for crew members shall be in accordance with requirements of the Authority, as applicable, and provide for the management and control of records to ensure: identification; legibility; maintenance; retention and retrieval; protection and security; disposal or deletion (electronic records) and archiving.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.2.8
2.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 11
OM – A
No
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
Document Descriptions
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operational Records 1 Operational Flight Plan and Dispatch Release 2 NOTAM 3 Load Sheet 4 Special Load Info/NOTOC 5 Aircraft Flight Log 6 Aircraft Maintenance Log 7 Flight Reports (ASR, OHR, Trip Report) 8 Audit Reports 9 Duty Exceedance Report General Records 10 Dangerous Goods Training 11 Aviation Security training 12 Medical Status, including Medical Certificate 13 Instructor / Evaluator/ Line Check airmen qualification 14 Recency of Experience 15 Licenses / Certifications Flight Crewmember Records 16 Flight Crewmember Initial Training 17 Checking/ Line check/ Proficiency Check/ Recurrent Training and Checking results/ Conversion Training Records 18 Flight, Duty & Rest Times 19 Command Training 20 CRM/ Human Factor training 21 Airport and Route Competence (including special Airports) 22 Equipment Qualifications (TCAS, GPWS/EGPWS) 23 Right Seat Qualification (Training for Both Pilot Seats) 24 Specific Qualifications (LVP, CAT II/CAT III, RVSM, RNP etc.) 25 Type(s) Qualification Flight Attendant Records 26 FA Initial 27 Recurrent Training 28 Transition Training 29 Requalification Traning 30 FA Flight/Duty Times/Rest Period FOO Records 30 Competency Check 31 Familiarization flight Other approved operational staff 32 Training and Qualification Records of other approved operational staff
Retention period 3 months 3 months 3 months 3 months 6 months 24 months 3 months 5 years 3 months 3 years 3 years Whilst employed 3 years 15 months Whilst privileges Whilst employed 3 years 15 months 3 years 3 years 3 years 3 years 3 years 3 years Whilst privileges Whilst employed 3 years 3 years 3 years 15 months 3 years 3 years Last 2 records
training
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 12
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
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). Crewmember training records shall be included in the periodic audit activity.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 2.2
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 13
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 14
OM – A
2.3
2.
LEGAL
2.3
ELECTRONIC FLIGHT BAG
EFB (ELECTRONIC FLIGHT BAG) Garuda Indonesia is allowed to use type B portable EFB for flights using A330-200/300 and B777-300ER aircraft. An approved iPad which contains manuals (such as OM, FCOM, ROM, FCTM, ACL/Opspec, etc.), e-QRH, and performance calculation software, FlySmart for A330200/300 and OPT for B777-300ER aircraft as part of Garuda Indonesia’s EFB program manual is allowed to be used, in which the procedures are in accordance with Garuda Indonesia’s EFB Manual. Nevertheless, using any mean of electronic charts inflight is prohibited. EFB specification EFB specification that approved as follow:
Aircraft: B777-300ER Function Application Name Portable Device iPad 5 Air E-Viewer - Primary: MAAS 360 - Secondary: Adobe Reader and/or iBooks E-Performance Calculation Boeing OPT (On Board Performance Tools)
C
on
fid
en
Item Hardware Software
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircraft: A330-200/300 Function Application Name Portable Device iPad 5 Air E-Viewer - Primary: MAAS 360 - Secondary: Adobe Reader and/or iBooks E-Performance Calculation Airbus Fly Smart (including e-QRH)
Item Hardware Software
Further detail sees Garuda Indonesia’s EFB Manual.
END OF 2.3
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
2.
LEGAL
2.3
ELECTRONIC FLIGHT BAG
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY TABLE OF CONTENT
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 MANAGEMENT PERSONNEL .................................................................................. 1
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.2.
3.2.1. NAMES AND UNIT FUNCTIONS IN THE ORGANIZATION .......................... 1 3.2.2. THE CHIEF EXECUTIVE OFFICER (CEO) ................................................... 4
en
3.2.3. VP CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT .. 5
fid
3.2.4. DIRECTOR OF OPERATIONS ...................................................................... 5
on
3.2.5. DIRECTOR OF MAINTENANCE & INFORMATION TECHNOLOGY ............. 6
C
3.2.6. CHIEF PILOT ................................................................................................. 6 3.2.7. VP AIRWORTHINESS MANAGEMENT ......................................................... 7 3.2.8. QUALIFICATION EXEMPTIONS ................................................................... 8 3.3.
DUTIES AND RESPONSIBILITIES PERSONNEL..................................................... 1 3.3.1
VP FLIGHT OPERATIONS ............................................................................ 1
3.3.2
VP PRODUCTION & OPERATION CONTROL .............................................. 1
3.3.3
VP OPERATION SUPPORT .......................................................................... 2
3.3.4
SM OPERATION STANDARDS ..................................................................... 3
3.3.5
VP SBU UMRAH, HAJJ & CHARTER ............................................................ 3
3.3.6
VP LEARNING AND DEVELOPMENT ........................................................... 3
3.3.7
3.3.6.1
SM OPERATION QUALITY CONTROL ........................................... 4
3.3.6.2
SM FLIGHT OPERATION TRAINING.............................................. 4
VP CABIN SERVICES ................................................................................... 5 3.3.7.1
CHIEF FLIGHT ATTENDANT .......................................................... 5
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY TABLE OF CONTENT
3.3.8
VP CORPORATE SECURITY........................................................................ 5
3.3.9
PILOT IN COMMAND (PIC) ........................................................................... 6
3.3.10 SECOND IN COMMAND (SIC) ...................................................................... 9 3.3.11 FLIGHT ATTENDANT–1 (FA-1) ..................................................................... 9 3.3.12 FLIGHT ATTENDANT (FA) .......................................................................... 10 3.3.13 FLIGHT OPERATIONS OFFICER / FLIGHT DISPATCHER ........................ 10 3.3.14 COMPANY CHECK PILOT/ FOO / FA ......................................................... 11 DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING .................................................................................................................................. 1 3.4.1
DELEGATIONS OF OPERATIONS MANAGEMENT ..................................... 1
3.4.2
COORDINATION IN RESPECT OF SAFETY AND SECURITY ISSUE ......... 1 FLIGHT OPERATIONS INTERNAL ................................................. 1
3.4.2.2
FLIGHT OPERATIONS EXTERNAL ................................................ 2
LEVEL OF MANAGEMENT AND NON-MANAGEMENT PERSONNEL REGARDING RISK TOLERABILITY ON DECISION MAKING ....................... 2
C
on
fid
en
3.4.3
3.4.2.1
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.4.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
3.1.
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
ORGANIZATION STRUCTURE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.1. ORGANIZATION STRUCTURE OF PT GARUDA INDONESIA (PERSERO) TBK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.2. CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT (JKTDV)
C
on
fid
en
3.1.3. CORPORATE SECURITY (JKTDK)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
en
FLIGHT OPERATIONS (JKTOF)
C
on
fid
3.1.4.1.
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.4. DIRECTORATE OF OPERATIONS (JKTDO)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
OPERATION SUPPORT (JKTOS)
3.1.4.3.
OPERATION PLANNING & CONTROL (JKTOG)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.4.2.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
C
on
fid
en
3.1.6. CABIN SERVICES (JKTCC)
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.5. SBU UMRAH, HAJJ & CHARTER (JKTDU)
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
END OF 3.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.7. LEARNING AND DEVELOPMENT / GITC (JKTVZ)
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
OM – A
3.2.
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
MANAGEMENT PERSONNEL To provide adequate direction in all operational matters and ensure an acceptable level of safety is being maintained, the management personnel position within flight operations scope shall be filled on the basis of knowledge, skill, training and experience appropriate for the position and shall at least comply with the following requirements: 1. Qualified personnel to provide highest standards of safety in its operations, and that those personnel are employed on a full time basis. 2. Understand and knowledge to the content of AOC including the approved Operations Specifications and, the contents of the Operation Manual Part A (OM-A) 3. Certified passing the fit and proper test by DGCA The specific maintenance personnel minimum requirements are described in related section of the Company Maintenance Manual (CMM). The other management personnel minimum requirements are described in related section of Corporate Organization Manual (COM). All personnel shall comply with the laws, rules, and regulation of the cities, provinces, and countries in which the company operates.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Any change to the names, addresses, duties, responsibilities and authority to the management personnel as listed in the ACL A6 (described in this Chapter and CMM) shall be submitted to the DGCA within at least 30 days. The change shall be communicated internally.
C
on
fid
en
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 to be changed due to a reason that is beyond the company’s control, Garuda Indonesia may nominate a person for a temporary assignment at that vacant position. However, the person nominated shall meet the respective requirements for a management position, and within 7 days Garuda Indonesia shall notify and request the DGCA for evaluation of that candidate. 3.2.1. NAMES AND UNIT FUNCTIONS IN THE ORGANIZATION NO
BOARD OF DIRECTORS ID NO TITLE Chief Executive Officer (CEO) 456789 (JKTDZ) Director of Human Capital 541848 (JKTDI) Director of Finance & Risk 541850 Management (JKTDF) Director of Maintenance 540932 (JKTDE)
01
NAME I Gusti Ngurah Askhara Danadiputra
02
Heri Akhyar
03
Fuad Rizal
04
I Wayan Susena
05
Capt. Bambang Adisurya Angkasa
06
Pikri Ilham Kurniansyah
541851
07
Nicodemus P Lampe
539937
08
Mohammad Iqbal
541853
541852
Director of Operations (JKTDO) Director of Commercial (JKTDN) Director of Services (JKTDC) Director of Cargo & Business Development (JKTDG)
PH. NO (+62)21 25601324 (+62)21 25601320 (+62)21 25601317 (+62)21 25601322 (+62)21 25601321 (+62)21 25601306 (+62)21 25601104 (+62)21 25601308
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
NO 01 02 03 04 05
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT (JKTDV) NAME ID NO TITLE PH. NO VP Corporate Quality, Safety & (+62)21 5501550 Capt. Dani Haikal 531035 Environment Management (+62)21 25601732 Irawan (JKTDV) Ananta Wisnu SM Safety Information (+62)21 25601734 530234 Sampurno Management (JKTDVF) Bernard Partogi SM Incident Management (+62)21 25601738 531629 Sitorus (JKTDVI) SM Occupational Safety, Health & (+62)21 25601737 David Wibisono 530752 Environment (JKTDVE) SM Corporate Quality Assurance Noviandik Soehirno 527591 (+62)21 25601735 (JKTDVA)
FLIGHT OPERATION (JKTOF)
03 *04 05
C NO 01 02 03 04
NAME Rony Eka Mirsa Putra Hari Subagio Baskoro Maria Irene Triwidowati
PH. NO
530190
VP Flight Operation (JKTOF)
(+62)21 25601755
518843
Chief Pilot Airbus (JKTOFA)
(+62)21 25601758
522871
Chief Pilot B777 (JKTOFB)
(+62)21 25601760
531727
Chief Pilot B 737 (JKTOFT)
(+62)21 25601784
523431
Chief Pilot CRJ 1000 (JKTOFC)
(+62)21 25601763
538032
Chief Pilot ATR72 (JKTOFR)
(+62)21 25601752
on
06
TITLE
tia Y F 20 os or l C 19 fir op a -0 / y 206
02
ID NO
en
01
NAME Capt. Tumpal M. Hutapea Capt. Erlangga Sakti Capt. Kustianto Adi Prabowo Capt. Eric Ferdinand Sofyal Capt. Nurrachmad Afianto Capt. Andreas Kristiyanto
fid
NO
CABIN SERVICES (JKTCC) ID NO
TITLE
PH. NO
526984
VP Cabin Operations (JKTCC)
(+62)21 25601842
521411 526989
Chief Flight Attendant (JKTCCA) Chief Flight Attendant (JKTCCB)
(+62)21 25601503 (+62)21 25601778
526219
Chief Flight Attendant (JKTCCD)
(+62)21 25601771
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
OPERATION PLANNING & CONTROL (JKTOG) NO 01
NAME Capt. Fanny Kawulusan
522639
02
Dodi Subiyakto
527598
03 04 05 06 07 08
Agus Santoso Ariestianto Iwan Arjianto Mohamad Yusuf Riodhitya adhara Rindra Putra Hermawan S. Sastrorejo Mulyono Hadi Utomo
527595 528117 529151 527589 533199 532118
Eksitarino Irianto
537088
09 10 11
ID NO
520665 533585
TITLE VP Operation Planning & Control (JKTOG) SM Flight Movement Control (JKTOGM) Head OCC Head OCC Head OCC Head OCC Head OCC SM Flight Assignment (JKTOGR) Chief FOO & SM Flight Dispatch (JKTOGW) SM Crew Movement Control (JKTOGC) SM Production & Station Performance (JKTOGL)
PH. NO (+62)21 25601613 (+62)21 25601538 (+62)21 25601622 (+62)21 25601622 (+62)21 25601622 (+62)21 25601622 (+62)21 25601622 (+62)21 25601618 (+62)21 25601616 (+62)21 25601615 (+62)21 25601620
ID NO
531650
02
Ernanto Wibisono
528121
03
Achmad Pudjiono
529153
04
Imam Arief
05
Zulkifli
fid
en
01
NAME Capt. Dodi Kristanto
on
529973
C
NO
tia Y F 20 os or l C 19 fir op a -0 / y 206
OPERATION SUPPORT (JKTOS)
533076
TITLE
PH. NO
VP. Operation Support (JKTOS)
(+62)21 25601705
SM. Operation Engineering (JKTOSE) SM. Operation Data Management (JKTOSI) SM Operation Publication (JKTOSP) SM. Operation Technology & Navigation (JKTOSN)
(+62)21 25601708 (+62)21 25601710 (+62)21 25601713 (+62)21 25601712
LEARNING AND DEVELOPMENT / GITC (JKTVZ) NO 01
NAME Yonas P. Sutedjo
02
Capt. Dwipayana
03 04 05 06
ID NO 521114
Ade 531630
Dudung Abdurachman
528969
Hikmah Alimah
533663
Cinta Fitriani Tirta
531157
Luis Adalberto 527921 Parada
TITLE VP Learning and Development (JKTVZ) SM Operation Training (JKTVZO)
PH. NO (+62)21 5416809
SM Airline Business Training (JKTVZN) SM General Support and Training Facilities (JKTVZU) SM Learning and Innovation (JKTVZI) SM Flight Attendant Training (JKTVZC)
(+62)21 5406276
(+62)21 5403110
(+62)21 5406280 (+62)21 5406292 (+62)21 5406273
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
OPERATION STANDARDS (JKTDOP) NO 01
NAME Capt. Feby Sumali
ID NO 531627
TITLE SM Operation (JKTDOP)
Standards
PH. NO (+62)21 25601538
OPERATION QUALITY CONTROL (JKTDOQ) NO 01
NAME Capt. Tonggo Maruli Tua Gultom
ID NO 523435
TITLE SM Operation Quality Control (JKTDOQ)
PH. NO (+62)21 25601783
SBU UMRAH & HAJJ (JKTNH) NO 01
NAME Dian Ediono
ID NO 526852
TITLE VP SBU Umrah & Hajj (JKTNH)
PH. NO (+62)21 4223725
AVIATION SECURITY (JKTDK) NAME Santoso
ID NO 541800
TITLE VP Corporate Security (JKTDK)
tia Y F 20 os or l C 19 fir op a -0 / y 206
NO 01
PH. NO (+62)21 55915583
AIRWORTHINESS MANAGEMENT (JKTMQ)
fid C
Note: *Caretaker
ID NO 521675
TITLE VP Airworthiness Management (JKTMQ)
en
NAME Purnomo
on
NO 01
PH. NO (+62)21 5508009
3.2.2. THE CHIEF EXECUTIVE OFFICER (CEO)
The CEO is responsible for the company business, operations, and maintenance of the company to assure the safe operations of the airline in accordance with the civil aviation safety rules and regulations. The CEO delegates the management of the operations aspects to Director of Operations and delegate the management of the maintenance aspects to Director of Maintenance & Information Technology. The CEO is accountable for performance of the management system and: (a) Irrespective of other functions, has ultimate responsibility and accountability on behalf of Garuda Indonesia for the implementation and maintenance of the safety management system (SMS) throughout the organization; (b) Has the authority to ensure the allocation of resources necessary to manage safety and security risks to aircraft operations; (c) Has overall responsibility and is accountable for ensuring operations are conducted in accordance with conditions and restrictions of the Air Operator Certificate (AOC), and in compliance with applicable regulations and standards of the Operator.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
3.2.3. VP CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The VP Corporate Quality, Safety & Environment Management fulfills the duties and responsibilities of the Flight Safety Person as required by the CASR Part 121. He is directly responsible to the CEO for managing the Corporate Quality, Safety, & Environment Programs Management: 1. Perform Company Aviation Safety Officer (CASO) function according to regulations. 2. Prepare and determine Flight Safety Program, Aviation Safety Program and Environment Program. 3. Ensure all unit personnel within the company are aware of their involvement in the flight safety, aviation security and environment program as being part of incident / accident prevention by planning. 4. Ensure that company safety status and trend are disseminated to the organization management and all personnel. 5. Implement and ensure the safety, security and environment audit are carried out. 6. Prepare concept of management policy regarding corporate quality, safety and environment. 7. Manage and establish the flight risk analysis and safety reporting system in accordance with the development of industry standards. 8. Prepare, coordinate and implement the Corporate Safety Committee and Joint Safety Board. 9. Organize the activities of evaluators/auditors. 10. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities.
fid
3.2.4. DIRECTOR OF OPERATIONS
C
on
The Director of Operations is responsible for: 1. Lead and organize the implementation of aircraft operational function to include Flight Operations, Operation Support, and Operation Planning & Control. 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. The requirements to serve as Director of Operations are: 1. Knows the contents of the air carrier’s company operations manual and operations specifications, and the provisions of this part necessary to the proper performance of his duties; and 2. Holds, an airline transport pilot license; with at least 3 years supervisory or managerial experience within the last 6 years in a position that exercise operational control over any operation conducted. 3. In the case of a person becoming a Director of Operations: a) For the first time ever, have at least 3 years’ experience, within the past 6 years, as pilot in command; b) In the case of a person with previous experience as a Director of Operations, have at least 3 years’ experience as pilot in command.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
3.2.5. DIRECTOR OF MAINTENANCE & INFORMATION TECHNOLOGY The Director of Maintenance & Information Technology acting as the Board of Director Garuda Indonesia Airlines. Director for Engineering & Maintenance oversees the operations of the home base and out stations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Director of Maintenance & Information Technology is responsible for the complete overall operations of the Engineering & Maintenance Directorate, including ensuring the adequate housing & facilities for continued maintaining Airworthiness & Safety of the Aircraft thereof. Director of Maintenance & Information Technology is responsible for: 1. Providing direction to, and coordinate the activities of the following Garuda Indonesia Engineering & Maintenance Directorate: Airworthiness Management and Aircraft Maintenance Management. 2. Establishing goals and objectives in support of long term company plans, the goals and objectives will be stated in terms of revenue to expenditure ratios fleet flight hour requirements, aircraft utilization, schedule reliability, aircraft down time, spares availability rates and other performance factors. 3. Develop annual operating plans to assure the proper allocation of resources (fund for capital and expense budgets, man power and skill levels, material, etc.). 4. Coordinate and negotiate with government and third party organization, in all matters affecting overall aircraft maintenance operations. 5. Coordinate all activities with those of other directorate of the Garuda Indonesia. The requirements to serve as Director of Maintenance & Information Technology are:
C
on
fid
en
1. Holds an appropriate AME license, or equivalent qualifications acceptable to the Director, 2. Has had at least five years of experience in the maintenance of similar types of Aircraft with which the operations are to be conducted, one year of which must have been in a supervisory capacity, and 3. Knows the maintenance parts of the air carrier’s company operations manual and operations specifications and the applicable maintenance provisions of CASR.
3.2.6. CHIEF PILOT The Chief Pilots are sub-ordinate and directly responsible to the Vice President Flight Operations: 1. Ensuring that their fleet operations are conducted in accordance with conditions and restrictions of the AOC, all company and legal requirements; maintain a high operational, safety and efficiency standard; 2. Ensure all pilots are properly motivated and good disciplined; 3. Ensuring that base, route and other mandatory qualifications of crewmember are current, renewed or obtained; Development of FCOM, MEL, Training Manuals, SOPs and other related manual in accordance with flight safety and airworthiness; 4. Participate in formulating and developing Operational plans, policies and programs; 5. Participate in the introduction of new fleet types;
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
6. Participate in the recruitment of pilots; 7. Participate in the introduction of new routes; 8. Participate in the technical development of all fleets; 9. Participate in test, technical ferry and aircraft/simulator acceptance flights; 10. Review flight crew schedule and leave rosters prior to finalization; 11. Review repetitive or major technical irregularities and Trip Report and whatever follow up action that is required; 12. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities; 13. Such other duties as may be assigned to them by VP Flight Operations 14. Ensure that all training, checking, qualification and currency of all pilots and instructors in their respective fleet are managed in accordance with all applicable regulations. 15. Preparation of all training and checking programs and curricula; 16. Supervise all Pilot Training personnel; 17. Determining the number of instructors, evaluators, line check airman and support personnel to administer the training and evaluation programs in accordance with requirement of the company needs. 18. Ensure formal and regular communication occurs between and among flight operations management, instructors, evaluators, line check airmen and flight crewmember to achieve continuous improvement of ground, simulator and aircraft training and line operations.
C
on
fid
en
The requirements to serve as Chief Pilot are: 1. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the airplane used by the air operator. 2. In the case of a person becoming a chief pilot for the first time ever, have at least 3 (three) years’ experience, within the past 6 (six) years, as a pilot in command. 3. In the case of a person with previous experience as a chief pilot, have at least 3 (three) years’ experience, as a pilot in command. 3.2.7. VP AIRWORTHINESS MANAGEMENT The VP of Airworthiness Management acting as Chief Inspector, report directly to the Director of Maintenance & Information Technology as representing the Board of Director, and assures that the quality of airworthiness and safety are implemented in all engineering and maintenance activities done by contracted Approved Maintenance Organizations. In the event of emergency cases of the safety matter the VP of Airworthiness Management may report directly to the CEO of Garuda Indonesia: 1. Providing direction to, and coordinating the activities of Airworthiness Management organization: Quality System & Airworthiness, Engineering Program and Quality Audit & Safety. 2. Performing liaison functions between Garuda Indonesia and Aviation Regulatory Authorities, other foreign governmental agencies and aircraft manufacturer in all matters affecting the quality and airworthiness of aircraft. 3. Maintain for the approval of the Air Operator Certificate from the local authority, assuring the currency of the Aircraft Registration, Certificates of Airworthiness and other operational approval certificate of all Garuda Indonesia Fleet, maintain current file pertinent Civil Aviation Safety Regulations, Specifications, all Technical Documents for Maintenance, and Airworthiness Directives.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
The requirements to serve as VP of Airworthiness Management are: 1. Holds an appropriate AME license which has been valid for at least 5 (five) years; 2. Has had at least 3 (three) years of diversified maintenance experience on similar types of aircraft with which the operations are to be conducted with an Air Operator or AMO., one year of which must have been as a maintenance inspector; and 3. Knows the maintenance parts of the air carrier’s company operations manual and operations specifications, and the applicable maintenance provisions of CASR. 3.2.8. QUALIFICATION EXEMPTIONS
END OF 3.2
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
An exemption for a deviation to any qualification listed in this section may be filed to DGCA. Thereafter, the Director General of Civil Aviation may after consideration, decide to give an exemption to certain qualifications where: 1. The person’s experience, qualifications and background are acceptable to the Director General of Civil Aviation, 2. The scope and size of the proposed operations is such that a lower level of qualifications would be acceptable to achieve a satisfactory level of safety, and 3. At the discretion of the Director General of Civil Aviation, the manager nominee agrees to undergo an examination to test his suitability for the position.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 8
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
3.3.
DUTIES AND RESPONSIBILITIES PERSONNEL
3.3.1
VP FLIGHT OPERATIONS The Vice President Flight Operation is responsible to the Director of Operations for:
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. All personnel/staff training and development in the department; 2. Managing the Flight Crewmember training, which will be responsible for all technical crewmember conversion courses from ground course through license endorsement; 3. Supervising and directing Chief Pilot and Senior Manager in the Operation Department. 4. The maintenance of the highest standards of training by all instructors; 5. Participating and Contributing to the formulation of Company Operations policy and other matters; 6. All technical and operational matters related to the line operations on all fleets; 7. Ensuring that technical policies and procedures of the fleets are standardized; 8. Handling all matters concerning loss of license insurance coverage of the crewmember; 9. Recruiting pilots in accordance with recruitment targets of the fleets; 10. Ensuring compliance with DGCA and international regulations pertaining to the line operations of all fleets; 11. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities; 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 developing, motivating and appraising them; 14. The authority and responsibility for the management and supervision of all flight operations activities; 15. Being accountable to senior management for ensuring the safety and security of flight operations. 16. To maintain a desired level of quality assurance in flight operation.
C
The VP Flight Operation shall hold current Airline Transport Pilot License (ATPL) with 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). 3.3.1.1 DEPUTY CHIEF PILOT The Deputy Chief Pilots are subordinate and directly responsible to the relevant fleet Chief Pilot according to his Job Descriptions on Distinct Job Profile. Each Chief Pilot has 2, 3 or 4 Deputy, those are: 3.3.2
Deputy Chief Pilot for Training; Deputy Chief Pilot for Technical. Deputy Chief Pilot for Line Operations (As required).
VP PRODUCTION & OPERATION CONTROL The Vice President Production & Operation Control is responsible to the CEO and Board of Management, but in operational function will direct report and responsible to the Director of Operations for:
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. The overall functioning of the Company’s Ground Operations; 2. Ensuring all procedures and instructions issued or laid down in respect of the company’s services and those of airlines for which the company are the operational handling agents are compiled with; 3. Ensuring that procedures in the Operation Manual of the company and airlines operationally handled by Garuda Indonesia are compiled with; 4. Ensuring that where flights are disrupted, such services are re-scheduled with the least possible inconvenience to the passengers and at a minimal cost level; 5. Ensuring a constant evaluation of NOTAM, route and operational information and situations, such as serviceability of navigation aids, curtailment of airport facilities, refueling facilities and situations, meteorological warnings, crew duty and flight time limitations and other matters of immediate operational significance; 6. The preparation, compilation and dissemination of delay statistics and report relating to the company’s services. 7. Managing the crew scheduling to include: Planning and scheduling the established crew and optimizing the crew operating pattern according to Fleet Plan; Assigning the established crewmember efficiently on all fleets; Planning and publishing the individual crewmember assignment; Scheduling, tracking and dispatching the established crewmember according to his competency based on type; Listing the seniority Pilot and Flight Attendant according to qualification date based on type;
3.3.3
C
on
fid
en
8. Being accountable to senior management for ensuring the safety and security of ground operations. 9. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities VP OPERATION SUPPORT
The Vice President Operation Support is responsible to Director of Operations for: 1. Coordinating technical matters common to all fleets; 2. Representing Operation Directorate in dealing with Civil Aviation authority on technical or operational matters; 3. Evaluation and feasibility studies of new projects and equipment; 4. Keeping abreast of product improvements; 5. Managing technical section of Engineering & Maintenance Services with Operation Services; 6. Development of computerized scheduling systems and their integration into existing flight operations and crew management systems; 7. Contributing to formulate on operational and technical policies and other matters; 8. Responsible for keep updating The AOC, ACL, and OPSPEC; 9. Responsible for document control 10. Responsible for AIP updates 11. Responsible for performance data and weight/mass and balance data/manual.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
3.3.4
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
SM OPERATION STANDARDS The Senior Manager Operation Standards is responsible to the Director of Operations for:
3.3.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. Supervise, organize, coordinate, evaluate, and assess to all Managers of Operation Standards and personnel. 2. Supervise all Instructor Cabin related with Safety and Airworthiness in accordance with the CASR, International Standards and Company requirement. 3. Development and upkeep of Operation Manual Part A (OM-A), OM-B1, OM-B2, OM-C, OM-D1, OM-D2 and other Manuals related and required for line operations, are complied with the Civil Aviation Safety Regulation and ICAO annexes. 4. Participating in the development of general policies on flight technical aspects 5. Ensuring that the fleet operations procedures are conducted in accordance with all company regulation and legal requirements. 6. Participating in Flight Crewmember recruitment and promotion criteria. 7. Develops and update FOOM & Operation Manual Part D3 (OM-D3). 8. Ensure all Technical, Maintenance & Engineering Revision (A D notes, SB, E O, E I, etc.) and Manufacturer’s Revisions are collected, evaluated and developed into Flight Crew Operational procedures. 9. Formulating the CEO and Board of Directors policies into Flight Operation, Safety and training issue. 10. Liaison with regulatory authorities, original equipment/aircraft manufacturers and other operationally relevant external entities on matters concerning operational policies and procedures. 11. Develops and updates Station Manual (SM), Letter of Handling Authorization (LHA) to ensure GRH Training and conduct comply with CASR and applicable ISARP, Validate LHA for endorsement and monitor their qualification in respect of company Human Capital requirements. VP SBU UMRAH, HAJJ & CHARTER
The Vice President SBU Umrah, Hajj & Charter responsible to Board of Director for: 1. Ensure implementation of safety and security regulation for Umrah, Hajj & Charter. 2. Ensure availability of crewmember for Umrah, Hajj & Charter. 3. Ensure achievement of on time performance (OTP) for Hajj & Charter flight. 4. Ensure aircraft utilization for Umrah & Charter flight. 5. Achievement of route profitability for Umrah & Charter flight. 6. Coordination with internal and external unit related to Umrah, Hajj & Charter flight. 3.3.6
VP LEARNING AND DEVELOPMENT The Unit of Learning and Development also known as Garuda Indonesia Training Center (GITC). The Vice President Learning and Development is direct responsible to the Director of Human Capital & Corporate Affairs in managing the training facility to support all company training program, and for the purpose of commercial (third party) training center:
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
C
on
fid
en
3.3.6.1 SM OPERATION QUALITY CONTROL Operation Quality Management is responsible to the Director of Operations: 1. To ensure and facilitate internal audit activity to guarantee operational business process quality. 2. To ensure the availability of risk assessment to all strategic activity 3. To ensure the implementation of Operation Quality Control function by conducting an internal and external audit and ensuring that the corrective actions are performed for any audit findings. 4. To develop and carry out trend analysis for improving Flight crew performance. 5. To ensure management quality of station performance. 3.3.6.2 SM FLIGHT OPERATION TRAINING The Senior Manager Flight Operation Training is subordinate of VP Learning and Development and responsible to the VP Flight Operations: 1. To organize the coordination between Garuda Indonesia Training Center (GITC), relevant Instructor (Fleet), Check Airman and Deputy Training (Fleet) regarding the Training / Check Ride program for / from the third party (Wet Lease Training). 2. To plan and Schedule Flight Crew training, Proficiency and Recurrent Check, and other training course. 3. To record and summarize all line pilots, instructors and Check Airmen activities and develop a periodic reporting system to VP Flight Operation. 4. To organize, develop, and implement the training method according to applicable regulations and Company requirements. 5. To supervise, organize, coordinate, evaluate, and assess to all Managers of Flight Operations Training and personnel.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
3.3.7
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
VP CABIN SERVICES The Vice President of Cabin Services among others is responsible for: 1. Ensuring availability of policy, concept, design process and control on Flight Attendant standard, development and assignment according to regulations, market demand and good corporate governance. 2. All personnel / Flight Attendants training and development. 3. Ensures control of Flight Attendants operation and the management of safety and security outcomes. 4. Management and supervision of all cabin operations activity. 5. Lines of accountability throughout cabin operations, including direct accountability for safety and/or security on the part of cabin operations senior management.
3.3.7.1 CHIEF FLIGHT ATTENDANT The Chief Flight Attendant is responsible to VP Cabin Services as a minimum to ensure:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The quality of inflight services comply with the “Cabin Safety” as stated in CASR 121 and/or other related regulations as well as to meet Garuda standard services; 1. Administrating, organizing and controlling the Cabin Line Management, Planning and Distribution of Flight Attendant and Cabin Standards of safety and service; 2. Planning and optimizing Flight Attendant resources, manage training and standardize general policy of Flight Attendant; 3. Supervise the development and controlling Flight Attendant to improve the discipline and technical skill for operations requirement, safe, efficient and on time; 4. Evaluate and implement the Flight Attendant competency, including Reward and Punishment; 5. Developing and controlling qualification training for Flight Attendant; 6. Evaluate and controlling the Flight Attendant appearance and performance; 7. Standardize the Flight Attendant manuals and other supplement to comply with Authority regulations, Company and other regulatory agencies; 8. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers and other operationally relevant external entities; 9. Recruiting Flight Attendant in accordance with recruitment targets of the fleets; 10. Have a management of Safety and Security in Cabin Operation; 11. Being accountable to senior management for ensuring the safety and security of Cabin operations; The Chief Flight Attendant shall hold current a FA certificate, for the most sophisticated type of aircraft operated by Garuda, at least 5 (five) years experiences as FA on similar types of aircrafts and operations of which 1 (one) year was in a supervisory capacity and working knowledge of the FA manual, FA training manual, relevant portions of the Operation Manual Part A (OM-A). 3.3.8
VP CORPORATE SECURITY The VP Corporate Security is directly responsible to the CEO for managing the implementation of company aviation security program as dictated by the relevant part of the CASR.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
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:
PILOT IN COMMAND (PIC) Captain is directly subordinate to the Chief Pilot.
en
3.3.9
tia Y F 20 os or l C 19 fir op a -0 / y 206
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;
fid
It should be recognized that the Pilot in Command has certain duties as prescribed by law.
C
on
The Pilot in Command is responsible for: the safety and security of all crewmembers, passengers and/or cargo onboard the aircraft when the doors are closed; the operation, safety, and security of the aircraft from the moment the aircraft is ready to move for the 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.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 6
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
1. The Pilot in Command shall ensure that before flight: a. He obtain and familiarized himself and his crew thoroughly on the basis of the latest available information with: 1) 2) 3) 4) 5) 6) 7) 8) 9)
The Flight Plan The condition of the airport in use. The reported and forecast meteorological conditions for the route and airport in use. NOTAM Performance Weight and Balance. The navigation and radio aids, including irregularities of navigation facilities that may affect the safety of the flight. Alternative flight plan to be followed in the event of the original plan becoming impractical owing to unforeseen circumstances. Aircraft Maintenance Log (AML)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. The flight is planned, can be made safely and in accordance with the CASR. c. Signing the Operational Flight Plan proven to the acceptance of the Dispatch Release, and confirming that:All available information appropriate to the intended operation, including all available current weather reports and forecast for departure, destination and alternate airport, indicate that the flight can be completed as planned. 1) The load to be carried is distributed and secured in accordance with pertinent instructions and safety regulations. 2) The flight can be conducted safety in accordance with the operating limitations as laid down in this manual and in the FCOM. 3) The flight plan has been completed. 4) The maps, charts, and the navigation equipment required for the flight are readily available on the aircraft. 5) Complete information regarding SAR services along the route to be flown is available. 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
e. The availability, accessibility and serviceability of aircraft flight deck emergency systems and equipment have been checked during a preflight inspection of systems and equipment, on duty period: 1.) 2.) 3.) 4.)
Prior to the first flight; When the aircraft change; A change in-flight crew composition exists; When the aircraft has been left unattended by a flight crewmember for any period of time; 5.) After maintenance action. f.
The exterior aircraft inspection (walk around) is performed and correctly carried out by a member of the flight crew or delegated to a licensed aircraft maintenance technician focusing 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When performing exterior aircraft safety inspection (walk around), the flight crew shall wear high visibility vest.
en
If walk around is delegated, the flight crewmember shall obtain written notification from maintenance technician prior to flight that the inspection has been completed.
on
fid
g. All doors are closed and secured. h. He carries a reliable timepiece.
C
2. Disposition of Load Manifest, Dispatch Release, and Flight Plans: The pilot in command of an airplane shall carry in the airplane to its destination: 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) 3. The Pilot in Command shall ensure that during flight: a. The checklist devised for use in various phases of flight, are carried out. b. The relevant instructions and limitations laid down in this manual, FCOM, MEL/CDL, and the Operations Specification for the operation of the aircraft are observed. c. Communication with controlling agencies and Operations Control Center maintained as required, in any case, both the PIC and Operations Controller have responsibility to take any steps necessary to ensure the safety of the flight, with the PIC shall have the final decision d. On seeing an aircraft in distress, the action indicated in this manual is taken. e. Wherever possible, the First Officer is granted a sufficient number of takeoffs and landings to assist him in maintaining competency.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
OM – A
f.
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
Shall obtain meteorological condition and irregularities of facilities and services that may affect the safety of the flight
In any case the Pilot in Command shall be responsible for the manipulations of the flight control during the landing phase of flight whenever risk to safety exist as the result of an on-board malfunction or emergency condition, or when in his opinion conditions dictate. Continuing Flight in Unsafe Conditions No pilot in command may allow a flight to continue toward any airport to which it has been dispatched or released if, in the opinion of the pilot in command or the flight cannot be completed safely; unless, in the opinion of the pilot in command, there is no safer procedure. In that event, continuation toward that airport is an emergency situation set forth in OM-A Chapter 26.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
4. The Pilot in Command shall ensure after the flight that: a. The flight plan is signed. b. All known or suspected defects of the aircraft that have come to his knowledge during the course of the flight are reported to the Maintenance Department, and enter those defects in the AML. This shall include those airworthiness defects noted in the CML completed by FA-1. c. The AML is filled out correctly. d. The Aircraft Flight Log is filled out completely and correctly. Any reports/Trip Report such as irregularity or any other report according OM-A Chapter 6.1 are completed and submitted no later than close out of the flight. e. All required document are compiled, and, at the end of the CROPA forwarded to Crew Info at GOC.
C
on
3.3.10 SECOND IN COMMAND (SIC) The Second in Command / First Officer is directly subordinate to the Chief Pilot. The Second in Command / FO reports to the Chief Pilot, and responsible to the Pilot in Command during the period of time when the aircraft is under the PIC’s authority which 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 (b) (c) (d) (e)
the aircraft controls at the discretion of and under the direction of the Pilot in Command. Participate in execution of cockpit procedures and drills laid down in the FCOM. Carry out such other duties as Pilot in Command may delegate to him during flight. Assume the responsibility of the Pilot in Command in the event of the latter is incapacitated. Be responsible to the Pilot in Command for supervising the preparation of the flight documents and related pre-flight duties as assigned.
3.3.11 FLIGHT ATTENDANT–1 (FA-1) The FA-1 is directly subordinate to the Chief FA. During flight duty the FA-1 is directly subordinate to the PIC.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The specific duties and responsibilities of Flight Attendants are found in Operation Manual Part B2 (OM-B2) and FASGB.
fid
en
3.3.13 FLIGHT OPERATIONS OFFICER / FLIGHT DISPATCHER The Flight Operations Officer shall perform the function and fulfill the duties and responsibilities of VP Operation Planning & Control (JKTOG) for exercising operational control over Company flights and providing the following support to flight crewmembers.
C
on
The Flight Operations Officer Shall: (a) Receive and provide hand out briefing at duty change over times. (b) Maintain a log of information exchanges with respect to all flight operated under his authority. (c) Provide route / weather analysis. (d) Generate computer flight plans and file with appropriate ATC Center as required. (e) Check computer flight plans to ensure accuracy. (f) Check MEL / CDL for items that may affect the aircraft performance and coordinate with Maintenance. (g) Provide a dispatch release to all aircraft dispatched under the Operations Control System. (h) Anticipate the requirements of all flights operated under the Operations Control System, and closely monitor progress in order to maintain an up-to-date flight watch over all flights operating within the designated dispatch area. (i) Provide flight following services to all flights not operated under the Operations Control System. (j) Provide continuous monitoring and analysis of weather conditions and current NOTAM. (k) Have a thorough knowledge of serviceability of airports, airways, and navigational facilities. (l) Ensure that all essential information is forwarded to the Captain in a timely manner to ensure a safe and efficient flight. (m) Forward weather conditions, which may affect the safety of the flight.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 10
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
(n) Advise Director of Operations or his designate by the most expedient method, of any
(p) (q) (r)
(s) (t) (u) (v) (w)
tia Y F 20 os or l C 19 fir op a -0 / y 206
(o)
abnormal incident which involves a flight, whether airborne or on the ground, including activation of overdue / missing aircraft, or incident procedures. Recommend delay or canceling of flight when deemed necessary or advisable for operational reasons. Communicate with stations and other departments or agencies to avoid or minimize delays or irregularities to Company flight. 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. 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. Assist those concerned with the operation in planning for safe and efficient movement of flights. Be fully familiar with all NOTAM applicable to the operations. Re-dispatch / re-release flight in case of any irregularities due to weather or other conditions. Perform other duties and functions related to the foregoing as further detailed in the Dispatch Standard Operating Procedures. Make coordination with the PIC through OCC in case of Inflight Re-planning.
C
on
fid
en
3.3.14 COMPANY CHECK PILOT/ FOO / FA All operations and technical functions of the Check Pilot / FOO / FA are under the jurisdiction of the respective chief. They must constantly be aware that they perform their duties as delegates of the DGCA and are responsible for: (a) Acquiring and maintaining a working knowledge of those sections of the CASR, Personnel Licensing Handbook and the Government Check Pilot Guide (GCP Guide) pertaining to the testing and checking of flight crewmember / flight attendant personnel as applicable. (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
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 11
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
3.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 12
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
3.4.
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
3.4.1
DELEGATIONS OF OPERATIONS MANAGEMENT To maintain the continuation of responsibilities in the absence of management personnel, a caretaker shall be assigned and taken from the direct subordinate within the organization, to assure managerial continuity when operational manager, including the nominated post holder (Ref. OM-A Chapter 3.2.1) are absent from the workplace.
DIRECTOR OF OPERATIONS
DIRECTOR OF SERVICES
DIRECTOR OF MAINTENANCE & INFORMATION TECHNOLOGY
DIRECTOR OF HUMAN CAPITAL & CORP. AFFAIRS
VP
VP
VP
VP
VP
Operation Support
Flight Operation
Operation Planning and Control
Cabin Services
Quality Assurance.
Learning & Development (GITC)
Related Senior Manager
Chief Pilots
Related Senior Manager
Chief
Chief
SM:
Flight
Inspector
Operation Training
Related Manager
Deputy Chief Pilot
tia Y F 20 os or l C 19 fir op a -0 / y 206
VP
Attendant
Deputy Chief FA Related Mgr
Related Manager
en
Dispatch Ctr. Movement Ctrl Crew Sched
fid
NOTE:
C
on
1. Management personnel written in bolds are required by CASR Part 121.59. 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. 3.4.2
COORDINATION IN RESPECT OF SAFETY AND SECURITY ISSUE
3.4.2.1 FLIGHT OPERATIONS INTERNAL
The Management personnel within Flight Operation as depicted in OM-A Chapter 3.1, under the responsibility of VP Flight Operations (refer to job description) shall coordinate with respect to safety, security and fleet configuration to include: (a) Line operations policies, rules, instructions and procedures; (b) Flight crewmember training; (c) Technical operations material: (1) Performance. (2) Navigations. (3) Fleet configurations. (4) Equipment.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
3.4.2.2 FLIGHT OPERATIONS EXTERNAL Under the delegation of Director of Operations, all VP under his authority shall coordinate with respect to safety and security issue between flight operations organization and: (a) (b) (c) (d) (e) (f) (g) (h) (i)
Cabin operations. Engineering and Maintenance; Operations engineering Operations Control /Flight Dispatch; Human Resources; Ground Handling, Cargo operations and Dangerous Goods, Manufacturers (AFM/ FCOM, operational and safety communication); Regulatory Agencies or authorities. Aviation Security
en
LEVEL OF MANAGEMENT AND NON-MANAGEMENT PERSONNEL REGARDING RISK TOLERABILITY ON DECISION MAKING
fid
3.4.3
tia Y F 20 os or l C 19 fir op a -0 / y 206
The coordination shall include: (a) Accident Prevention and Flight Safety (b) Line operations policies, rules, instructions and procedures; (c) Flight crew training; (d) Technical operations material: Performances; Navigation; Fleet configurations and equipment (Cockpit lay-out, MEL/CDL).
C
on
Decision making based on risk tolerability is divided based on the level of risk and level of the decision maker based on the level of risk, as follow: 1. Low and Medium risk usually does not required immediate action since it is 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: Tolerability Severe Risk
Action Required (Customize as Appropriate) • • • •
Immediate action is required Responsibility is at the Board of Directors level or higher Notifications are given to the CEO Discussed in Corporate Safety Committee or other management review (if required) • Risk will be monitored and reviewed every week or more frequently or determined later
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
Action Required (Customize as Appropriate)
High Risk
• Establish a plan to manage risks that can begin to be implemented no later than 30 days after the risk analysis process is undertaken • Responsibility is at the Vice President (VP) level • Notifications are given to the Board of Directors • Discussed in a Joint Safety Board or other management review (if required) • Risks will be monitored and reviewed monthly or more frequently or determined later • Create a plan to manage risks that can be implemented no later than 90 days after the risk analysis process is undertaken • Responsibility is at Senior Manager (SM) level • Notifications are given to the VP • Discussed in Departmental Quality Meeting or other management review (if required) • Risk will be monitored and reviewed every 3 months or more frequently or determined later • If possible, reduce the risk level to Low • Responsibility is at the Manager level and Nonmanagement level • Notifications are given to SM • Discussed in Safety Action Group or other management review (if required) • Risk will be monitored and reviewed every 12 months or more frequently or determined later • Continue activity, no mitigation steps are required
Significant Risk
C
on
fid
en
Medium Risk
tia Y F 20 os or l C 19 fir op a -0 / y 206
Tolerability
Low Risk
END OF 3.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
4. OM – A
OPERATION CONTROL AND SUPERVISION TABLE OF CONTENT
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 GENERAL...................................................................................................... 1
4.3.2
OPERATIONS CONTROL SYSTEM AT STATION ........................................ 1
4.3.3
PROVISION OF OPERATIONS CONTROL................................................... 2
4.3.4
EMERGENCIES ............................................................................................ 4
DISPATCHING AND FLIGHT RELEASE RULES ...................................................... 1 DISPATCH OR FLIGHT RELEASE................................................................ 1
4.4.2
CREW DISPATCH ......................................................................................... 2
4.4.3
FLIGHT DISPATCHER .................................................................................. 2
4.4.4
RAMP DISPATCH ......................................................................................... 3
4.4.5
LOAD CONTROL........................................................................................... 4
4.4.6
RELATIONS OF FLIGHT CREW TO STATION OPERATIONS ..................... 4
tia Y F 20 os or l C 19 fir op a -0 / y 206
4.4.1
C
on
fid
en
4.4.
4.3.1
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
4.
OPERATION CONTROL AND SUPERVISION
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.1
SUPERVISION OF THE OPERATION
OM – A
4.1.
SUPERVISION OF THE OPERATION The Director of Operations is responsible to the Board of Director and CEO of Garuda Indonesia to whom as direct report and responsibility for the organization, administration, development, control and supervision of the company operations aspect to achieve an efficient and safe operations in line with the Safety Policy.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 4.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.1
SUPERVISION OF THE OPERATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.2
SYSTEM PROMULGATION
OM – A
4.2.
SYSTEM PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTION AND INFORMATION In the event of change in equipment and operating procedures, including each known change in the use of navigation aids, airports, air traffic controls and regulations, local air traffic control rules and known hazards to flight, including icing and other potentially hazardous meteorological conditions and irregularities in ground and navigational facilities, and any other situation that the company consider significant, which not yet covered by any regulatory, or for the purpose of reminding, the appropriate operational personnel will be notified by means of Operational Notices. Such notices may not contradict the existing company procedure, but may consist of preliminary information or operational instructions which, in the future become the company policy / procedures incorporated in OM (generally in a term of 6 (six) months unless determined otherwise by the government).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 4.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.2
SYSTEM PROMULGATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
4.3.
OPERATIONAL CONTROL
4.3.1
GENERAL The Operations Control has been set-up by management to operate the planned flight program punctuality and regularly, making economic use of the resources it has available consistent with highest safety standard. This means to keep the flight program as close as possible to the schedule and to minimize the effect of any irregularities in accordance with company policy as stated in term as the following: “To provide control over the flights planned for a certain defined period ahead of departure, until completion, and to coordinate with all concerned and finally decide and disseminate information about any measure taken in case of irregularity” The policy of the operational decision making based-on priority: 1 2 3 4 5
Safety of the flight; Schedule Regularity and punctuality; Passenger Comfort; Good care over Cargo, Mail and Baggage; Economical efficiency.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The concern for safety, being paramount importance in this industry, should be and always is present in everyone’s mind when considering solutions and reaching decisions.
en
When any knows conditions including airport and runway conditions that are hazardous to safe operation, Garuda Indonesia shall restrict or suspend operations until those conditions are corrected.
OPERATIONS CONTROL SYSTEM AT STATION Under supervision of Station Manager, the Operations Control at station level has 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.
C
4.3.2
on
fid
Operations Control Center located in main base and report direct to the management.
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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
Garuda Station Manager who supervises the operations control system at station level should be qualified Flight Operations Officer. 4.3.3
PROVISION OF OPERATIONS CONTROL The station operation control and operation control center designed to provide the succession of responsibility to ensure that responsibility for operational control is assigned to qualified operational control personnel at all times until the flight either terminates or is cancelled. The company shall assure to provide adequate personnel to ensure that operational control is maintained during normal and abnormal operations. 01. OPERATIONS CONTROL CENTER / DISPATCH CENTER The Company’s Operations Control Center is located on the 3 floor of the Reservation Control Center Building in the complex of Garuda Operation Center (GOC) at Soekarno-Hatta International Airport Cengkareng-Indonesia. rd
JKTOMGA
The telephone numbers are:
(62)-(021)-5501887/1889 / 1013 / 1014 and / or (62)-(021)-550 1771 EXT. 2306 / 2309. (62)-(021)-25601622
en
Facsimile number is:
tia Y F 20 os or l C 19 fir op a -0 / y 206
The telex code / SITA CODE is
(62)-(021) – 5502152
C
on
fid
Flight following in 24-hour basis, controlled through Operation Control Center has adequate communication and facilities, including dedicated FOO personnel to perform required duties to provide the information necessary for the initiation and safe conduct of each flight. Function among Company communication networks ensuring that the company’s services operate with the least possible disruption or delay and that where services are disrupted or delayed, these services are rescheduled with the least possible inconvenience to the passengers and at a minimal cost level consistent with safety, efficiency and comfortable service. The Operation Control Center liaises very closely with the Marketing and Maintenance / Engineering Directorates on the commercial and technical aspects of each major delay. The decisions are implemented by the Operation Control Center. The Operation Control Center is responsible for the following decisions: Cancellation of flights; Re-routing due to major flight delays and airspace/airport blockage; Re-scheduling or over-flight due to weather, airport limitations, civil disturbance, crewmember duty time limitations;
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
Technical calls to meet payload requirements or crewmember duty time limitations; Diversion for commercial and compassionate (urgent medical cases) reasons; Inflight Re-planning; Request to delay a flight for commercial and compassionate (urgent medical cases) reasons; Request to delay a flight to uplift AOG spares or Dead Heading Crew and maintenance personnel; Request to delay a flight for reasons other than those specified above; Request for urgent charters or urgent extra flights; Positioning or ferry flight; Request to operate or divert a flight to assist civil or military authorities in search operations; Re-allocation of aircraft, re-scheduling of services, positioning of crews due to aircraft’s unserviceability. Recalling flight due to engineering, operational or commercial reasons; Recalling crew or amending their roster or rotation pattern for operational or compassionate reasons.
tia Y F 20 os or l C 19 fir op a -0 / y 206
To facilitate decision-making, it is essential that the Operation Control Center be informed immediately by Pilot in Command (PIC) and/or Engineering and/or Station Managers, as the case may be, of any event or situation likely to disrupt or delay scheduled and non-schedule services.
C
on
fid
en
Information of this nature includes: Aircraft un-serviceability and serviceability; Allocation or re-allocation of aircraft; Spare deficiencies or position; Deficiencies of aircraft or ground; Load information or load disposal; Industrial dispute or action, whether actual or imminent, likely to disrupt or delay the company flight; Weather warning; Civil disturbances; Airport closures or limitations; Fueling or refueling problem; Late connecting flight; Loading and unloading problems; Crewing problems at slip stations It is important to stress that, in order to function efficiently, the Operation Control Center must be fully and immediately informed of every phase of delay including proposals or plans for the positioning of aircraft spares, the flight number of the service on which the spares will be arriving, the departure and arrival times and the estimated time it will take for rectification work to be carried out. In establishing flight operation schedule, the dispatch center shall allow sufficient time for the proper servicing during transit considering prevailing wind en-route, and the cruising speed of the aircraft.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
Re-dispatching is required if the intermediate stop exceed 6 hours (for international flight). Operations Controller when advising a diversion to an aircraft in flight, shall give the best airport available regarding continuation of flight, flight operations services, ground handling, contact person, the alternate fuel and all others relevant information’s. In any case, both the PIC and Operations Controller have responsibility to take any steps necessary to ensure the safety of the flight, with the PIC shall have the final decision. 02. STATION OPERATIONS CONTROL Flight operations services at stations shall be provided as follow: Outgoing Flights From 1:30 minutes before schedule departure until 1 hour after departure; Incoming Flights From 1: 00 hour before estimate time of arrival, until arrival.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Outside above mentioned period, the flight operations service is resumed by flight following function in Operation Control Center. At certain station, other operators or agencies on a contract basis may provide the flight operations services.
on
EMERGENCIES In an emergency situation that requires immediate decision and action the PIC may take any action that he considers necessary under the circumstances. In such a case he may deviate from prescribed operations procedures and methods, weather minimums, and the CASRs, to the extent required in the interests of safety.
C
4.3.4
fid
en
Particulars about such services shall be incorporated in the Route Manual.
In an emergency situation arising during flight that requires immediate decision and action by the flight operations officer, and that is known to him, he must advise the PIC of the emergency, must ascertain the decision of the PIC, and must have the decision recorded. If the FOO cannot communicate with the PIC, he must declare an emergency and take any action that he considers necessary under the circumstances. Whenever a PIC or FOO exercises emergency authority, he must keep the appropriate ATC facility and dispatch centers fully informed of the progress of the flight. The person declaring the emergency must submit a written report of any deviation through in accordance with reporting procedures set forth in OM Part A, Chapter 23.3. END OF 4.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
4.4.
DISPATCHING AND FLIGHT RELEASE RULES
4.4.1
DISPATCH OR FLIGHT RELEASE 01. Dispatch or Flight Release under VFR No person may dispatch or release an aircraft for VFR operation unless the ceiling and visibility en-route, as indicated by available weather reports or forecasts, or any combination of those reports and forecasts, are and will remain at or above applicable VFR minimums until the aircraft arrives at the airport or airports specified in the dispatch or flight release. Night VFR is prohibited unless authorized by the Director
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. Dispatch or Flight Release under IFR Except as provided in OM-A Chapter 4.4.1-03, no person may dispatch or release an aircraft for operations under IFR, unless appropriate weather reports or forecasts, or any combination of those reports and forecasts, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the destination.
C
on
fid
en
03. Dispatch or Flight Release Over Water a. No person may dispatch or release an aircraft for a flight that involves extended overwater operation unless appropriate weather reports or forecasts or any combination of those reports and forecasts, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at destination airport. b. Extended overwater operations shall be conducted under IFR unless it shows that operating under IFR is not necessary for safety. c. Other overwater operations shall be conducted under IFR if the DGCA determines that operation under IFR is necessary for safety. d. Each authorization to conduct extended overwater operations under VFR and each requirement to conduct other overwater operations under IFR are specified in the operations specifications. 04. Alternate Airport for Destination a. No person may dispatch an airplane under IFR unless he lists at least one alternate airport for each destination airport in the dispatch release. When the weather conditions forecast for the destination and first alternate airport are equal to applicable operating landing minima at least one additional alternate must be designated. b. For the purposes of Paragraph (a) of this section, the weather conditions at the alternate airport must meet the requirements of OM-A Chapter 9.5.1. c. No person may dispatch a flight unless he lists each required alternate airport in the dispatch release. 05. Centralized Flight Dispatch (CFD) PT Garuda Indonesia Persero Tbk is authorized to conduct Centralized Flight Dispatch (CFD) in some of airport lies within its area of operation.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
The area approved for CFD are: 1. 2. 3. 4. 5. 6. 7. 8. 9.
Europe Australia Japan Korea China Regional Middle East Western part of Indonesia (Sumatra, Java, and Kalimantan) Eastern part of Indonesia (DPS and UPG)
When conducting CFD briefing shall be conducted as stated in OM-A Chapter 9.2.7 and flight plan must be prepared as stated in OM-A Chapter 9.6.1. CFD is prohibited for flight using Visual Flight Rules (VFR) to all aircraft type (especially B737-800/-8, ATR 72, CRJ1000).
CREW DISPATCH Crew Dispatch is responsible for the implementation of the crew plan (crew tracking) in supporting of the planned flight programmer. The crew dispatches functionally responsible to the operations control and is located in the operations control center or local operations control for station level.
en
4.4.2
tia Y F 20 os or l C 19 fir op a -0 / y 206
For briefing location see OM-A Chapter 9.2.7.
C
on
fid
As the crew tracking is fundamental to the effective control of the flight programmer, the crew dispatcher is required to maintain a very close working interface with operations controller and to keep him/herself fully appraised of the status of the flight programmer, particularly in periods of disruption. Garuda Crew Dispatcher should qualify as assistance flight operations and keep current and proficient on the subject crewing system and regulation. 4.4.3
FLIGHT DISPATCHER No person may start a flight unless a flight dispatcher specifically authorizes that flight. The operational controllers/flight dispatchers employed in conjunction with an approved system of shared operational control requiring the services of licensed Flight Dispatchers are licensed in accordance with applicable Regulatory requirements. The Flight Dispatcher shall ensure that a flight will not be commenced unless it has been ascertained, to the extent possible, that conditions and ground facilities required for the flight are adequate for the type of operation. Factors to determine if the conditions at the airport(s) of operation are adequate for operations includes, as applicable: navigation aids; runways, taxiways, ramp areas; curfews; PPR (Prior Permission Required); field conditions; lighting; RFFS (Rescue and Fire Fighting Services); applicable operating minima.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
fid
en
Communication and Navigation Facilities a. Except as provided in Paragraph (b) of this section for international flight, no person 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 segment are in satisfactory operating condition.
C
on
b. If, because of technical reasons or other reasons beyond the control of a flag air carrier, the facilities required are not available over a route or route segment outside Indonesia, the flight may be dispatched over that route or route segment if 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. 4.4.4
RAMP DISPATCH Ramp Dispatch in cooperation’s with all concerned, is responsible for: Supervising the preparation activities, on the ramp, concerning the operation on a flight he/she assigned for, in order the flight to depart on time. Taking necessary measure(s), in which the ETD is threaten by irregularities arose, to keep the aircraft be able to be departed as close as possible to the standard ETD without neglecting the safety factor. The minimum qualification of Garuda Ramp Dispatcher is he shall have successfully attended and passed the Ramp Handling Course and Supervision course and shall perform duties under direct supervision of a qualified FOO.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
4.4.5
LOAD CONTROL Load Control functions to ensuring that the load positioning in cargo compartment is done in accordance with the given loading instruction. Weight and balance calculation shall be prepared by qualified personnel. Garuda Load Control should hold Garuda Loading Control Certificate, maintain current and proficient. Operating under direct supervision qualified a FOO license holder.
4.4.6
RELATIONS OF FLIGHT CREW TO STATION OPERATIONS 01. GENERAL When it is necessary to deviate from the planned flight program or handling procedures, the PIC shall be informed and together with Station Manager will discuss the various aspects and the repercussions on flight continuation, especially with a view to regularity and service.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In the majority of cases a reasonable solution and a mutual decision will be reached. If there is a difference in opinion, the PIC’s decision with respect to safety of the flight will be honored. 02. DELAYS In case of delays, the Station Manager shall inform the PIC as soon as possible.
en
The FSM/FA-1 shall be informed to enable him/her to reconsider services schedule for passenger in consulting with PIC.
on
fid
The Station Manager is responsible for the meal and accommodation for the passengers and crews.
C
Note: At slip-station, the Station Manager shall adjust crew calling time in case of delayed departure, except in urgent cases, the crew shall not be disturbed for delay messages during their rest END OF 4.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
5.
CREWMEMBERS REQUIREMENTS TABLE OF CONTENT
CHAPTER 5 CREW DESCRIPTION ............................................................................................... 1
5.2.
CREWMEMBERS DUTIES AND AUTHORITIES ....................................................... 1
5.3.
DUTY REQUIREMENTS AND RESTRICTIONS ........................................................ 1
5.4.
CREW COMPOSITION .............................................................................................. 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
5.1.
Operation Manual Part A – 1st Edition 15 Nov 2016
■
Page 1
OM – A
5.
CREWMEMBERS REQUIREMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 2
OM – A
5.1.
5.
CREWMEMBERS REQUIREMENTS
5.1
CREW DESCRIPTION
CREW DESCRIPTION a. Crewmember an aircrew assigned to official duty as an active crew. Crewmembers consist of Flight Crews including Trainees and Flight Attendants. b. Flight Crewmember is a crewmember assigned to duty in an aircraft as a pilot, second officer or navigator. The number and composition of which shall not be less than that specified in the Minimum Flight Crewmembers (Standard Crew Complements) refer to OM-A Chapter 5.2-01. Flight crewmember consist of Pilots. Within the company, Flight Crewmember ranks start from First Officer, Senior First Officer and Captain. All Flight Crewmembers are subordinates of Vice President Flight Operations via respective Chief.
Captain is a rank of a pilot who hold a current ATPL and qualified to fly a certain type of aircraft according to the criteria set by the Directorate General of Civil Aviation (DGCA) and are given the duties and the authority as a Pilot in Command (PIC), Second in Command (SIC) or Co-Pilot by the Company.
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 according to the criteria legalized by the DGCA, who then given duties and authority as a Co-Pilot during a flight.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Through training, Captain can be up graded to be a Ground Instructor (GI), Flight Instructor Simulator (FIS) or Flight Instructor Aircraft (FIA). FIA can be assigned to be Designated Pilot Examiner Representative or Company Checker.
C
on
Through training, First Officer can be up graded to be a Ground Instructor (GI), Flight Instructor Simulator (FIS). c. Flight Attendant is a crewmember who performs, in the interest of safety of passengers, duties assigned by PT Garuda Indonesia (Persero) Tbk or the Pilot in Command of the aircraft, but who shall not act as flight crewmember. Flight Attendants composition normally varies depending on the type of aircraft. PT Garuda Indonesia (Persero) Tbk describes ranks of Flight Attendants as follows: FSM and Flight Attendants. If there are more than one FSM in a Sector, FA-1 is determined by seniority in that position (Date of Joint Category), otherwise by PIC based on considerations of leadership and lengths of experienced as a supervisor. END OF 5.1
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
CREWMEMBERS REQUIREMENTS
5.1
CREW DESCRIPTION
tia Y F 20 os or l C 19 fir op a -0 / y 206
5.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
5.2.
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
CREWMEMBERS DUTIES AND AUTHORITIES 01. GENERAL Detailed duties and authorities of each crewmember hereby described do not intend to limit the authorities in providing the necessary efforts and actions to achieve a safe and efficient journey. If conflicts arise during a journey, it is the responsibility of the Pilot in Command to convey the problem to their respective Chief Pilot. If the conflict only involved the Flight Attendant, it is the responsibility of FA-1 to communicate the problem to their respective Chief Cabin. Every crewmember must maintain their utmost performance in Knowledge, Skill as well as Physical and Mental Fitness appropriate to their functions.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is Crewmembers own responsibility to ensure that their Passports, Visas, Licenses, medical certificates and other personal Certificates remain current and valid. When crewmembers found that their personal documents are approaching the invalid period or the validity period will be exceeded, then the crewmembers shall notify their respective chief. Above personal documents must be carried during periods of duty, including but not limited to, flight duty and/or simulator check.
fid
en
Therefore, before conducting any flight duty and/or simulator check, all crewmembers shall check their personal documents are still in the period of validity, and this checked will also done in preflight briefing.
on
For list of required items that must be carried and valid on all flight duty see Appendix 13.
C
All flight crewmembers on duty are required to be on their assigned seat in flight 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
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. 2. 3. 4. 5.
Safety. Schedule Regularity. Passengers Comfort Good care of cargo, mail and baggage. 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.
en
PIC Captain SIC Enlarge Captain. Co-pilot: Co-pilot 2, 3, etc. Flight Attendants: FA-1.
fid
1. 2. 3. 4. 5.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The succession of command during flight will be based on order of rank as follows:
on
In the absence of Pilot in Command during flight, the command succession shall be based on order of rank as described above.
C
During Crew Operating Pattern and Ground Pattern, all crewmembers should 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.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
02. PILOT IN COMMAND (PIC) Pilot in Command (PIC) is the authorized leader of a journey (Flight), who is a qualified captain for the sector traveled within the Journey. The PIC must occupy his specific pilot seat where he is qualified during taxi, takeoff, landing and below the transition level/altitude or 10.000 feet AGL whichever is higher. The PIC is responsible for the operation and safety of the aircraft as laid down in OM-A Chapter 3.3.9. The PIC shall also ascertain that all required forms/certificate such as: Safety Report / Trip Report, Custom Declaration for the crewmember, Birth, Death and other form as may be required, is filled and signed as appropriate in timely manner. In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule to the extent required to meet that emergency for the safety of the flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 Environment Management (CQSEM) Department through available safety reports (including e-reports, hazard report, trip reports, etc.). The CQSEM Department shall then report to the DGCA.
on
fid
en
During flight, the PIC acts as the Company’s representative towards the other crewmembers and the passengers. In every decision process, the PIC also has to consider the financial aspect of his/her decision. The PIC has to give a good example of attitude and behavior toward other crewmembers.
C
The PIC coordinates the duties of all crewmembers in compliance with Company regulations to create teamwork among crewmembers in a communicative, contributive, cooperative and coordinated (4C) climate. When in the midst of a Flight Management, PIC should apply two ways communication rules, so that each flight crewmember is aware and understands about his activities. During bad weather conditions that could endanger the safety of the flight, PIC has an obligation to inform what has just taken place or what has been observed in the first opportunity to the Air Traffic Controller (ATC) or through Company frequency. PIC should also monitor and convince him/herself that every stage of the flight is done according to the Aircraft Operation Manual and other Standard Operating Procedures. PIC may sign the Aircraft Maintenance Log (AML) to release the flight, stating that the aircraft is ready to fly, as long as no maintenance action required, and the technicians in charge to sign the AML are not present. In the absence of engine run up authorization holder, where the aircraft is necessary to be run up for trouble shooting, the maintenance engineer may request, and the PIC shall assist him to have the engine started to ground idle.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 3
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
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. Subject to Captain’s Discretion (SCD), is the initiative right and prerogative obligation for a PIC to make a decision that is not yet mentioned or formulated in the existing regulations. The PIC’ decision should be accountable and responsible at a later date and it should be in line with common sense and based under considerations of safety and successful completion of the flight. 03. CO-PILOT
tia Y F 20 os or l C 19 fir op a -0 / y 206
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).
en
Should the Co-Pilot function is taken by a Captain who has not qualified RHS, the particular Captain must occupy the LH Pilot seat, the Captain who functioning as PIC occupies the RH Pilot seat and shall be a Flight Instructor Airplane (FIA) or minimum equivalent.
C
on
fid
Duties and responsibilities of a Co-Pilot are to carefully follow the progress of the flight and to give inputs to the PIC, to ask the PIC to take accurate action. In such extraordinary conditions, where the PIC is acting outside of normal circumstances (or incapacitated), jeopardizing the Safety or endanger the Flight, he can take needed action to avoid the condition worsening. During a flight mission, the Co-Pilot reports as a subordinate of PIC, commencing at crew reporting time at an airport until the completion of a Journey. The Co-Pilot should know about weather condition, NOTAM and other operational instructions during a flight. Other technical duties are regulated in the FCOM depending on aircraft types. In an Enlarged Crew composition which, at the minimum consists of 2 Captains, one will act as Pilot in Command, whereas the second Captain functions as Second in Command (SIC), as well as a Co-pilot, and will also occupy the pilot seat in the cockpit when PIC was taking of a rest. If, however, the Enlarged Crew composition consist of 3 or more Captains, the SIC assignment should be determined by the PIC, unless have determined by Crew Scheduler. In the absence of a PIC, the pilot acting as SIC should take over all functions of the PIC and during abnormal or emergency conditions, SIC is under the obligation to inform PIC about the current situation, in which case PIC will then take over the leading role.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. FSM or Senior FA who has meet standard and criteria can perform FA-1.
fid
en
To ensure continuity of service between pre, in and post flight, an FA-1 shall act as quality control to all uplift supplies at the related Sector and coordinates passenger service/handling with the Passage Officer, Ramp Coordinator and Catering Service.
C
on
The FA-1 is responsible to validate the Meal Uplift Data, Actual Passenger on Board, Flight Attendant Data entry on Aircraft Flight Log (AFL) or other reporting forms when required.
05. FLIGHT ATTENDANT (FA)
Each FA reports as a subordinate of the PIC starting from the reporting time at the airport until the end of a Journey. The FA has the obligation to inform the PIC of any signs that may endanger flight safety. In taking actions to anticipate a critical situation that is jeopardizing the flight safety, the FA must report immediately through the FA-1 or directly to PIC. Each FA is a reflection of the Company’s Image to the customer and in carrying out his duties, in terms of Service and Cabin Safety, has to maintain that image. END OF 5.2
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
tia Y F 20 os or l C 19 fir op a -0 / y 206
5.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
5.3.
5.
CREWMEMBERS REQUIREMENTS
5.3
DUTY REQUIREMENTS AND RESTRICTIONS
DUTY REQUIREMENTS AND RESTRICTIONS Pilot License Privilege Pilots, who have reached their 65th birthday, may not serve as Pilot on an airplane engaged in Garuda Indonesia operations, nor may they function as flight instructor (Airplane) and flight instructor (Simulator).
Certification and Qualification Requirements Prior to duty assignment, flight crew shall always be certified and qualified in accordance with applicable regulation:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Current Licenses; Valid Radiotelephone License; Current Certification (At least level 4 language proficiency (English) must be current); Specific qualifications (LVP, RVSM, ETOPS); Equipment qualifications (TCAS/ACAS, GPWS/EGPWS, HGS); Recency-of-experience; Current medical status, including Medical Certificate; Initial training and checking/line check/proficiency check/recurrent training and checking results; Right seat qualification (as applicable); Type(s) qualification; Airport and route competence (including special airports); Instructor/evaluator/line check airman qualification (as applicable); CRM/Human Factors training; Dangerous goods training; Security training. 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.
C
Spare Correction Glass Crewmembers who require correction glass when performing duty shall carry one spare set on his/her possession at all times. Note: Corrections glass includes: Myopia, Presbyopia and Hipermetrop.
Medical examination before first flight of the day For first flight of the day, each crewmember shall do a medical examination that consist of alcohol test and blood pressure test. END OF 5.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
5.
CREWMEMBERS REQUIREMENTS
5.3
DUTY REQUIREMENTS AND RESTRICTIONS
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
5.4.
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
CREW COMPOSITION 01. GENERAL The Minimum Crewmembers known as the Standard Crew Complement is the minimum number of Flight Crewmembers or Flight Attendant on board in order to comply with legal operations requirement of a revenue flight (flight carrying passengers for commercial purposes). In the operation of a Non-Revenue Flight, the maximum occupancy in the cabin (without Flight Attendants) is 10 people. Among them, one must receive aircraft type-specific training and an evaluation to ensure competence in the performance of any assigned duties or functions related to passenger cabin safety such as how to open and close the Aircraft Door, how to operate the Slide Raft, know where the location and the operation of the Fire Extinguishers, the use of Oxygen and Intercom System. If the cabin occupancy number exceeds 10 persons, at least 1 (one) Flight Attendant is required (the occupancy number can be increased up to 50 people).
tia Y F 20 os or l C 19 fir op a -0 / y 206
For an Empty Flight (except for a Training Flight), a minimum of 1 person is required to understand how to operate cabin equipment as in the Non-Revenue Flight above. Chief Pilot has the prerogative right to set a different policy regarding the needs of Non-Revenue, Empty, Training and Positioning Flights. In the operation of a Non-Revenue flight (without flight attendants) or Empty Flight, PIC shall brief the supernumerary with items as described in OM-A Chapter 5.404.
C
on
fid
en
The maximum number of pilots (including PIC and Co-Pilot) in one sector is 4 (four) Pilots or 3 (three) Pilots in an Enlarged Crew composition, or 2 (two) Pilots in a Minimum Crewmembers (Standard Crew Complement) composition. Flights in a Sector exceeding the above regulation is prohibited, and it is the responsibility of 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. 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. 02. FLIGHT CREWMEMBERS The Minimum Flight crewmembers (Standard Crew Complements) that must be on a flight to operate the air plane are as follows: Two Pilots for ATR72-600, CRJ 1000, B737, A330, and B777-300ER Only one pilot shall be assigned as the Pilot in Command on a particular flight. The Pilot may only occupy his specific seat where he is qualified (either LH or RH) to perform flight duties. The PIC can take the RH seat if he is a Flight Instructor Airplane (FIA) or minimum equivalent, when other Pilot on the LH seat is a Captain or Training Captain. CQD is the date that a person is qualified for a certain category in a Fleet in which he serves (Captain, FO, FSM, Senior FA and FA). A CQD for a Captain is the date a person is qualified as a Captain on a type of aircraft that he is currently flying.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 1
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
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. RIGHT-HAND SEAT (RHS) FO CAPT CAPT CAPT
CAPT
FO
Line Check
tia Y F 20 os or l C 19 fir op a -0 / y 206
No Training No Checking
LEFT-HAND SEAT (LHS) CAPT CAPT Chief Pilot VP OF
CAPT
Check Pilot
JUMP SEAT Check Pilot
REMARKS (*) CAPT & FO Line Check CAPT Line Check
CAPT/T or FIA CAPT/C Check Pilot CAPT Routes/Qualification Check Check Pilot CAPT/C CAPT/T or Check Pilot ZFTT CAPT/C Blue Boxes indicated the Pilot that designated as PIC Note: - (*) 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
C
on
fid
en
Route 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. 03. ENLARGED CREW An Enlarged Crew is a flight crew composition in a Journey with an additional one Pilot or more from the Standard Crew Complement.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
The Enlarged Crew column in the Aircraft Flight Log (AFL) shall be marked () should the crew composition is an Enlarged Crew. If the Enlarged Crew in the AFL is not filled out, the Crew Scheduling System will automatically consider the additional crew other than the Standard Crew number as a Supernumerary Crew that will not obtain their record of Flight Time. This will be applied to the Pilot-3, and Pilot 4.
C
04. SUPERNUMERARY
Definition of Supernumerary, OM-A Chapter 1.2. Criteria and limitations:
a. Physically and Mentally in good health, especially for a woman she is not in pregnant condition. b. Has capability to conduct his/her assigned duties.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
Duties and responsibilities: a. Report to the PIC prior and post flight; b. Shall receive briefing and direction from the PIC regarding: The dissemination of supernumerary safety information Supernumerary compartment readiness prior to first aircraft movement, takeoff, and landing Arming / disarming of door slides Preparation for and en encounter with turbulence Medical situation Emergency evacuation Abnormal situation Verification that baggage is stowed The use of seatbelt :
i. j.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
h.
on
f. g.
Compliance with non-smoking sign Access of emergency oxygen Securing cargo net (for ATR72-600) Obey the Aviation safety and Security, and/ or as directed by PIC; To wear the ID; Conduct assigned duties in accordance with his/her authorities and responsibilities; Conduct assigned duties in accordance with the related SOP; Shall not impede flight crew members and/or flight attendant in the performance of their duties; 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; 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; In case of Emergency, follow direction given by PIC;
C
c. d. e.
During the taxi phases of a flight; During the takeoff and landing phases of flight; Prior to and/or during turbulence; During an emergency situation, if considered necessary
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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 4
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
05. THIRD PILOT IN TRAINING The presence of a Third Pilot who is in Route Training does not prompt the crew composition into an Enlarged Crew. To have a correct Flight Time recorded by the Crew Scheduling System, it is the PIC’s responsibility to fill in the Flight Remarks column in the AFL with RT, as the abbreviation for Route Training. Not fulfilling this necessity will result in the consideration of the Third Pilot as a Supernumerary. In recording the Flight Time through the Crew Scheduling System, PIC will still obtain 100% of Flight Time, whilst the Co-pilot and Third Pilot will each get 50% of Flight Time. For the importance of Flight Allowance, each Flight Crewmember will still receive a Flight Time Component of 100% Flight allowance. In the training stage, it is possible that in the beginning, the Third Pilot will never take the Pilot Seat in the cockpit (whether on the LHS or on the RHS). In such case, his presence will be noted as a Supernumerary by not writing RT in the Flight Remarks column in the AFL. No Flight Time will be given to the Third Pilot although in terms of Flight Allowance he will obtain the whole Flight Time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
06. INSTRUCTION FLIGHT AND ACCEPTANCE FLIGHT
C
on
fid
en
In an Instruction Flight and Acceptance Flight the PIC must have the qualification as a Flight Instructor. In the special case of an Instruction Flight, if the Training is 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 Complement Crew (The Flight Hours will not be given to him but the Flight Time component of that Pilot will still be given fully) The Ab-initio Pilot does not obtain the Flight Time component for the purpose of Flight Allowance. It is PIC responsibility to fill in Flight Remark column in the AFL with IF. 07. INCAPACITATION AND FLIGHT CREWMEMBER REPLACEMENT 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 5
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
08. FLIGHT ATTENDANT The presence of predetermined number of Minimum Flight Attendants for certain aircraft type is called the Minimum FA (Standard Complement). This number is the absolute minimum at the time a flight started. In addition, for the purpose Duty Period extension the number in a Minimum Flight Attendant (Standard Crew Complement) is increased called the Standard Service. FA seat rests are provided for long-haul flight based on flight time limit:
One sector or more in one journey, where the total scheduled flight time (Block to Block) 8 hours, IF the STD between 20:00 and 04:00 Local Time; or
One sector or more in one journey, where the total scheduled flight time (Block to Block) 10 hours.
The seat allocations are as follows:
B777-300ER : FA Bunker A330-300 : 4 seats (last two row RH sides) A330-200 : 3 seats (last center row).
tia Y F 20 os or l C 19 fir op a -0 / y 206
The number of Flight Attendant including FA-1 is according to the following table. Aircraft Type
Minimum FA (Standard Complement)
Standard Service
B737-800/-8
en
Numbers of Flight Attendant
4
6
2
2
3
3
8
11
8
11
12
16
on
A330-200
C
CRJ-1000
fid
ATR72-600
A330-300 B777-300ER
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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
TABLE OF CONTENT CHAPTER 6 6.1
6.2
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
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.4.1.1 TRAINING POLICY ............................................................................ 1 6.4.1.2 TRAINING IMPROVEMENT & SURVEILLANCE................................ 2 6.4.1.3 TRAINING PROGRAM OUTLINE....................................................... 3
en
6.4.1.4 TRAINING PROGRAM AND REVISION: INITIAL AND FINAL APPROVAL ........................................................................................ 3
fid
6.4.1.5 E-LEARNING ..................................................................................... 4
on
6.4.1.6 INSTRUCTOR, EXAMINER, CHECK AIRMEN .................................. 4
C
6.4.1.7 EXAMINATION AND CERTIFICATION .............................................. 6 6.4.1.8 TRAINING AIDS / FACILITIES / EQUIPMENT ................................... 6 6.4.1.9 MULTI RATING .................................................................................. 7 6.4.1.10 TYPE VARIANT ............................................................................. 7 6.4.2
TRAINING SYLLABUS .................................................................................. 7 6.4.2.1 GROUND TRAINING SYLLABUS ...................................................... 7 6.4.2.2 FLIGHT TRAINING SYLLABUS ......................................................... 9 6.4.2.3 ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM ....................... 10 6.4.2.4 LINE TRAINING SYLLABUS ............................................................ 10
6.4.3
TRAINING AND CHECKING PROCEDURES .............................................. 11 6.4.3.1 TRAINING PROCEDURES .............................................................. 11 6.4.3.2 CHECKING PROCEDURES ............................................................ 11 6.4.3.3 PROCEDURES IF PERSONNEL DO NOT ACHIEVE OR MAINTAIN STANDARDS ................................................................................... 12
Operation Manual Part A – 1st Edition 02 May 2018
■
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
TABLE OF CONTENT 6.4.3.4 REMEDIAL TRAINING ..................................................................... 12 6.4.3.5 SUMMARY OF ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM....................................................................................... 12 6.4.3.6 SUMMARY OF A/C ROUTE TRAINING DURATION AND NUMBER OF CHECK FOR TYPE RATING............................................................ 13 6.4.4
RECURRENT TRAINING ............................................................................ 14 6.4.4.1 FLIGHT CREWMEMBERS ............................................................... 14 6.4.4.2 FLIGHT ATTENDANTS .................................................................... 16 6.4.4.3 FLIGHT OPERATIONS OFFICER .................................................... 16 6.4.4.4 JOINT CRM...................................................................................... 16 6.4.4.5 TRAINING RECORDS ..................................................................... 17 6.4.4.6 ELIGIBILITY PERIOD....................................................................... 17
6.5.1
CREW COMPOSITION.................................................................................. 1
6.5.2
OPERATING LIMITATION AND PAIRING REQUIREMENTS........................ 1
6.5.3
LINE CHECK ................................................................................................. 2
6.5.4
ROUTE AND AIRPORT QUALIFICATION ..................................................... 2
6.5.5
QUALIFICATION AND AUTHORIZATION REQUIREMENTS FOR CAT I / CAT II / CAT IIIA WEATHER MINIMA .................................................................... 6
6.5.6
CAT II/IIIA INSERVICE MONITORING .......................................................... 9
6.5.7
OPERATING IN NARROW RUNWAY ........................................................... 9
6.5.8
DOUBLE RATING (open) .............................................................................. 9
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.6
CREW QUALIFICATION ........................................................................................... 1
C
6.5
CREW RESOURCE MANAGEMENT (CRM) ............................................................. 1
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.1 QUALIFICATION CREWMEMBER 6.1
QUALIFICATION OF FLIGHT CREWMEMBER
6.1.1
INITIAL NEW HIRE CREWMEMBER
OF
FLIGHT
HIRE
The initial new hire crewmember with previous experience with turbo prop engine, jet engine, or rated with Garuda aircraft must undergo and pass the following process prior to joining the company:
tia Y F 20 os or l C 19 fir op a -0 / y 206
a. Flight Operations Management interview and/or Human Resource interview and/or psychological analysis. b. Security background check. c. Sufficient English fluency, with minimum Garuda English Test score 405 to ensure effective communication among flight crewmember, between flight crewmember and flight attendant and adequate understanding of company manuals and documentations. d. Medical fitness. e. Psychoactive substances test. f. Technical competencies and skills. g. Aviation experience. h. Credentials and Licenses. i. Interpersonal skills. The newly hire flight crewmember (fresh graduated from flying school) shall possess a current CPL with instrument rating.
FIRST OFFICER a. Unless dictated different due to fleet expansion and company requirements, First Officer assignment shall start from “Narrow Body” (e.g. CRJ-1000 or B-737).
on
fid
6.1.2
en
Details of the process are on the HRD documentations.
C
b. The requirement to be assigned for initial FO: CPL with ME and IR Pass the requirement of OM-A Chapter
c. The requirement to be assigned as FO on wide body: Minimum 1 year of continues service as FO in the company (PT. Garuda Indonesia Persero Tbk.); Minimum 1000 hours flight experience in narrow body aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.). Selected by pilots board. 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, CRJ1000 or B-737). b. The requirement for initial captain promotion are: Basic requirements: Minimum 23 years of age;
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.1 QUALIFICATION CREWMEMBER
OF
FLIGHT
HIRE
Garuda English Test score minimum 505. Selected by pilots board Minimum Frozen ATPL; Additional requirements for ATR72-600: Minimum 3 years of continues service as FO in the company (PT. Garuda Indonesia Persero Tbk.);; Minimum 2000 hours flight experience in aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.); Additional requirements for CRJ-1000 and B737: Minimum 5 years of continues service as FO in the company (PT. Garuda Indonesia Persero Tbk.); Minimum 3000 hours flight experience in aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.).
en
HIRING PILOTS a. Captain: Minimum 3000 hours flight time experience; and 500 hours flight time as PIC on type.
on
fid
6.1.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. The requirement to be assigned as Captain on wide body aircraft in operations: Minimum 1 year of continues service as Captain in jet narrow body aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.). Minimum 1000 hours flight experience as PIC in the company (PT. Garuda Indonesia Persero Tbk.). Selected by pilots board.
C
b. First Officer: Minimum 1000 hours flight time experience; and 500 hours flight time on type.
END OF 6.1
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.2 QUALIFICATION OF FLIGHT ATTENDANT 6.2
QUALIFICATION OF FLIGHT ATTENDANT In order to become a Flight Attendant with certain ranks (Flight Service Manager and Flight Attendant), the candidate (male or female) is required to: Possess a minimum education of High School or equivalent (preferably a Diploma) Have a minimum height of 165 cm, maximum 178 cm for male and a minimum height of 158 cm, maximum 172 cm for female with proportional posture (refer to BMI) Not wearing glasses Be fluent in English (spoken and written) And meet certain requirements as explain below
6.2.1
INITIAL FLIGHT ATTENDANT a. General Requirements Initial/New Hire Flight Attendant who has credibility, capability, good attitude, good performance, initiative & proactive, holding valid FA certificate, good communication in English, with minimum Garuda English Test score of 600.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. Technical Requirement Pass the Physical/appearance test Pass the Psychological test Pass the General Interview test by team Pass the Medical test Pass the Internal/Company Security test Pass the initial/New Hire Ground Training with passing grade point of 80% Pass the Flight Training
C
c. Competency Basic knowledge for flight attendant: Company Organization awareness & organization behavior Company Product Knowledge Rules & Regulation / Management Policy Duty & responsibility Flight safety For additional knowledge refer to FASGB Chapter 2.3.1. 6.2.2
FLIGHT SERVICE MANAGER a. General Requirements In order to become Flight Service Manager, the candidate (male or female) should have credibility, capability, good attitude, initiative & proactive, holding valid FA Certificate, good appearance, good impression and have leadership qualities. b. Specific Requirements Minimum 6 (six) years’ experience continuously as FA (permanent employee) Minimum SMK score 85 in 2 (two) years period Minimum Garuda English Test score of 600 Operation Manual Part A – 1st Edition
16 May 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.2 QUALIFICATION OF FLIGHT ATTENDANT
No disciplinary sanctions for at last 2 (two) years Have at least 5 (five) remaining years of service
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 For additional knowledge, refer to FASGB Chapter 2.3.4 FA-1 for CRJ and ATR a. General Requirements In order to become FA-1 for CRJ and ATR Type of Aircraft, the candidate (male or female) should have credibility, capability, good attitude, initiative & proactive, holding valid FA Certificate, good appearance, good impression and have leadership qualities.
C
on
fid
en
6.2.3
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
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.2 QUALIFICATION OF FLIGHT ATTENDANT
Duty & Responsibility Safety & Service management Safety Management System CASR
For additional knowledge, refer to FASGB Chapter 2.3.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 6.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.2 QUALIFICATION OF FLIGHT ATTENDANT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER 6.3
QUALIFICATION OF FLIGHT OPERATIONS OFFICER 01. QUALIFICATION Flight Operations Officer (FOO), employed by Garuda Indonesia, are company trained and licensed by the DGCA as prescribed in Civil Aviation Safety Regulation (CASR) of Indonesia Part 121. Garuda FOO are licensed to perform all duties, concerning operational handling, load planning, load sheet preparation and all duties related to flight preparation, such as establishing performance for limited weights, interpretation of weather and NOTAM data, flight planning, crew briefing, etc. (in respect of which aircraft type qualification as prescribed in the license). Garuda Indonesia Station Managers should be qualified Flight Operations Officers. Garuda Indonesia shall provide enough qualified flight operations officers at each dispatch center to ensure proper operational control of each flight. No FOO license holder may conduct his/her duties unless he/she has satisfactorily completed the following programs:
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Recurrent and competency check. Maintenance foo qualifications (MFQ) Route familiarization flights Re-qualification course Dispatcher resource management (DRM) Dangerous goods & aviation security program Annual medical examination
fid
• • • • • • •
C
on
No person may act as Flight Operation Officer (exercising responsibility with the Pilot in Command in The Operational Control of a flight) in connection with any civil aircraft in air commerce unless he has in his personal possession a current Flight 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 Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER
Meteorological conditions, Hazards and effects to the radio on the aircraft used Meteorological Information source Operational procedures for DG, Cargo, and emergency. Aircraft performance, mass balance and control Flight calculation, planning and monitoring procedures Human Performance and Limitation (CRM/DRM), Security procedures Navigation and special Navigation Civil Air law, Air traffic management Special Airports De-Icing/anti-icing procedures Aircraft systems ETOPS procedures Fuel supply
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Experience He shall have satisfactorily completed an approved Training Course including served under the supervision of a Qualified Flight Operation Officer at least 90 training days immediately preceding the application.
C
on
fid
en
d. Skill He shall have demonstrated with ability to perform those functions applicable to the privileges to be granted, in at least the following skills: 1) Make an accurate and operationally acceptable weather analysis from a series of daily weather maps and weather reports; provide an operationally valid briefing on weather conditions prevailing in the general neighborhood of a specific air route; forecast weather trends pertinent to air transportation with particular reference to destination and alternates; 2) Determine the optimum flight path for a given segment, and create accurate manual and/or computer generated flight plans; and 3) Provide operating supervision and all other assistance to a flight in actual or simulated adverse weather conditions as appropriate to the duties of the holder of a flight operation officer license holder. 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. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER 03. MAINTAINING FOO QUALIFICATION In order to maintain and/or update the proficiency, FOO shall be given a periodical recurrent and proficiency check at regular intervals. This task is delegated to the Flight Dispatch c q: FOO Standards (JKTDOP-4). The FOO license holder, who has not been act simultaneously in the provision of flight operations services, shall exercise his/her knowledge and skills in dispatching activities at least 8 (eight) hours in a month in any one of GA operations control unit at station level. Those activities should be fully recorded and a copy of such record should be forwarded to FOO Standardization Unit. 04. REQUALIFICATION To regain his qualification, disqualified FOO license holder should be successfully attended the requalification program.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The contents of re-qualification program depend on the course of the nonproficiency, i.e. failed written knowledge/proficiency check, prolonged nonexposure, etc.
en
Note: Requalification syllabus refer to OM-D3 Chapter 6.5
C
on
fid
05. ROUTE FAMILIARIZATION FLIGHT In order to comply with provision as prescribed in the ICAO Annex 6 and Civil Aviation Safety Regulation of Indonesia (CASR) Part 121 Route Familiarization Flight shall be carried out by FOO actively employed in the provision of flight operations services with the purpose of: 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
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4
TRAINING AND SUPERVISION
6.4.1
TRAINING POLICY AND PROGRAM
6.4.1.1 TRAINING POLICY Crewmember / FOO and Operations Personnel shall participate on required training programs to maintain professional experience and acquaintance with recent development. Garuda Indonesia prohibit crewmember simulate emergency or abnormal simulation when passenger or cargo is being carried. No crewmember /FOO / operations personnel may report for duty if aware of any lack experience or knowledge.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) Approval and Supervision (1) All Instructors / Examiners / Check Airmen / Crewmembers (whether employed or subcontracted) / Training Facility / Devices / Equipment / and Course Material (whether owned or contracted) shall: Have the required certification(s) and approval or acceptance from DGCA as applicable; Meet the required qualification and performance standards of Garuda or DGCA, as applicable; Be periodically evaluated to ensure compliance with required qualification and performance standards. (2) All Instructors / Examiner / Check Airmen / Crewmembers / FOO and Operations Personnel shall be trained for their assigned tasks, appropriately by using the approved Ground Training, Flight Training and Examination program. (3) All Instructors / Examiner / Check Airmen / Crewmembers / FOO and Operations Personnel shall be qualified and standardize for their assigned tasks, and are certified by the company or approved by the DGCA. (4) New policies, rules, instructions and procedures, new aircraft type, system and fleet modifications/upgrade shall be introduced to applicable personnel through: Operations/Technical or administrative notice; Class room session; TR/PC or ground recurrent training; (5) To achieve continuous improvement of ground, simulator and aircraft training and improvement on line operations, the formal feedback mechanism is recognized through: Regular meeting. Feedback during training Feedback form (6) Flight crewmember is prohibited to operate previous aircraft type once training is completed on new aircraft type without appropriate training and examination. (7) The scheduling department shall be informed following flight crewmember qualification change. (8) The company shall provide sufficient instructors and support personnel to conduct the training and examination program. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION (b) Document Management (1) The Training manual shall be distributed to all relevant personnel. (2) All Instructors / Examiner / Check Airmen / Crewmember / FOO and Operations Personnel shall use those documents authorized and published by the company for training and examination purposes.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(c) Equipment Interchange (1) The procedures for the interchange operation conform with the CASRs and with safe operating practices; (2) Required crewmembers and flight operations officers meet approved training requirements for the airplanes and equipment to be used and are familiar with the communications and dispatch procedures to be used; (3) Maintenance personnel meet training requirements for the airplanes and equipment, and are familiar with the maintenance procedures to be used; (4) Flight crewmembers and flight operations officers meet appropriate route and airport qualifications; and (5) The airplanes to be operated are essentially similar to the airplanes of the Garuda Indonesia with whom the interchange is effected with respect to the arrangement of flight instruments and the arrangement and motion of controls that are critical to safety unless the DGCA determines that the Garuda Indonesia has adequate training programs to ensure that any potentially hazardous dissimilarities are safely overcome by flight crew familiarization.
fid
en
6.4.1.2 TRAINING IMPROVEMENT & SURVEILLANCE Periodic audit of the training organization including all contracted training provision shall be established by the flight operations quality assurance system: Prior to beginning the new training season (may be combined with the certification period if required by DGCA).
Training facility
Training personnel
Every 12 consecutive months, or prior to LOA renewal.
Training Program
Every 24 consecutive months, or prior to launching new training program
C
on
Formal documentation of training audit shall be retained at least 5 years. The result of all successful and unsuccessful ground and flight training examination shall be monitored intensely be related chief, in coordination with flight standards. Training development shall use trend analysis for training program improvement by using at least the following data: The flight crewmember operational non-compliance Training deficiency and examination trends in Simulator (training devices/mockup), aircraft and line operations.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.1.3 TRAINING PROGRAM OUTLINE The training program is established and maintained in accordance with the CASR part 121, to ensure compliance with the training policy. (a) In establishing the training program, the following aspects is considered: Training program approval Simulator and other training devices approval Training curriculum Syllabus Training and checking requirements Qualifications
tia Y F 20 os or l C 19 fir op a -0 / y 206
(b) The training is divided in to the following category: Initial Training; Transition Training; Upgrade Training; Flight Training; Recurrent training; Re-qualification training; Differences Training; Special training; Instructor training,
C
on
fid
en
(c) Each training curriculum segment will be elaborated in to following steps: Objectives Completion standards Preparations Implementations Facilities / Equipment Testing / Checking Record keeping. (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. 6.4.1.4 TRAINING PROGRAM AND REVISION: INITIAL AND FINAL APPROVAL a. An outline of the proposed program or revision, including an outline of the proposed or revised curriculum, that provides enough information for a preliminary evaluation of the proposed training program or revised training program and additional relevant information as may be requested by the Director must be submitted to DGCA to obtain initial and final approval of a training program or a revision to an approved training program. b. The initial approval in writing will be granted by the DGCA if the proposed training program or revision complies with the requirements of DGCA, thereafter the company may conduct the training in accordance with that program. The DGCA then evaluates the effectiveness of the training program and advises the company of deficiencies, if any that must be corrected. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The system shall also record the required duration of attendance and the performance result of the training. The e-learning may be used for initial/recurrent ground training and/or evaluations.
C
on
fid
en
6.4.1.6 INSTRUCTOR, EXAMINER, CHECK AIRMEN (a) Basic selection criteria : Be of good moral character. Good reputation. Has been employed by Garuda for at least 6 months. Note: for Instructor have to fill Bidding form
Additional selection criteria: Flight crewmembers : Read, write, and converse fluently in English with minimum 605 Garuda English Test score. Has a thorough knowledge of the company general policy and applicable FCOM. Not less than 500 hours on type, except for new type of aircraft in Garuda, at least 100 hours. Flight attendant : Read, write, and converse fluently in English with minimum 605 Garuda English Test score. Has a thorough knowledge of the company general policy and applicable cabin related manual. Flight Operations Officer : Read, write, and converse fluently in English with minimum 505 Garuda English Test score.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION Has a thorough knowledge of the company general policy and all operations dispatch related manual. Others (Person who assigned to be an instructor for flight operation area other than Flight crewmembers, Flight attendant or Flight Operation Officer) : Read, write, and converse fluently in English with minimum 505 Garuda English Test score. Has a thorough knowledge of the company general policy and training subjects related.
(b) Selection Process The selection process for instructor, examiner and check airmen shall take due consideration of: Training records review Recommendations from management and training departments (e.g.: board of instructor meeting, nominated by respective chief, approved by respective VP, etc.) Neutral assessment by more than one person in the selection board.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(c) Initial Training Program The initial training program for Instructors, Examiners, Evaluators and Line Check Airmen shall include: An instructor course, that addresses as a minimum: The fundamentals of teaching and evaluation; Time management; Lesson plan management; Briefing and debriefing; Human performance issues; Garuda Indonesia policies and procedures; For flight crewmembers : Simulator serviceability and training in simulator operation; Training in simulator operation; Dangers associated with simulating system failures in flight. The simulated or actual, as applicable, weather and environmental conditions necessary to conduct each simulator or aircraft training/evaluation session to be administered. Formal observation program that permits supervised practical instruction and observation of experienced instructors administering the course and syllabus lessons; A seat-specific (right or left) qualification program for instructors, examiners, check-airman, and any other pilots so designated by the company who perform duties from either seat. A jump-seat observation program or equivalent for non-line qualified instructors to provide familiarity with current and type related line operations (includes FOO familiarization flight).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION (d) Instructor recurrent All Instructor, Examiner, and Check Airmen shall participate in the instructor recurrent training in order to maintain qualification. The qualification process shall include participation in the following standardization functions: Standardization meeting (BOI, Syllabi creation, etc.) Conduct training under supervision; Participate training activities at least 4 X within the current year for flight crew. A seat-specific recurrent program if performing duties from either seat. A jump-seat observation program for non-line qualified instructors to provide familiarity with current and type related line operations (includes FOO familiarization flight). 6.4.1.7 EXAMINATION AND CERTIFICATION
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) Flight crewmembers, Flight Attendant and FOO shall be trained and objectively examined according to published standards developed by the company: (1) Training and examination shall be conducted by separate organization or by different individuals within the same organizations: (i) Person conducting training may not do the qualification check for the following category of training: Initial, Transition, Upgrade, and Requalification. (ii) Person conducting training may do the qualification for the following category of training: Recurrent, Recency, Familiarization, Differences, and all special training. (2) Instructor, Examiner, and Check Airmen shall perform their work without inappropriate interference from management and /or external organizations. (b) Company requires that all examinations are administered by a suitably qualified 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. 6.4.1.8 TRAINING AIDS / FACILITIES / EQUIPMENT To achieve the optimum result and best training value in accordance with the current and future development in the training industry, the company shall assure of the following: (a) Training aids and equipment, to include mock-ups, flight deck procedure trainers and other devices and/or course materials used in the flight crew training and evaluation program, reasonably reflect the configuration of the fleet(s) for which the respective training is being conducted. (b) Provision of the minimum serviceability requirements for training devices for each specific device such that serviceability does not adversely affect training and/or examination (e.g. Simulator MEL). (c) If approved by the DGCA, the Zero flight-time simulator training may only be conducted in level D simulator. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.1.9 MULTI RATING Flight crewmembers may not qualify and operates more than one aircraft type at the same time. Flight attendant may qualify on more than one aircraft type or variant.
6.4.2
TRAINING SYLLABUS
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.4.1.10 TYPE VARIANT (a) The A330-200/300 is classified as same type. The differences in operating limitation shall be incorporated in FCOM. (b) The B737-800 and B737-8 the company currently operating is of the same type. Variations in thrust rating and instrument lay out or equipment shall be incorporated in the differences training Category. (c) Flight crew training and qualification from B737-800 to B737-8 or vise-versa may be obtained through appropriate Shortened Transition and Rating Course Syllabi; (d) Flight crew B737-800 may be assigned and conduct flight duty B737-8 or viseversa if he/she has logged minimum of 25 hours flight time experience on each type variant; (e) Pilot who hold B737-8 and B737-800 rating shall not be assigned for flight duty to alternately operate both type of aircraft on one journey; (f) TR/PC shall be done alternately between B737-800 and B737-8 , e.g. 1st semester B737-800 then 2nd semester B737-8 or vise-versa.
C
on
fid
en
6.4.2.1 GROUND TRAINING SYLLABUS (a) Flight Crewmembers / Flight Attendant / Flight Operation Officer shall be trained and examined (as applicable) in accordance with the schedule outlined in respective training manual. (b) All flight crewmembers shall be trained in the following subject: (1) Basic Indoctrination, in the duties and responsibilities of crewmember, appropriate provisions of state regulations, authorized operations and appropriate portions of the Operations Manual; (2) Aircraft systems and limitations; (3) Non-normal procedures, including instruction in the use of all emergency and life-saving equipment required to be carried, coordination among crewmembers, and drills in the emergency evacuation from the aircraft; (4) Joint Safety and Emergency training, or joint discussion of emergency scenarios with the flight attendants, emphasizing coordination procedures and two-way communication between the flight deck and the cabin; (5) Recognition and associated emergency drills; (6) Procedures related to the transport of Dangerous Goods; (7) All aspect of aircraft performance including: Weight and Balance calculations; Takeoff-climb-cruise-landing performance; Obstacle clearance; Fuel Plan; Diversion Planning;
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 7
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
C
(d) (e) (f)
on
(c)
Effect of Inoperative or missing components; Engine-out drift down. (8) Adverse weather operations, to include as applicable: Anti-ice / de-ice policy; Contaminated runway operations; Thunderstorm avoidance; Hot and cold weather operations; Operations near volcanic ash; Wind shear avoidance and recovery. (9) Low visibility operations, as applicable to include operations with inoperative ground and/or flight equipment. (10) Long Range Navigation (LRN) procedures, as applicable to include: MNPS; RVSM / RNP procedures; ETOPS. (11) Crew Resource Management (12) Aircraft Upset Recovery. The CRM training: (1) Shall be provided by a specially trained facilitator during initial and recurrent, and, (2) Where possible, a combined CRM training between flight crewmembers, flight attendant and flight dispatcher should be provided. Safety Management System (SMS) training. All Captains shall have completed a Command Training Program. English Language All flight crewmembers are required to demonstrate The ICAO Standards on English language proficiency as a minimum of Operational Level (Level 4) in accordance with ICAO Language Proficiency Rating Scale, to ensure effective communication, including with ATC during the performance of duties. The flight crewmembers who have not demonstrated expert English language proficiency (Level 6) shall be evaluated periodically as follows: Operational Level (Level 4) shall be evaluated at interval of 3 years and Extended Level (Level 5) shall be evaluated at interval of 6 Years.
(g) All flight crewmembers are required to demonstrate adequate knowledge of the operations approved under the AOC, includes: (1) Approaches authorized by the state; (2) Ceiling and visibility requirements for takeoff, approach and landing; (3) Allowance for inoperative ground equipment; (4) Crosswind limitations and required runway lighting.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.2.2 FLIGHT TRAINING SYLLABUS Flight Training in this term includes simulator and/or aircraft as applicable. The company requires, and personnel involved in the activity shall ensure that any Flight Training and examinations programs are approved or accepted by the State and published in the Training Manual or equivalent documents.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) Flight crewmembers / FA / FOO shall be trained and examined (as applicable) in accordance with the schedule outlined in respective training manual. (b) All flight crewmembers are required to be trained in CRM, includes a LOFT (LOS) profile which during initial simulator or aircraft training, and subsequently during recurrent training once every calendar year: (1) Shall be administered real-time, in a line environment setting, following an approved script to require consistency and fairness; (2) An uninterrupted planned scenario with specific CRM objectives where such skills are observed and debriefed upon completion. (c) All flight crewmembers shall be trained in adverse weather operations, to include as applicable: (1) Anti-ice / de-ice policy; (2) Contaminated runway operations; (3) Thunderstorm avoidance; (4) Hot and cold weather operations; (5) Operations near volcanic ash; (6) Wind shear avoidance and recovery. (d) All flight crewmembers shall be trained and demonstrate proficiency on the following: (1) Terrain awareness procedures, including response to GPWS/EGPWS alerts and the avoidance of Controlled Flight Into Terrain (CFIT); (2) Procedures for upset and abnormal/unusual attitude recovery; (3) Low visibility operations, including operations with inoperative ground and/or 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; Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 9
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION vi) Stalls; vii) steep turn; viii) Engine–out; ix) Rejected Takeoff;
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 training once every three (3) calendar years.
C
on
fid
en
6.4.2.3 ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM Zero Flight Time Training (ZFTT) refers to the training given on an aircraft type rating course that is carried out entirely in a simulator. This method of training is not applicable for each pilot but only for the pilot who meets the requirements stipulated in OM-A Chapter 6.4.3.5; 6.4.3.6 and Garuda OM-D1. 6.4.2.4 LINE TRAINING SYLLABUS The company requires, and personnel involved in the activity shall ensure that the line training and examinations programs are approved by state and published in the Training Manual or equivalent documents. (a) The Line Training shall include operational aspects on the special training: LRN (FMS, INS, and etc.), MNPS, RVSM, RNP, and ETOPS. (b) Before starting Line Training, flight crewmembers shall have successfully completed the proficiency examination and demonstrated the skill and knowledge level adequate for operating the aircraft at or above the standards stipulated in the training syllabus. (c) Line Training for the co-pilot shall include an amount of PF/Pilot Monitoring duties sufficient to develop and display proficiency. (d) No person is allowed to carried out an abnormal or emergency situations in flight while passenger/ cargo is being carried.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 10
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.3
TRAINING AND CHECKING PROCEDURES
6.4.3.1 TRAINING PROCEDURES (a) Proficiency Training Sufficient training shall be provided so that every crewmember is able to maintain and increase his proficiency. Such a training shall be provided twice a year and shall contain a review on normal and non-normal procedures.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(b) Training Captain (IOE or Route Training) To act as Training Captain a pilot must either be a check airman (flight instructor who is allowed to conduct proficiency checks according to LoA) or a flight instructor airplane having the following experience: ≥3000 hrs total aeronautical including ≥200 hrs as PIC on type (company new type of fleet). ≥1000 hrs total on type including ≥500 hrs as PIC, which ever applicable. (c) Presence of other personnel No persons other than those required for the operation of the aircraft, trainees and official members of the DGCA may be on board the aircraft during a training or check flight. If one pilot is a member of the DGCA, then there should be in addition one observer of the company nominated by the VP Flight Operations on board.
C
on
fid
en
(d) In acquiring route training, crewmembers must comply with the following : In the case of flight crewmember, he must hold the appropriate certificates and ratings for the crewmember position and the airplane, except that a pilot who meets the PIC requirements must hold the appropriate certificates and ratings for a PIC in the airplane. It must be acquired after satisfactory completion of the appropriate ground and flight training for the type and position. The experience must be acquired – in flight In the case of aircraft not previously used by Garuda Indonesia such as incoming new aircraft type, the operating experience acquired during proving flight or ferry flight may be used to meet the requirement. 6.4.3.2 CHECKING PROCEDURES Garuda Indonesia will not assign a person for duties on an airplane unless he has satisfactorily completed the route/line training and qualification (Initial operating experience, operating cycles and line operating flight time for consolidation of knowledge and skills). Except for pilot line checks, the person being trained or checked may not be used as a required crewmember. (a) Pilot must acquire operating experience and operating cycles as follows: A Pilot in Command must perform duties of a PIC under the supervision of Company Check Pilot (CCP). PIC candidate from Initial, Upgrade, and transitioning training shall be observed in the performance of described duties by CCP, who is acting as PIC during at least one flight leg which includes a takeoff and landing. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 11
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
6.4.3.3 PROCEDURES IF PERSONNEL DO NOT ACHIEVE OR MAINTAIN STANDARDS Any crewmember whose performance is found to be below company standard shall be immediately withheld from flight duties.
C
on
fid
If a crewmember did not pass a check, The pilot must be informed why his performance was considered to be insufficient. 6.4.3.4 REMEDIAL TRAINING 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. 6.4.3.5 SUMMARY OF ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM Zero Flight Time Training (ZFTT) is a training given on an aircraft type rating course that is carried out entirely in an advanced simulator (Level D Simulator). This method of training is not applicable for each pilot but only for the pilot who meets the requirements stipulated in this manual. The entry requirements are only for the experienced pilot, who has a minimum of 1000 hours flight time for training PIC and 500 hours flight time for training SIC, on the same category and class of civil turbo-jet transport airplane. If the Pilot does not meet the entry requirements above, the pilot must complete the training stipulated in OM-D1. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 12
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION INITIAL NEW HIRE A/C TYPE
INITIAL EQUIPMENT
TRANSITION
UPGRADE
REQUALIFI -CATION
NON RATED
RATED
CRJ 1000
X
B 737-800/8
X
A 330200/300
X
N/A
B777-300ER
X
N/A
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
6.4.3.6 SUMMARY OF A/C ROUTE TRAINING DURATION AND NUMBER OF CHECK FOR TYPE RATING
ATR72600 B 737800/-8 A 330 200/300 B 777300ER
en
fid
Initial
PIC FO PIC
180 (2) 220 / 180 180
FO
200
PIC FO PIC FO PIC FO
180 (2) 250 / 180 -
on
CRJ 1000
Duty Position
C
A/C Type
ROUTE TRAINING (Hours) (3) (4) Category of Training
(2)
/ 180
(1)
ROUTE CHECK Category of Training
Transition
Upgrade
Initial
Transition
Upgrade
75 / 25 75 / 25 75 / 25
150 150
2X 2X 2X
1X 1X 1X
2X 2X
75 / 25
-
2X
1X
-
75 / 25 75 / 25 75 75 75 75
150 -
2X 2X -
1X 1X 1X 1X 1X 1X
2X -
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) (2) (3)
: Route check is done 2 X (by different instructor) or 1 X as applicable, on selected sector as determined by Chief Pilot. : For Ab-Initio FO. : 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).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 13
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION
(4)
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. 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) Flight Attendant Operational training:
6.4.4
RECURRENT TRAINING
6.4.4.1 FLIGHT CREWMEMBERS
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight Attendant shall perform the assigned duties of a flight attendant on board an aircraft, while under supervision of flight attendant supervisor qualified on that aircraft type, for minimum of 10 sectors.
Such a check shall be conducted by an approved Check Airman on the same type of aircraft and should contain two instrument approaches. Items to be checked shall cover at least: Standard Company Procedures for pre-flight, in-flight and post-flight duties. Radio Communication Procedures. Aircraft handling during normal flight. Aircraft handling during non-normal operation.
C
on
fid
en
(a) Proficiency Checks All pilots shall pass two proficiency checks during each calendar year at interval of not less than 4 (four) consecutive months and not more than 6 (six) months in addition to the remainder of the month of issue.
(b) Safety and Emergency Procedure Training Every crewmember shall receive Safety and Emergency Procedure Training at least once every 12 calendar months covering not only procedures in case of an in-flight emergency but also preventive safety measures, procedures related to safety on the ramp and training regarding the handling of dangerous goods. (c) Crew Resource Management Training/LOFT Every crewmember shall receive Crew Resource Management (CRM) training including Threat and Error Management (TEM) at least once every calendar year in form of ground recurrent and once every calendar year in form of simulator LOFT covering not only development of non-technical skills but also preventive and the best safety practices.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 14
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION (d) Wind-shear Training Every flight crewmember shall receive a wind-shear training at least once a year in the form of audio visual presentations and simulator exercise. (e) Dangerous Goods Training Before transporting dangerous goods all personnel involved must have received appropriate training as specified in CASR part 121.433 and 121 Appendix C. Recurrent training shall be provided every 24 calendar months to ensure sufficient knowledge of the applicable regulations and procedures by all personnel involved in the transportation of dangerous goods. In all training special emphasis should be laid on those goods which are most likely to be carried in regular, charter or technical ferry operations. ICAO Doc 9284 (Technical Instructions for the safe Transport of Dangerous Goods by Air) is applicable and shall be referred to in the training programme. Flight crewmembers must receive training covering at least the areas specified in CASR part 121 in the following way:
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
General philosophy Limitations Classification List of Dangerous goods Labelling and marking Recognition of undeclared dangerous goods Packaging, storage and loading procedures Pilot’s notification Provisions for passengers and crew Emergency procedures
on
C
(f) Technical Knowledge Review Flight crewmembers shall review and verify the knowledge by passing the quiz of selected ATA Chapter at least once a year. The whole ATA Chapter shall be completed in 24 calendar months. (g) Aviation Security Training All operations personnel including crewmembers have to ensure their knowledge about any relevant regulations especially those contained in the Garuda Security manual. Training in aviation security, to include policies and procedures that address appropriate crew communication, coordination and action in response to acts of unlawful interference to be completed during initial ground training and subsequently once every 1 calendar year. (h) Recent Experience; Flight crew member shall fulfill the Recency requirements as laid down in OM-A Chapter 6.5. (i) Airport Qualification All pilots have to familiarize themselves with all items of OM-A Chapter 6.5 for the specific flight as well as the regulations contained in the Route Manual. This comprises especially: the availability of airport facilities (fire, fuel, de-icing), the Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 15
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 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);
tia Y F 20 os or l C 19 fir op a -0 / y 206
And also pass Competency (in flight recurrent) check once every 12 calendar months; And other Service related subjects as define in OM-D2.
en
6.4.4.3 FLIGHT OPERATIONS OFFICER
Conduct of Flight Operations according CASR 121.422 (a) (b). Dispatchers Resource Management (DRM) course; Except Dangerous Goods recurrent is required once every 24 calendar months.
C
on
fid
Every Flight Operations Officer shall receive recurrent training and pass the competency check once every 12 calendar months on the following subjects:
Every Flight Operations Officer shall undergo a route familiarization flight that include operational flight deck familiarization activities once every 12 calendar months. Every FOO shall pass medical 3rd class examination once every 12 calendar months (Ref : CASR 63)
6.4.4.4 JOINT CRM To ensure continuous enhancement in coordination and mutual understanding of the human factors involved in joint operational control, a joint CRM training between: 1. Flight Crewmembers and FOO; 2. Flight Crewmembers and Flight Attendants shall be conducted during recurrent training once every three (3) calendar year. Circumstances permit, the Flight Dispatcher should attend joint participation between flight crewmembers and flight attendant on CRM recurrent ground training.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 16
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.4.5 TRAINING RECORDS All training records shall be signed by the instructor. All complete check forms shall be signed by the check airman. All forms shall be kept in the crewmember´s personal file as long as they served as Company employee. 6.4.4.6 ELIGIBILITY PERIOD The eligibility period is three calendar months (the calendar month before the “training/checking month,” the “training /checking month,” and the calendar month after the “training/checking” month). During this period a crewmember or aircraft dispatcher must receive required recurrent training. The required recurrent training or checking that is completed any time during the eligibility period is considered to be completed during the “training/checking month”. A flight crewmember who fails to complete all required training and qualification modules within the eligibility period must complete re-qualification training before serving in revenue operations.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: “Training/checking month” is the calendar month during which a crewmember or aircraft dispatcher is due to receive required recurrent training, flight check, competency check, or required operating familiarization.
END OF 6.4
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 17
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.4 TRAINING AND SUPERVISION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 18
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION 6.5
CREW QUALIFICATION
6.5.1
CREW COMPOSITION After completion of the route training a flight crewmember may operate the aircraft within the scope of the qualifications mentioned in this sub-section. The Chief Pilot may impose further restrictions to the composition of the flight crew and to individual crewmembers.
6.5.2
OPERATING LIMITATION AND PAIRING REQUIREMENTS If the PIC has not reached 100 hours as pilot in command in the type of airplane he is operating, the MDA or DA/DH and visibility landing minimums are increased by 100 feet and 800 meters (or the RVR equivalent). It is not applicable for Alternate but Alternate Minimum not less than 300 Feet and 1600 meters. The 100 hours of PIC experience required above may be reduced (not to exceed 50 percent) by substituting one landing in the type of airplane for 1 required hour of PIC experience, if the pilot has at least 100 hours as pilot in command of another type of airplane.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Captain and FO just checked-out from route training shall not be paired together, if both have not reached the minimum of 100 hours flight times operating with an experienced flight crewmembers. 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:
fid
en
At special airport designated by DGCA or Company. In any of the following: The prevailing visibility value on the last weather report for the airport is at or below 1 km. The RVR (if reported) for the runway to be used is at or below 1500 m. Runways with standing water, snow, slush or conditions that may affect 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.
C
on
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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION
6.5.3
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.
LINE CHECK The PIC must pass a line check once every 12 months, in which he satisfactory performs the duties and responsibilities of his/her function in one of the type of airplane he/she is to fly. The check must be given by a check pilot who is currently qualified on both the route and the airplane, and consist of at least one flight over a typical part of GARUDA route, or over a foreign or national airway, or over a direct route.
ROUTE AND AIRPORT QUALIFICATION
en
6.5.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
The examiner does not automatically become PIC, and apart from his qualification, line check can be done from observer seat. In such case, the examiner will be counted as supernumerary crew. Line check should be written in the brief report of AFL.
on
fid
Flight crew shall be trained and obtain qualification prior to operate on difficult or high terrain routes, and into destinations:
C
Or Special Airports as designated by the State (when applicable). Chief pilot, in consultation with VP Flight Operations may impose specific training or experience requirements for any new airport or routes. Instructor or check airman may operate in to any area prior qualification, provided he has brief himself by using published means such as Jeppesen Charts, applicable AIP and others as may be available to obtain all relevant and pertinent data for that route. For VVIP, delivery, ferry flight etc., check airman rules for obtaining route and airport qualifications apply. As route not normally type specific, the route qualification may be transferred from one fleet to another within the company. (a) ROUTE QUALIFICATION Initial qualification The pilot-in-command may not operate on a route or route segment for which that pilot is not currently qualified until such pilot has undergo training and demonstrate adequate knowledge of: (1) The route to be flown and the aerodromes which are to be used. This shall include knowledge of: the terrain and minimum safe altitudes; Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION the seasonal meteorological conditions; the meteorological, communication and air traffic facilities, services and procedures; the search and rescue procedures; the navigational facilities and procedures, including any long-range navigation procedures, associated with the route along which the flight is to take place; volcanic ash hazards and procedures (2) Procedures applicable to flight paths over heavily populated areas and areas of high air traffic density, obstructions, physical layout, lighting, approach aids and arrival, departure, holding and instrument approach procedures, and applicable operating minima.
The initial qualification training will include the following methods:
Study of route and airport information programmed instruction (Route information leaflet/RCU by means of a pictorial representation); Study of written material (such as Jeppesen Airway Manual); or as applicable: Simulator training, or Line training (actual exposure under supervision of a qualified Captain).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Demonstration of adequate knowledge will be verified during simulator and/or line checks/route checks and will be recorded in individual flight crewmembers training records.
on
fid
en
The route selection for checks after route training (IOE) normally performed with the consideration of route complexity, terrain, traffic, communication, ATC procedures, and operations into Cat B and/or C airport.
C
Recording of route qualifications Initial route qualifications are recorded in the record of qualifications in the RCU and controlled by Chief Pilot. Validity , Route 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 route qualification can only be revalidated by re-qualification. Methods of re-qualification are identical to initial route qualification. (b) AIRPORT QUALIFICATION All airports to which Garuda operates scheduled services are classified for the purposes of flight crewmembers training qualification (Refer to OM-A Chapter 9.2.4 for the criteria of determining airport classification). Following the completion of initial training flight crewmembers is required to undergo route and airport programmed instruction (by obtaining Route Information Leaflet or ARI (Airport and Route Information) by means of a pictorial representation for cat B or C airport) for the entire airport that the company is
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION operating (including destination, en-route alternates and destination alternates) before flying on line training. Chief pilot or accountable representative shall sign the route and airport qualification record form appropriately. Crew Qualification requirements The required actions for crew qualification are as follows: 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
Non precision approach
tia Y F 20 os or l C 19 fir op a -0 / y 206
300 feet to HAA - 600 m to VIS;
Or
Descent from the initial approach altitude to landing at the airport can be made by day in VMC.
on
Adjacent airports
fid
en
C
Adjacent airport is category “A” airport which is located in the same area as per table of adjacent airport in this section and has similar characteristics compare to 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.
Table of Adjacent Airports, Areas, Route Areas and Route Segments For list of airport category A, see Attachment in OM-C Chapter 2. For Category B airports: If a PIC is assigned to category B airport of intended landing in areas, on routes or route segments to be used in operations for which he is not yet qualified, the PIC Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION shall be briefed by using programmed instruction (Route Information Leaflet and ARI by means of pictorial representation) on the Category B airport(s) concerned and 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
Non precision approach
300 feet to HAA - 600 m to VIS; Or
The PIC shall be briefed by using programmed instruction (Route Information Leaflet and ARI by means of pictorial representation) on the Category B airport(s) concerned and Descent from the initial approach altitude to landing at the airport can be made by day in VMC.
C
on
en
Visit the airport as an observer in flight deck; or be accompanied by a pilot flight crew member or pilot observer on the flight deck who is qualified for the airport; or Undertake instruction on airport concerned in a flight simulator approved by the Authority for that purpose; or Descent from the initial approach altitude to landing at the airport can be made by day in VMC.
fid
tia Y F 20 os or l C 19 fir op a -0 / y 206
For Category C airports: If a PIC is assigned to category C airport of intended landing in areas, on routes or route segments to be used in operations for which he is not yet qualified, the PIC shall receive programmed instruction (Route Information Leaflet and ARI by means of pictorial representation) on the Category C airport(s) concerned and He shall either:
PIC shall be the Pilot Flying when pairing with co-pilot trainee . Followings are the list of airport categorized as B or C, as well as the sample of associated particularities. (More complete particularities are described in Route Information leaflet/Jeppesen Route Manual/GA Route Manual/other approved chart). The airports which are not in the table below and included in the table “c” of this section are airports category A. Table of Airports Category B and C For list of airport category B and C, see Attachment in OM-C Chapter 2. Recording of airport qualifications The programmed instructions and Airport qualifications obtained shall be recorded in the record of qualification in Flight Operations Training & Quality Assurance or Chief Pilots office. Airport qualifications obtained by ARI presentation or briefing or by raising weather minima should also be entered in the record of qualification. The qualification records are electronically stored for the purpose of recording, filing and controlling the documents. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION 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
(c) AIRPORT AND TYPE OF AIRCRAFT AUTHORIZED
tia Y F 20 os or l C 19 fir op a -0 / y 206
For further detail see ROM chapter Authorization, Conditions and Limitations (ACL) C70. Take off from unlisted and alternate airport
en
C
on
The airport and related facilities are adequate for the operation of the airplane. The flight crew can comply with the applicable airplane operating limitation. The aircraft has been dispatched according to dispatching rules applicable to operation from an approved airport. The weather is equal to or better than the takeoff weather minima, or when minimums are not prescribed for that airport: minimum of 1000 feet ceiling and 2000 meters visibility is required.
fid
Take off from alternate airport is not authorized unless the weather is at least equal to the minimum prescribed for alternate airport. 6.5.5
QUALIFICATION AND AUTHORIZATION REQUIREMENTS FOR CAT I / CAT II / CAT IIIA WEATHER MINIMA Outlined hereunder is the basic policy in terms of crew qualification, experience, status and authorization with regard to weather minima. a. Definition Fully qualified crewmember: The flight crew (see OM-A Chapter 5.4-02) for a specified type of aircraft, for which the lowest CAT II/CAT IIIA minima apply as published in the relevant FCOM. Practice Approach: An approach, which is planned and executed in accordance with the prescribed CAT II/CAT IIIA Crew Coordination Procedure. Such an approach may be made to an ILS equipped runway, which is suitable for an auto pilot-coupled approach and for types of aircraft with auto land capability for auto land as well.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION Note: It is strictly necessary to fulfill all requirements weather or ground equipmentwise, as for an actual CAT II/CAT IIIA approach. For limits, see under “Requirements” below. b. Requirements CAT I weather conditions Operations shall not be conducted to minima lower than those dictated by the Captain’s qualification. Lower minima:Group C & D: 200-ft/800 m or applicable RVR down to 550 m. CAT II/CAT IIIA weather conditions Operations shall not be conducted to minima lower than those dictated by the qualification of each member of the basic crew. Lower minima: Per aircraft type specified in the relevant FCOM. Practice approaches are necessary to become and remain qualified for the lowest minima, applicable per type of aircraft. Fully qualified crew (1)
-
C
on
fid
-
For an approach to a runway equipped with a CAT II/CAT III ILS the published minima for that runway should be used. For an approach to a runway not equipped with a CAT II/CAT III ILS (either CAT I or downgraded to CAT I): the applicable limits should be used and; the radio altimeter should be set at 100 feet for a practice CAT IIIA approach.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Limitations for practice approaches:
Note: For this approach the actual weather should be 500feet / 2500 m or better. The actual decision to land should be based on the Pressure Altimeter bug setting. (2) For an approach to runway as mentioned under 1 or 2, apply wind - and precipitation- limits as for an autopilot coupled approach, or auto land (FCOM respective aircraft type).
Not fully qualified crew For an approach as mentioned under 1 the actual weather should be CAT I or better, and for an approach as mentioned under 500 feet/2500 m or better.
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:
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION
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:
en
50 hours or 20 sectors on the type, including line flying under supervision; and Unless he has previously qualified for CAT II/IIIA operations on Garuda 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 supervision has been achieved on the type
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
A reduction of 50% in the experience requirements above will be applied for captains, who have CAT II/IIIA command experience on Garuda Indonesia aircraft. CAT IIIA qualifications (DAH < 100) apply, when CAT IIIA training for the 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
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 8
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION remain qualified, with a maximum of three simulator approaches per calendar half year. The relevant questionnaire should be completed. d. Crew authorization With weather conditions at or above published CAT I minima: Either automatic or manual approaches/landings are authorized; the Captain or First Officer may be the Pilot Flying. Auto approach and auto land capacity, if available, must be used as prescribed in OM-A Chapter 11.5.3. With weather conditions below published CAT I minima: All approaches must be conducted using Autopilot system(s). Auto-throttle(s) and Auto-land system(s) (if installed), and the Captain must be the Pilot Flying as per FCOM section Flight Techniques and Crew Coordination Procedures. The CAT II Approach may be conducted with N-1 condition in accordance with related AFM.
Flight Dispatch
Aircraft
C
on
fid
P I L O T
tia Y F 20 os or l C 19 fir op a -0 / y 206
CAT II/IIIA INSERVICE MONITORING
en
6.5.6
Engineering Dept. Crew Scheduling
6.5.7
Flight Administration Officer
Flight Standard
DKPPU
OPERATING IN NARROW RUNWAY Operation to a narrow runway shall be incorporated with the operating procedures and limitation stated in the related FCOM.
6.5.8
DOUBLE RATING (open) END OF 6.5
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.5 CREW QUALIFICATION
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.6 CREW RESOURCE MANAGEMENT (CRM) 6.6
CREW RESOURCE MANAGEMENT (CRM) The Principles, Philosophy, Policies, Procedures and Practices (Behaviours) define the Garuda Indonesia approach to CRM. Principles form the basis for our philosophy; our philosophy shapes our policies; policies guide the development of procedures and practices. 01. PRINCIPLES One principle, thoroughly understood, can help solve many problems. Crewmembers should think deeply about this idea, particularly in light of the Garuda Indonesia CRM principles.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Safety is my duty. No one is perfect, everybody makes mistakes. CRM is the way to correct mistakes. Teamwork is the result of cooperation, not competition. It is what is right, not who is right, that matters. Do first things first. Encourage open discussion Be self-critical and self-correcting. Good EQ (emotional intelligence) enhances crew performance. When in doubt, check it out. Don’t rush! Stay cool! Think it out! Take care of each other.
en
(a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l)
02. CRM PHILOSOPHY
C
on
fid
(a) CRM is the effective use of all available resources -- people, equipment, and information -- to achieve the highest possible levels of safety and efficiency. (b) CRM ability and a facility for teamwork shall be selection criteria for all crewmembers. (c) CRM is based on the principle of synergy (teamwork) functioning within a cultural environment that supports and encourages human growth and commitment. (d) CRM involves the continuous improvement of procedures, attitudes, and behaviours, applying human factor concepts to enhance individual and crew performance. (e) CRM training is focused on specific teamwork, communication, decisionmaking, and workload management behaviours that have been proven to enhance personal effectiveness and job satisfaction. As a result of CRM training, employees will be better able to function as members of self-criticizing, self-correcting teams. 03. CRM POLICY (a) CRM principles and behaviours must be fully integrated into all aspects of flight operations training. (b) Periodic CRM assessments and performance feedback will be conducted for all flight crewmembers, flight-attendants, and dispatchers, in order to assure effective teamwork. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.6 CREW RESOURCE MANAGEMENT (CRM) (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.
04. CRM BEHAVIOURS
tia Y F 20 os or l C 19 fir op a -0 / y 206
(g) CRM skills and performance will be a factor in the promotion of all Garuda Indonesia crewmembers.
on
fid
en
Garuda Indonesia CRM training is designed to provide participants with a clear understanding of CRM Behavioural Objectives. These behavioural objectives fall into four major categories: Teamwork, Communication, Decision-making, and Workload management.
C
Crewmembers are expected to master these behaviours in the course of CRM and CRM LOFT training and to apply them during flight operations. END OF 6.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
OM – A
TABLE OF CONTENT CHAPTER 7 7.1
DUTY SCHEDULE .................................................................................................... 1
7.2
FLIGHT TIME AND FLIGHT DUTY TIME .................................................................. 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
7.2.9
FLIGHT TIME LIMITATIONS: DEADHEAD TRANSPORTATION .................. 7
tia Y F 20 os or l C 19 fir op a -0 / y 206
7.2.1
7.2.10 IRREGULARITIES BEYOND COMPANY CONTROL .................................... 7
en
7.2.11 FOO DUTY AND REST TIME REGULATION ................................................ 7 REPORTING TIME.................................................................................................... 1
7.4
TRANSIT TIME ......................................................................................................... 1
7.5
POST FLIGHT ........................................................................................................... 1
7.6
TRANSPORTATION TIME ........................................................................................ 1
7.7
REST REQUIREMENTS ........................................................................................... 1
C
on
fid
7.3
7.7.1
REST PERIOD .............................................................................................. 1
7.7.2
APPLICATION OF REST REQUIREMENT .................................................... 3
7.7.3
REST FACILITY............................................................................................. 5
7.8
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST............... 1
7.9
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM ................................................ 1
Operation Manual Part A – 1st Edition 02 May 2018
■
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
7.1
DUTY SCHEDULE 01. GENERAL A Duty Schedule is a monthly assignment that is given to the crewmember as a responsibility that has to be carried out according to their respective functions. Flight Crewmember schedule is made by the Crew Scheduling Section, the Flight Attendant Scheduling Section prepares Flight Attendant schedule, and each Chief conducts monitoring. Each crewmember will obtain the above mentioned schedule at least two days prior to the end of the ongoing schedule via internet/Crew Scheduling System or may be via other electronics means of communication individually. Basically, the assignments of the crewmember are divided into: The assignments in the Crew Operating Pattern (CROPA); or The assignments in the Ground Pattern (GP). The aircrew has to be given a Rest Period according to the valid regulations
tia Y F 20 os or l C 19 fir op a -0 / y 206
A CROPA may be a combination of the Crew’s Duty Assignment as an Active Crew (ACT), an ordinary passenger or as a Dead Heading Crew (DHC).
fid
en
02. CREW OPERATING PATTERN (CROPA) A CROPA, also known as Crew Rotation, is a Duty Schedule that consists of 1 (one) Journey or more operated by the crewmember starting from departure from Base in the first Journey until the return to the Base in the last Journey. Each CROPA has a Pattern Identifier (PID) that consists of 5 alphanumerical characters.
C
on
A Journey, known also as the Duty Cycle, is a flight activity (including Transit Time between two sectors) that begins at the first Sector and ends at the last Sector continuously. A journey is considered completed if ended by a Lay-Over Time. A Journey does not include crewmember activities prior to the first sector and after the last sector. Company policy enables Rest Time given in a hotel if Transit Time is perceived to be possible although the mentioned Rest Time will not be considered as a LayOver Time. If this is applied, as long as the Flight Duty Limit is not exceeded, the Journey is considered as the same Journey whether the Split Flight Duty Time is applied or not. A Journey may consist of only one Sector (i.e. Test Flight, Training Flight, etc.). A Journey can also have a Transit Time at the Base. If that happen, that does not make the Journey end. The length of a Journey is determined & limited by Flight Time, Flight Duty Time and/or Flight Duty Period. A Sector is the smallest flight module of a CROPA. A Sector begins at the BlockOff at the Departure Station (DEP STN) and finishes at the Block-On in the Arrival Station (ARR STN). In special cases such as diversion, RTA, RTB, etc. the DEP STN may be also same as the ARR STN. The Flight Time measures the length of a Sector. The use of the term Estimate Time of Departure (ETD) is to approximate the start of a Sector. The term Estimate Time of Arrival (ETA) is the approximation of the end of a Sector.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
03. GROUND PATTERN A Ground Pattern are activities that supporting flight operation such as activities that is closely related to Flight Duty (such as Reserve and Standby) including certain Company activities that is not directly related with the flight such as attending a seminar or a course. Each Ground Pattern has a Pattern Identifier (PID) that consists of two to five alphanumerical characters. Type Qualification Course, Cockpit Procedures Training, Cockpit System Simulator, Aircraft Flight Training, Route Clearance Unit, Recurrent Flight Safety, and other courses are included in Duty Schedule. 04. RESERVE AND STANDBY Reserve and Standby is an assignment in which a crewmember is considered as a back-up Crew Resource for a certain period of time. The main duty is to replace crewmember who due to a certain reason cannot perform his Flight Duty, or as a new crewmember in a flight that has not been planned yet.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Other than the above reason, crewmember can also be assigned to be a Stand-In in a simulator and/or other duties given by the Chief or Vice President Flight Operations.
en
Every crewmember assigned for Reserve or Standby is obliged to manage his rest by considering the worst possibility in the CROPA assignment according to his qualifications. The same also applies in preparing clothing and other travel gear.
C
on
fid
Reserve is the backup Crew Resource in an airport. Maximum Reserve duty time is 6 hours. To calculate Flight Duty Time, the time spent on Reserve Duty is counted 100% Duty Time. Following Crew Dispatch notification to a crewmember concerning a Revision from Reserve to be active in a CROPA assignment, the crewmember is given the latest 20 minutes to be ready aboard the aircraft. 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
During the 12-hours period, the crewmember has to be reachable, by either internet/Crew Scheduling System, telephone/Mobile Phone. In unexpected circumstances, The Revision can be notified when the crew transportation reached the Pick-Up Point as written in Data Base Crew Scheduling System, and relayed by the driver of the crew bus. Generally, Standby period is divided by two, as follows: a. STB09 starts at 09.00 (West Indonesia Time) until the next 12 hours b. STB21 starts at 21.00 (West Indonesia Time) until the next 12 hours Under certain conditions, Crew Scheduling can determine Standby schedule outside of the general rules above, with a 12-hours length limit. It is the responsibility of the crewmember to check that their Mobile Phone is functioning well. If the Mobile Phone needs to be repaired during Standby period, the crewmember shall give an alternative telephone number that can be reached by Crew Scheduling and/or Crew Dispatch.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If the crewmember cannot give an alternative telephone number that can be reached by Crew scheduling, it is the obligation of crewmember to contact Crew Scheduling every hour to check their Standby status. For as long as possible, ETD CROPA will fall within the 12 hours Standby period, however under Crew shortage conditions, ETD is allowed up to 3 hours after the end of Standby period, provided that notification must fall during Standby period.
fid
en
Flight Duty Time starts at the time the particular crewmember report at the airport and at the maximum 90 minutes before ETD, and ended at the end of post flight (30 minutes after Block-on in the last sector).
C
on
These limitations above are made to clarify back up Crew Resource Duty (Reserve & Standby) interpretations, while at the same time giving the crewmember flexibility to utilize their time during standby for their social lives, without reducing their potential contribution to the Company. Standby can also be changed to Reserve at the airport. 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
05. MEDICAL EXAMINATION Medical Check-Up is a Duty Schedule that is given periodically: for flight crewmembers, once every 6 months, for flight attendants, once every 12 months. 06. DUTY SCHEDULE REVISIONS With consideration of crew Rest Period, basically a revise could be done at any time especially for Duty Reserve and Duty Standby. Due to circumstances outside the original planning, the Duty Schedule may be revised before or during the ongoing schedule. The Duty Schedule Revision can be notified either by electronic means or paper means such as internet/Crew Scheduling System, telephone/ mobile phone or telex. The primary means for schedule revision is by using internet/Crew Scheduling System. Each changing of schedule either cancellation or revision of more than 30 minutes from original schedule shall be backed up by telephone.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The latest time for schedule revision notification by crew scheduler to crewmember is at 22.00 LT. Crewmember must check the internet/Crew Scheduling System at or before 22.00 LT.
on
fid
en
Schedule revision that Standard Time Departure at 22.00 – 09.00 LT will be given a back up notification using telephone 4 hours before ETD.
C
Crewmember can communicate to crew scheduler by using: Hotline phone 021-550 1015, 021-550 1576, 021-2560 1657, 021-2560 1633, 021-2560 1629 or; 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.).
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
If CROPA is lengthened, it is the responsibility of Crew Scheduler to ascertain that the calculation of Away From Base is still based on the start of the previous CROPA so that the particular crewmember does not get disadvantage. Crewmember should not refuse their new duty above, unless there are medical reasons agreed by the Company Doctor. Crewmember should not alter their own Duty Scheduled, or exchange duty with a colleague without the permission of the related Chief. Dead Heading (DH) Schedule change should fulfill the Flight Duty Time/Duty Period requirements and should be consented by the related Chief. Available seat in the aircraft within the Sector, Connecting Time, Rest Period and total Flight Duty Time should also be considered in the consent of a schedule change. The request to change DH outside the Home Base has to be approved by the local Station Manager and can only be carried out if the Sector(s) are heading towards Home Base, which originally was to be a DH sector, and not followed by other Active Sector within CROPA. DH schedule change can only be approved by local Station Manager if it functions to shorten Lay-Over Time and there is an available seat on the Aircraft.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Change of Duty Schedule at Lay-Over Station can be conducted by Calling Time Revisions and if possible a written notification will be slipped under each crewmember’s room.
fid
en
Employees/Station Manager are not permitted to relay the schedule change orally or by phone as this can disrupt crewmember’s Rest Period.
C
on
07. FLIGHT DUTY ASSIGNMENT FROM RESERVE 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 that a crewmember cannot accept their Flight Duty. B. Applies 30 minutes before latest ETD. If an ex-reserve crewmember is assigned, and if by any reasons, the original crewmember has arrived at the airport, change assignment is considered as cancelled as long as the immigration process does not delay departure. If the original crewmember arrives at the airport at the condition that an assignment change is no longer possible, he will be given Reserve Duty as long as that assignment will not affect the next CROPA. Then Maximum Reserve Time for crewmember is 4 hours calculated from arrival time at the Airport. 08. KIN PAIRING Garuda Indonesia prohibits kin pairing whether in flight or in simulator. END OF 7.1
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 5
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
7.2.1
GENERAL Garuda Indonesia policy regarding Work and Rest Limits is referred to CASR. The Flight Time and Flight Duty Time for crewmember shall ensure that fatigue occurring either in one flight, successive flights or accumulated over a period of time is already taken into account and does not endanger the safety of the flight. The limitations for flight crewmember are determined on the basis of Flight Time, Flight Duty Time, and Rest Period. The limitations for Flight Attendants are determined on the basis of Duty Period Limitations and Rest Requirements.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: For the purpose of logging Pilot logbook, AFL, and AML, the Flight time is used. For the purpose of calculating flight allowance, the actual block time is used. Block Time, Air Time and Flight Time data on the AFL are baseline data. Therefore shall be written accurately. Rounding off the time data is prohibited. Logging the crew member’s Flight Time for Enlarged Crew is equal to Flight Deck Duty Time. Therefore to log the enlarged crew that consists of 3 Pilots is 2/3 of Total Flight Time, and for Enlarged crew that consists of 4 Pilots is half of Total Flight Time. FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR CREWMEMBER a. Each crewmember engaged in scheduled air transportation shall be relieved from all further duty for at least 24 consecutive hours during any 7 consecutive days. b. A crewmember shall not assigned to any duty during any required rest period. c. A crewmember may not accept assignment to any duty during any required rest 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.
7.2.3
DUTY TIME LIMITATION FOR CREWMEMBER
C
on
fid
en
7.2.2
For the purpose of calculating crewmember duty limitation, the entire duration of the duty/ flight time for each operating crewmember shall be counted as duty time. For determining required rest periods and calculating duty time limitations: The entire duration of the flight; The entire duration of deadhead time; Training periods immediately prior to a flight (such as simulator, ground training etc.); Administrative or office time immediately prior to a flight (for crewmember that serve in a management function); and If required by the State, flight time accrued by flight crewmember in operations other than Garuda Indonesia’s flight shall be calculated as Flight Duty Time.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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. Reporting Time
1 Journey
Post Flight
FLIGHT DUTY TIME b. The maximum Flight Duty Time scheduled for Flight Crewmember is 14 hours within 24 consecutive hours.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. The scheduled flight duty time for flight crewmember may be exceed 14 hours within 24 consecutive hours provided:
C
on
fid
en
1) Where a flight crewmember is augmented by the addition of one pilot, flight duty time may be extended beyond 14 hours up to 16 hours if: a) A passenger seat for the off-duty pilot is available in the passenger compartment; b) The additional pilot occupies a flight deck observer seat during take-off and landing; c) The maximum flight deck duty time for any pilot is 12 hours; and d) Two hours are added to the required rest period prior to the next flight duty period 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
Split Flight Duty Time Reporting Time
Flight Time
Post Flight
Trans
Prone Rest
Rest
Prone Rest
Trans
90 min
XX
30 min
45 min
30 min
Minimum 4 hours
30 min
45 min
1/3 of the Flight Duty Time (FDT) must precedes the rest period (*)
Reporting Time
Flight Time
Post Flight
60 min
XX
30 min
REST PERIOD
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.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: A CROPA utilizes Split Flight Duty Time shall approved by VP Flight Operations (CGKOFGA); The utilization of Split Flight Duty Time cannot be done On the Spot. Should there be any irregularities, all Crew shall be informed at reporting time at the airport. 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.
C
3) Where a flight crewmember is augmented by the addition of at least one pilot 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; Reporting Time
Flight Deck Duty Time for any pilot: 12 hours
Post Flight
Flight Duty Time (FDT) may be extended to 17 hours
Note: Limitation for FRFS applicable for any augmented composition (enlarge 3 pilot and enlarge 4 pilot or more).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
b) The flight relief facility is classified as a “flight relief facility-bunk”, and it meets the requirements of the DGCA, the flight duty time may be extended to 20 hours, in which case the maximum flight deck duty time for any pilot is 14 hours; Reporting Time
Flight Deck Duty Time for any pilot: 14 hours
Post Flight
Flight Duty Time (FDT) may be extended to 20 hours
Note: Limitation for FRFB applicable for three or more pilots and an additional flight crewmember composition (enlarge 4 pilot or more)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. f) The CROPA preparation that utilizes an Enlarged Crew must be approved by Chief Pilot.
C
on
fid
en
Note: Pilot shall hold responsible not to exceed these Flight Time/ Flight Duty Time limits, by informing the Chief Pilot when exceed limit is proved or likely to occur. As long as Flight Duty Time for Standard Crew Complement is not exceeded, the number of Sectors is not limiting. In an Enlarged Crew Composition, the Rest Period is equal to the length of preceding Flight Duty Time that has been done, with the minimum of 12 hours before the next Journey. 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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.
FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR THREE OR MORE PILOTS AND AN ADDITIONAL FLIGHT CREWMEMBER
en
7.2.6
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: - For summary see appendix 11
C
on
fid
a. Garuda Indonesia scheduled its flight hours to provide adequate rest periods on the ground for each pilot who is away from his base and who is a pilot on an airplane that has a crewmember of three or more pilots and an additional flight crewmember. It shall also provide adequate sleeping quarters on the airplane whenever a pilot is scheduled to fly more than 12 hours during any 24 consecutive 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 complement) plus at least one additional Flight Attendant. 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 complement) plus at least two additional Flight Attendants. 6. Except as provided in paragraph 7 of this section, if a Flight Attendant scheduled to Duty Period of 14 hours or more up to 18 hours, as paragraph 4 and 5 of this section, the scheduled Rest Period must be given at least 12 consecutive hours after the completion of a Journey before the next Journey is scheduled. 7. The Rest Period for paragraph 6 of this section may be reduced to 10 consecutive hours provided that a total Rest Period of 14 consecutive hours must be given after the end of the following Journey. The subsequent Rest Period has to start no later 24 hours after the beginning of the reduced Rest Period and must occur between the completion of the scheduled Duty Period and the next scheduled. 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.
C
on
fid
en
7.2.7
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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 Reporting Time
1 Journey
Post Flight
DUTY PERIOD FLIGHT TIME LIMITATIONS: OTHER COMMERCIAL FLYING No pilot of Garuda Indonesia may do any other commercial flying without authorization from Garuda Indonesia.
7.2.9
FLIGHT TIME LIMITATIONS: DEADHEAD TRANSPORTATION Time spent by a crewmember in deadhead transportation to or from a duty assignment is not considered to be part of any rest period.
tia Y F 20 os or l C 19 fir op a -0 / y 206
7.2.8
The flight crewmembers involved are of the opinion that flight safety will not be adversely effected by the extended duty, The crewmember shall be given a minimum rest of 18 hours following the time overrun, and The PIC submits a full report on the delays or circumstances surrounding the extension.
C
on
fid
en
7.2.10 IRREGULARITIES BEYOND COMPANY CONTROL a) For domestic flights only, where unforeseen operational circumstances occur beyond air carrier control (such as bad weather), a flight duty period may be extended by up to 3 consecutive hours to continue the journey provided that:
b) For international flights: when operational circumstances occur beyond air carrier control (such as bad weather) after the aircraft move under its own power: -
The crewmember may exceed flight duty time, only to finish their sector, The crewmember shall be given a minimum rest of 18 hours following the time overrun, and The PIC submits a full report on the delays or circumstances surrounding the extension.
7.2.11 FOO DUTY AND REST TIME REGULATION
DUTY TIMES Maximum duty time is 10 hours of duty in 24 consecutive hours, of which sufficient time will be allocated to allow the FOO to become thoroughly familiar with existing
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Except in cases where circumstances or emergency conditions beyond the control of the air carrier require otherwise: 1. Garuda Indonesia may not schedule a flight operations officer for more than 10 consecutive hours of duty 2. If a flight operations officer is scheduled for more than 10 hours of duty in 24 consecutive hours, the company shall provide him a rest period of at least eight hours at or before the end of 10 hours of duty. 3. Each flight operations officer must be relieved of all duty for at least 24 consecutive hours during any 7 (seven) consecutive days or for the equivalent time period within any calendar month. REST TIME
fid
en
Each FOO must be relieved of all FOO activities for at least 24 consecutive hours during any 7 consecutive days or for the equivalent time period within any calendar month.
on
Note:
C
In case where circumstances or emergency condition beyond the control of the company occurs, the FOO may be scheduled for more than 10 hours of duty in 24 consecutive hours. However, he shall be given a rest period of at least 8 hours at or before the end of 10 hours of duty. END OF 7.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.3
REPORTING TIME
OM – A
7.3
REPORTING TIME For calculations and planning Flight Duty Time, the following minimum reporting time at the airport applies: Home base (CGK)
90 minutes before ETD of the first sector;
DPS, SUB, UPG, MES, BPN (for 90 minutes before ETD of the first sector; associated based crewmember) Other Lay Over station
60 minutes before ETD of the first sector
Before Dead Heading
60 minutes before ETD of the flight as Dead Heading Crew
For foreign FA (Japan, Korea and China based FA) the following minimum reporting time at the airport applies: 90 minutes before ETD of the first sector;
DPS
90 minutes before ETD of the first sector;
Japan, Korea and China
60 minutes before ETD of the first sector. (For associated based FA).
tia Y F 20 os or l C 19 fir op a -0 / y 206
CGK
Minimum Reporting Time at the Aircraft, all stations: Narrow body
45 minutes
fid
en
Wide body
60 minutes
If delay is known after crew boarded company pick up van, the flight duty time calculated start from the normal reporting time. If delay is known, and crew has not boarded company pick up van, the flight duty time will be calculated start from the new / delayed reporting time.
C
on
If for some reason flight delay is known or expected, the calculation of Flight Duty Time is as follow:
END OF 7.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.3
REPORTING TIME
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.4
TRANSIT TIME
OM – A
7.4
TRANSIT TIME Transit is the activity between two Sectors in a Journey. It is counted as Transit Time. Minimum Scheduled Transit Time ATR 72-600
30 minutes
CRJ 1000
40 minutes
B 737-800
45 minutes
A 330-200/300 and B 777-300
60 minutes
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 7.4
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.4
TRANSIT TIME
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.5
POST FLIGHT
OM – A
7.5
POST FLIGHT Post flight is the time used for crewmember after Block-on in the last sector of 1 journey to do post flight activity such as checklist reading, flight documents completion, etc. Post flight started from Block-on in the last sector of 1 journey. The end of post flight is counted as the end of Flight Duty Time (FDT). 30 minutes.
Post flight time for all station
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 7.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.5
POST FLIGHT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.6
TRANSPORTATION TIME
OM – A
7.6
TRANSPORTATION TIME For the purpose of calculating Rest Period following a Journey, the Transportation Time to and from the airport is not included into the Rest Period. 01. TRANSPORTATION TIME FROM AIRPORT Calculate from the end of post flight until arrived at home or company designated rest facility. The transportation time from airport is calculated as follows: At Home Base
150 minutes
At Home Base (for other than CGK based 120 minutes crewmember) 150 minutes
SUB, UPG, MES and BPN (for associated based crewmember)
60 minutes
Other Lay Over station
45 minutes
tia Y F 20 os or l C 19 fir op a -0 / y 206
At DPS (for DPS based crewmember only)
For foreign FA (Japan, Korea and China based FA) Japan, Korea and China
fid
(For
associated
(For
associated
120 minutes
en
CGK
45 minutes. based FA).
on
02. TRANSPORTATION TIME TO AIRPORT Calculate from end of rest period to reporting time.
C
The transportation time to airport is calculated as follows: At Home Base
90 minutes
At Home Base (for other than CGK based 60 minutes crewmember) At DPS (for DPS based crewmember only)
90 minutes
SUB, UPG, MES and BPN (for associated based crewmember)
60 minutes
Other Lay Over station
45 minutes
For foreign FA (Japan, Korea and China based FA) Japan, Korea and China
45 minutes. based FA).
CGK
60 minutes END OF 7.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.6
TRANSPORTATION TIME
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
7.7
REST REQUIREMENTS
7.7.1
REST PERIOD As stated in CASR, minimum rest of 9 hours shall be given to crewmember who has performed an assignment involving flight time / flight segment prior to the next assignment. An additional 1 hour of prone rest is given to provide time for physiological needs. The rest period in this context is the period of time during which a crewmember is released from all official duty or contact by the company. This period is excluding all time spent commuting by the most direct route, between the company designated rest facility and assigned duty station In addition to minimum rest of 9 hours, if there being a change of 3 time zones differences or more, the minimum Rest Period is corrected by adding zone time differences.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
START OF REST PERIOD 180 minutes after the last Block-On of a At Home base (CGK) CROPA 180 minutes after the last Block-On of At DPS for DPS crew only a CROPA At SUB, UPG, MES, and BPN (for 90 minutes after the last Block-On of a associated based crewmember) CROPA. At Home base (CGK) for other than CGK 150 minutes after the last Block-On of based crewmember a CROPA 75 minutes after the last Block-On of a At lay-over station CROPA Between 2 journeys outside CGK, DPS, 75 minutes after the last Block-On of a SUB, UPG, MES and BPN (for DPS, SUB, CROPA UPG, MES and BPN based crewmember) 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 Dead Heading Crew (for associated based crewmember)
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
START OF REST PERIOD 45 minutes from ATA of the flight as Dead Heading Crew 150 minutes after end of reserve period
Other Lay Over station After Reserve
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF REST PERIOD At Home base (CGK) 180 minutes before next ETD CROPA At DPS for DPS crew only 180 minutes before next ETD CROPA At SUB, UPG, MES, and BPN (for 150 minutes before next ETD CROPA associated based crewmember) At Home base (CGK) for other than CGK 150 minutes before next ETD CROPA based crewmember At lay-over station 105 minutes before next ETD CROPA Between 2 journeys outside CGK, DPS, SUB, UPG, MES and BPN (for DPS, SUB, 105 minutes before next ETD CROPA UPG, MES and BPN based crewmember) At Home base (CGK) for Ground Pattern 90 minutes before Ground Pattern after CROPA Activity 180 minutes before next ETD CROPA After Ground Pattern at Home base (CGK) or 90 minutes before next Ground Pattern Activity 180 minutes before next ETD CROPA After Ground Pattern at DPS for DPS based or 90 minutes before next Ground crewmember Pattern Activity After Ground Pattern in SUB, UPG, MES, 150 minutes before next ETD CROPA BPN for SUB, UPG, MES, BPN based or 60 minutes before next Ground crewmember Pattern Activity When rest is following Standby starts right after Standby ends 150 minutes before ETD of the flight as Before assignment as Dead Heading Crew Dead Heading Crew 180 minutes before next ETD CROPA or 90 minutes before next Ground After Reserve Pattern Activity
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
Summary Diagram of Work and Rest
For Rest Followed By Flight Activity Or Reserve Prone Rest
Rest
Prone Rest
(30 minutes)
(minimum 9 hours)
(30 minutes)
Transportation
Reporting Time
Transportation
Ground Activity
REST PERIOD
For Rest Followed By Ground Activity Prone Rest
Rest
Prone Rest
(30 minutes)
(minimum 9 hours)
(30 minutes)
7.7.2
tia Y F 20 os or l C 19 fir op a -0 / y 206
REST PERIOD
APPLICATION OF REST REQUIREMENT
C
on
fid
en
01. DUTY FREE (DF) The length of Rest Period required between 2 Journeys or between 2 Duty Schedules may vary depends on several variables, including regulations requirement to grant undisputed Rest Period of 24 consecutive hours (not 1 calendar day) during any 7 consecutive days, which can be granted at Home Base, Base or at Lay-Over Station. The Rest Period of 24 consecutive hours or more is termed as Duty Free (DF). Duty Free at Lay-over Station can be cancelled at a certain CROPA without 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.
02. DAY OFF (DO) To accommodate the social interest of crewmember at Home Base (CGK) or Base DPS, SUB, UPG, MES or BPN (for associated based crewmember), Garuda Indonesia grants additional rest called Day Off (DO) as follows:
A Day Off starts from 00.00 until 23.59. Crewmember will be given a total of 8 (eight) Days Off within one calendar month unless on leave or due to medical reason then the following formula below is applied, Number of Days Off within one calendar month
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
=
Total days in a month
x 8 days
For crewmember who has a schedule of 1(one) Day Off between two CROPA, the company guarantees 1 (one) Local Night on the night of the next date when the last Block On, or any other assignment (excluding Standby) ended after 19.00 Local Time on the day prior to Day Off. 1 (One) Local Night is a period of 8 consecutive hours between 22.00 until 06.00 local time. One Day Off will be given following assignment on the last 6 continuous days (with away from base less than 5 days). Crew are allowed to be assigned for 7 days or more, as long as the minimum regulated rest requirement within the 7 consecutive days (OM-A Chapter 7.2.2(a)) is complied. When the crew are assigned for 7 continuous days, a minimum 2 (Two) Days Off will be given. The end period of a Day Off is the start of pick up time for the next assignment, or the start period of Standby duty. The rest or duty free period may be embedded within Day Off period. Minimum Day Off following multi-days CROPA: Away From Base AFB (Days) 5
tia Y F 20 os or l C 19 fir op a -0 / y 206
Assignable day in a month
Minimum Day Off (Days) 2
on
11-12
fid
9-10
3
en
6-8
C
13-15 16-18 19-20
4 5 6 7 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 (including Trip days) Day Off
3–6
7 – 14
15 – 22
23 – 30
Over 30
1
2
3
5
7
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 4
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
03. DEAD HEADING Dead Heading (DH) is the term used when crewmember conducts a flight mission on one or more sector without actively working, and receives the same treatment as common passengers onboard the aircraft. DH crew names list must be included in the General Declaration of that sector.
en
Traveling crewmember for the purpose of duty other than flight duty, e.g. Simulator training, is excluded of the dead heading crew.
on
fid
For the purpose of calculating crewmember duty limitation, the entire duty time associated with deadheading shall be counted as duty time.
C
For the purposes of FDT and Rest Period, these are calculated as follows: a. When deadheading followed by active duty involving flight the deadheading sector is included in total flight duty time/ flight duty calculation. b. When active duty followed by deadheading, the flight duty time calculation is start from reporting time to arrival time of deadheading sector. c. If the total Journey is traveled as DH, the flight duty time calculation is start from reporting time to arrival time of deadheading sector. d. For the calculation of Flight Time Component in to Flight Allowance System, DH is counted as 0% Flight Time. 7.7.3
REST FACILITY a.) FRFB (Flight Relief Facility Bunk): Class 1 Rest Facility Means a bunk or other surface that allows for a flat sleeping position and is located separate from both the flight deck and passenger cabin in an area that is temperature-controlled, allows the flight crew member to control light, and provides isolation from noise and disturbance. Dimensions for each sleeping surface of 1.98 x 0.76m (78 x 30 inches). The sleeping surfaces should be designed so that they are flat and as level during cruise flight. Suitable means should be provided to ensure occupant privacy for each sleeping surface area,
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
e.g., curtains in an over-and-under arrangement or a divider curtain in a sideby-side arrangement. b.) FRFS (Flight Relief Facility Seat): Class 2 Rest Facility A class 2 rest facility is a seat in an aircraft cabin that allows for a flat or near flat sleeping position, and it is separated from passengers by a minimum of a curtain to provide darkness and some sound mitigation. It is reasonably free from disturbance by passengers or flight crew members
Class 3 Rest Facility A class 3 rest facility is a seat in an aircraft cabin or flight deck that reclines at least 40 degrees. It provides leg and foot support.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 7.7
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
OM – A
7.8
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.8
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST ASSIGNMENT
Have you flown 1050 hours in any12 calendar months?
Yes
No
Rest for 24 hours
No
Have you had 24 hours OFF in past 7 days? Yes
Have you flown more than 300 hours (For 3 Pilots) or 350 hours (For 4 Pilots) during 90 consecutive days?
Yes
Go Home
No
Have you flown more than 110 hours (2 Pilots) in any calendar month or more than 120 hours (For enlarged crewmember) in any 30 consecutive days?
Yes
No
Yes
tia Y F 20 os or l C 19 fir op a -0 / y 206
Rest for 18 hours
For enlarged 3 Pilots Have you flown more than 24 hours in past 72 hours?
No
For enlarged 3 Pilots Have you flown more than 20 hours in past 48 hours?
Yes
No
C
on
fid
en
Is your assignment in the next 24 consecutive hours? Flight Time 9 hours and/or Flight Duty Time 14 hours
LESS
2 Pilot or more
MORE
3 PILOTS FRFS: Flight Duty Time 17 hours Flight Deck Duty Time 12 hours
4 PILOTS FRFS: Flight Duty Time 17 hours Flight Deck Duty Time 12 hours FRFB: Flight Duty Time 20 hours Flight Deck Duty Time 14 hours
Fly the aircraft Check your limit: - Flight Time - Flight Deck Duty Time - Flight Duty Time - Is it split flight duty time? Take sufficient rest
END OF 7.8
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.8
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
7.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
7.9
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.9
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM Valid License/Medical?
No
DKPPU/Medex
Yes Simulator check
No
Pass Type Qualification Check?
Yes
Yes Specific qualification as per OMD1 4.1.1
Yes
No
Classroom/ simulator
Yes Classroom/ simulator
No
Equipment qualification as per OM-D1 4.1.1
Yes
Yes Yes
Pass route Qualification check
No
Route check
Yes No
Pass TR/PC
tia Y F 20 os or l C 19 fir op a -0 / y 206
Classroom/ simulator
Yes
Yes
Route and Pilot Competency
No
C
Yes
No
RCU/Class/ Observation
Yes
Fulfill recency requirement
on
Route training/ simulator
fid
en
Yes
Yes
Yes
Instructor Qualification (as applicable)
No
Instructor Recurrent
Yes
Scheduling
No
Crew Composition Requirement?
Yes
Yes Yes
Inexperience and/or Kin pairing
Yes
Scheduling
No Verify
No
Fitness for Duty
Yes
Yes Yes
Flight Duty Time Requirement?
Refer to OM-A Chapter 7.8
FLIGHT ASSIGNMENT
END OF 7.9
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.9
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
7.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
8.
HEALTH TABLE OF CONTENT
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
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
8.4
Operation Manual Part A – 1st Edition 14 Sep 2018
■
Page 1
OM – A
8.
HEALTH
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
8.1
CREW HEALTH PRECAUTION
8.1.1
GENERAL PRECAUTIONS
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
(1)
Crew Meals The objective is to maintain all crew member physically fit and alert. For flight crew preferably the quality of the meals is equivalent to C-class and could be served base on individual schedule. For safety reason the PIC and First Officer shall therefore have different main dish.
(2)
Food Poisoning Food poisoning is among the most frequent cases of in-flight incapacitation. Although caterer and catering supplies are frequently and thoroughly inspected, it cannot be guaranteed that all food is always safe. In general fish and shellfish pose the highest risk, however, meat and meat products cannot be excluded. If at all possible the same applies to meals taken shortly before flight. The special meals or crew box for one of the pilots will be mark. Note: For incapacitation of crewmember refer to OM-A chapter 15. Garuda Indonesia prohibits aircrew from flying if: They are not fit for duty; Alcohol and psychoactive substance use; see OM-A Chapter 2.1.6; Pregnancy; she shall not fly for duty as soon as determined pregnant by doctor; Illness or use of medication(s), unless certified by doctor; Minimum 14 days following Internal Surgery; Fatigue occurring in one flight, successive flights or accumulated over a period of time, beyond Flight Duty Time limits according OM-A Chapter 7.
(4)
Garuda Indonesia prohibits aircrew from the following activity: Diving / SCUBA Diving / Deep Diving during CROPA (RON, etc.) or at least 24 hours prior to flight duty. Blood Donations during CROPA (RON, etc.) or at least 72 hours prior to flight duty. Immunizations during CROPA (RON, etc.) or at least 24 hours prior to flight duty. Private Flight during CROPA.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(3)
Note: Flying activity outside company assignment (Private Flight during CROPA) shall only possible after obtaining approval from Director of Operations. The Flight Duty Time of such flying activity shall not fall within the rest period upon which the company has granted following flight duty, and the total flight time logged shall be counted as part that would not make the flight time limitation as stated in OM-A Chapter 7.7-03 violated. (5)
Sleep and Rest Lack of sleep is a major contributor to fatigue which, in turn, can profoundly influence flight safety. The recommended minimum and maximum sleep duration limits are 4 and 11 hours, average sleep duration is between 7 and 8 hours. For detail see Human Factor Reference Guide (HFRG). Operation Manual Part A – 1st Edition
14 Sep 2018
▲
Page 1
OM – A
8.1.2
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
INFECTIOUS/CONTAGIOUS DISEASES ON BOARD
8.1.2.1 GENERAL If a passenger or crewmember seems to show symptoms of a contagious disease (e.g. cholera, plague, small pox, typhoid, yellow fever), the PIC must comply with the international sanitary regulations as follows:
The Station Manager or representative at the next station of call shall be notified at once by radio.
After landing - nobody except the public health officer shall be admitted on board.
No passenger or crewmember shall disembark without the permission of the public health officer.
Any cases of illness and the sanitary action taken shall be entered on the health copy of the general declaration, stating the name(s) of the person(s) concerned.
For further particulars on the occurrence and initial symptoms of infectious diseases see OM-A Chapter 8.1.2.2 below. For quarantine measures see OM-A Chapter 8.2.3.
tia Y F 20 os or l C 19 fir op a -0 / y 206
8.1.2.2 TYPES OF INFECTIOUS/CONTAGIOUS DISEASES
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:
Whether the passenger has been stayed in the area of disease
on
fid
en
For this reason the sick passenger should be asked where he has stayed during the preceding fortnight, and it should be considered whether there is a possibility of infection.
C
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, although in board outline infection areas of these diseases may be listed, accompanied by the manner of infection. DISEASE H1N1 (SWINE FLU)
SYMPTOMS Skin rash, cough, obviously unwell, fever, Bruising or bleeding without previous injury, Persistent diarrhea, Persistent Vomiting
TRANSMISSION
INFECTED AREA
Spreads from person to person, either by inhaling the virus or by touching surfaces contaminated with the virus, then touching the mouth or nose. Infected droplets are expelled into the air through coughing or sneezing.
Mexico, USA, Canada, Costarica, Australia, Austria, Brazil, China, Hongkong, Columbia, Denmark, Elsavador, France, Germany, Guatemalla, Ireland, Israel, Italia, Japan, Nederland, New Zealand, Panama,
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
DISEASE
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
SYMPTOMS
TRANSMISSION
INFECTED AREA Poland, Portugal, Republic of Korea, Spain, Sweden, Switzerland, and United Kingdom, Thailand.
profuse watery diarrhea, vomiting, rapid heart rate, loss of skin elasticity, dry mucous membranes, low blood pressure, thirst, muscle cramps, restlessness or irritability
Transmitted Far Eastern between humans countries. through the fecaloral route; a bite of contaminated food or a sip of contaminated water can cause infection.
YELLOW FEVER
Fever, chills, severe headache, back pain, general body aches, nausea, and vomiting, fatigue, and weakness.
Transmitted by mosquitoes.
Central Africa and the tropical part of South and Middle America.
TYPHUS or SPOTTED FEVER
Fever, Rash (occurs 2-5 days after fever), Headache, Nausea, Vomiting, Abdominal pain (may mimic appendicitis or other causes of acute abdominal pain), Muscle pain, Lack of appetite, Conjunctiva injection (red eyes)
Nowadays it is a very rare disease. The disease is carried by clothes lese and consequently only found with people who are living in unsanitary conditions.
the Near East, the Balkans, Poland, Russia, North Africa, a few NorthWesterly states of South America and Central America, Korea and bordering countries.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHOLERA
SMALLPOX High fever, Head and Transmitted by body aches, direct contact. Sometimes vomiting ZIKA VIRUS
fever, skin rashes, joint pain, or conjunctivitis (red eyes), muscle pain and headache
Central and West Africa, Northern part of South Africa, Far East, Ecuador.
Spread primarily Africa, the through the bite of Americas, Asia and an infected Aides the Pacific Islands species mosquito.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 3
OM – A
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
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
Yellow fever
6 days
tia Y F 20 os or l C 19 fir op a -0 / y 206
Typhus or spotted 5 - 12 days fever 8 – 14 days
Zika Virus
not yet known but it is likely to be a few days to a week
en
Smallpox
C
on
fid
If there is a patient on board who is suspected of suffering from one of the above mentioned diseases, he has to be isolated immediately after landing. Passengers and crewmember can be put under observation during the incubation period of the disease, and the aircraft is des-infected or disinfected (in case of plague, fumigated against rats), whereas with respect to the unloading of freight, special precautionary measures 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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
8.2
8.
HEALTH
8.2
QUARANTINE MEASURES
QUARANTINE MEASURES 01. GENERAL An aircraft may be submitted to quarantine measure without passenger suffering from an infectious disease being carried. In principle, every State is free to take any measures it may deem necessary to prevent infectious disease entering its territory. However, for the uniformity of the measures taken, many States have agreed to submit themselves to the regulation of the World Health Organization. All States concerned agree to report the occurrence of infectious diseases to the World Health Organizations, which takes care of the publication. As a consequence of this information, any State may declare certain areas outside its own territory to be infected, and consequently be free to issue restrictions of aerial traffic. An aircraft arriving from infected areas may only land at certain airports, the socalled sanitary airports, where measures have been taken to prevent infectious diseases from spreading.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
For aircraft leaving for and arriving from an infected area, the following actions may be taken: disinfection of articles which are potential to spread the disease; medical examination of passengers and crew; prohibition to leave the country of all persons showing symptoms of the infectious disease; in case of plague fumigation, destroying of any rats in the aircraft; in case of typhus or spotted fever, examine the suspected passenger.
on
fid
The following measures may be taken if the aircraft arriving from an infected area is declared to be infected with:
C
DISEASE H1N1 (Swine Flu)
ACTION MAY BE TAKEN
Medical Examination of passengers and crew.
CHOLERA
YELLOW FEVER
Insulation in screened localities of those passengers and crew, who are not in possession of a valid International Inoculation Certificate against yellow fever, may be ordered for a period not exceeding 6 days. They are allowed to continue the journey by the same aircraft provided the medical authorities of the next airport have been notified.
Medical examination of passengers and crew. Observation of passengers and crew within 5 days after departure from the infected area, unless the passenger has an International Certificate of Inoculation against cholera which issued not more than 6 months, and not less than 6 days prior to arrival. In case of revaccination, this period should start immediately after the latter.
Operation Manual Part A – 1st Edition 01 Aug 2018
▲
Page 1
OM – A
8.
HEALTH
8.2
QUARANTINE MEASURES
DISEASE
ACTION MAY BE TAKEN
THYPUS OR SPOTTED Observations only for the passenger who have left an FEVER area infected with spotted fever less than 12 days and have actually stayed there for some time. SMALLPOX
No measures, with the exception of vaccination and possible observation for passengers and/or crew who have left an infected area less than 14 days, and are not in possession of a valid vaccination certificate.
ZIKA VIRUS
Observation only for the passenger who have the ZIka symptom and have left an area infected with Zika Virus for about a week.
02. INOCULATION CERTIFICATE It is necessary, that on certain routes, both passengers and crew are provided with valid inoculation certificates.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Currently, only the International Certificate of Inoculation and Vaccination as prescribed by the World Health Organization is recognized. According to International regulation, the validity of the certificates is:
en
H1N1 (Swine Should be given to people between 6 month and 24 years of age. Flu) 98% healthy adults produce protective antibodies in 21 days. From 6 days up to month after the inoculation. In case of revaccination within the period validity of the vaccination, immediately after the latter.
YELLOW FEVER
Up to 10 years after the inoculation. In case of revaccination within the period of validity of the vaccination, immediately after the latter.
SMALLPOX
C
on
fid
CHOLERA
From 8 days after the vaccination (in case of revaccination, immediately after the vaccination).
Inoculations against spotted fever (typhus), whilst being important as a personal protection, play no part in quarantine matters. Inoculations against yellow fever may only be administered by authorities recognized for this specific purpose by the World Health Organization. In many countries, inoculation given by general practitioners are no longer recognized, a stamp of an official authority (e.g. Municipal Health Service of Department of Public Health) is required. END OF 8.2
Operation Manual Part A – 1st Edition 01 Aug 2018
▲
Page 2
OM – A
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
8.3
ELEMENTARY FIRST AID MEASURES
8.3.1
EMERGENCY MEDICAL EQUIPMENT
en
CREWMEMBER TRAINING FOR IN-FLIGHT MEDICAL EVENTS
fid
8.3.2
tia Y F 20 os or l C 19 fir op a -0 / y 206
a. No person may operate a passenger-carrying airplane under this part unless it is equipped with the emergency medical equipment listed in this section. b. Each equipment item listed in this section 1) Must be inspected regularly in accordance with inspection periods established in the operations specifications to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes; 2) Must be readily accessible to the crew and, with regard to equipment located in the passenger compartment, to passengers; 3) Must be clearly identified and clearly marked to indicate its method of operation; and 4) When carried in a compartment or container, must be carried in a compartment or container marked as to contents and the compartment or container, or the item itself, must be marked as to date of last inspection. c. For treatment of injuries, medical events, or minor accidents that might occur during flight time each airplane must have the following equipment that meets the specifications and requirements of Appendix A of this part: 1) Approved first-aid kits. 2) In airplanes for which a flight attendant is required, an approved emergency medical kit.
C
on
a. Each training program must provide the instruction set forth in this section with respect to each airplane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar as appropriate for each crewmember and Garuda Indonesia. b. Training must provide the following: 1) Instruction in emergency medical event procedures, including coordination crewmembers. 2) Instruction in the location, function, and intended operation of emergency medical equipment. 3) Instruction to familiarize crewmembers with the content of the emergency medical kit. (4) For each flight attendant: Instruction, to include performance drills, in cardiopulmonary resuscitation. The crewmember instruction, performance drills, and recurrent training required under this section are not required to be equivalent to the expert level of proficiency attained by professional emergency medical personnel. A complete first aid course is beyond the scope of this manual. Reference is made to the customary booklets, which can easily be taken along on journeys.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
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 firmly applied, should be used first. If the bleeding does not stop, a tourniquet should be applied; after half an hour unfastens the tourniquet; if the bleeding starts again, the tourniquet should be fastened again. After another half hour the same procedure should be repeated.
Contusion, sprain Arrange for rest and cool dressings, whilst refraining from exercising any pressure on the spot if there is a considerable swelling or violent pain.
Fracture Simple fracture Complex fracture
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
: without injury of the skin. : with injury of the skin.
Patient should on no account be moved unless a splint has been applied. For the application of the application of various splint bandages, one should refer to the first aid instructions.
Fracture of one or several of the dorsal vertebrae Patient experiences violent pain in the back after falling down and landing on his back or buttocks. Any incautious movement in such cases may cause injury of the special marrow, resulting in permanent paralysis. The patient should therefore be treated with the utmost care and laid down flat on his back, whereupon expert assistance should be awaited.
Unconsciousness after injuries may be caused by :
injury of the head - concussion of the brain In case of a slight concussion of the brain the patient is unconscious for a short time only, after which he may suffer from severe headaches, feel sick and sometimes vomit. The patient should be laid down flat and his head protected against vibration of the aircraft, whilst performing any further movements very Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 2
OM – A
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
cautiously in this stretched out position. If the patient is conscious he should not be given anything by mouth until a doctor has seen him. In case of severe consumption of the brain the patient remains unconscious for a longer period, and sometimes bleeds from the mouth, nose or ears; this generally indicates a cranial fracture.
indication of a cranial fracture This is sufficient reason to request the PIC to land as soon as possible in order to have the patient conveyed to a hospital.
Shock Shock symptoms are: unconsciousness and pale face, cold perspiration, weak pulse, shivers, sickness. Shock is a likely feature in all cases of serious external injuries or burning, and of internal injuries. In this case medical attendance should be provided as soon as possible ; pending this the patient should be kept warm and laid down flat ; when the patient returns to consciousness he should not be given anything by mouth. Oxygen can be administered. Serious loss of blood In this case something like a state of shock occurs. Apart from measures to staunch the bleeding, correct treatment consist of administering oxygen, keeping the patient 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 should be given by mouth.
Fainting This may occur upon the sight of blood, from fright, from excitement etc. A harmless condition which can be reminded quickly by keeping the head low, making the patient drink, provided he can hold his own cup and sponging his face and neck with cold water.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
If the patient turns blue, oxygen should be administered at once. END OF 8.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
8.4
8.
HEALTH
8.4
DIRECTIONS FOR USE OF OXYGEN APPARATUS
DIRECTIONS FOR USE OF OXYGEN APPARATUS 01. GENERAL If the Medical Department deems it necessary to provide oxygen for one or more passengers, the Medical Department will supply so called “oxygen cases”. An oxygen case contains an oxygen cylinder, an oxygen mask (1) and a plastic oxygen mask (2). The latter is a spare one to use when the other becomes dirty or is not usable for other reasons. The oxygen flow amounts to 3 or 7 liters per minute, automatically controlled by a regulator at the top of the cylinder. If the mask is connected with the green painted connector (G) the flow amounts to 3 liters per minute and if the mask is connected with the red connector (R), the flow amounts to 7 liters per minute. A method of rough determination of the quantity available in litters is to divide the pressure in psi, indicated by the gauge (*) with the number 15 and multiply this with the volume of the cylinder, i.e. 2.6. If the plastic mask has to be used, disconnect the tube of the other mask and connect it to the plastic one. Other procedures are the same. If not strictly necessary, the pressure in the cylinder should not come under 50 psi.
02. INSTALLATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
Smoking is prohibited within 10 feet of oxygen storage and dispensing equipment.
C
on
fid
en
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 knob (y) a few turns anticlockwise. Connect the mask with the cylinder (green: 3 liters per minute; red: 7 liters per minute). Press the plug (4) in the connection and turn it a quarter-turn clock wise. Check the connection by giving an outward pull which should cause no noticeable movement. Check if oxygen is flowing. A flow indicator (3) is installed in the tube. When oxygen is flowing, the red part is partly visible only. 03. AFTER USE Remove the mask from the passenger’s face. Close the valve by turning the yellow knob clockwise. Disconnect the mask. Put it in the case and close it.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
HEALTH
8.4
DIRECTIONS FOR USE OF OXYGEN APPARATUS
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
04. PORTABLE OXYGEN CONCENTRATOR (POC)
en
Definition: POCs are small, portable devices that work by separating oxygen from 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 rechargeable batteries or aircraft electrical power.
C
on
fid
The POC may subtitude the Portable Oxygen Bottle required by passenger with prior arrangement and approval by Garuda Sentra Medika (GSM). However Garuda does not provide the POC rather than passenger itself provide it with standard FAA approved POC. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
8.5
8.
HEALTH
8.5
MOUTH-TO-MOUTH RESCUE BREATHING
MOUTH-TO-MOUTH RESCUE BREATHING When, by any reason, breathing stops, a simple procedure called mouth-to-mouth rescue breathing often restores the breath of life. This method is described below. Place one hand under victim’s neck and lift. Tilt head back as far as possible by holding the crown of the head with your other hand.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Pull chin upward until the head is tilted back fully. This is essential for keeping the air passage
C
on
fid
en
Place your mouth tightly over victim’s mouth. Pinch nostrils shut. Breathe out hard enough to make the chest rise. For babies and very young children, cover both nose and mouth tightly with your mouth. Should there be any aesthetically objections, then cover nose and mouth with the handkerchief and breathe through it. Remove your mouth. Listen for sound of returning air. If you don’t hear it, recheck head position. Breathe again. If you still get no air exchange, turn victim on side and slap between shoulders to dislodge possible foreign matters, if necessary remove with fingers. Afterwards put head back in former position, see Fig.1. Remove mouth each time to let escape returning air.
For an adult, breathe vigorously about 16-18 times a minute. For a small child, take relatively short breaths, about 10-12 per minute. Don’t give up until the victim begins to breathe himself. If possible, call a doctor or ambulance promptly. Keep the victim warm and quite. END OF 8.5 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
HEALTH
8.5
MOUTH-TO-MOUTH RESCUE BREATHING
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
8.6
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURRING DISEASES 01. GENERAL In order to be able to deal with illness and accidents on board, flight attendants, and for cargo flights the cockpit crew, should have some knowledge of the symptoms of frequently occurring diseases, and of possible treatment. It should always be realized that this knowledge is very limited, and that, whenever necessary and possible, advice of a doctor or nurse should be sought. 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, Offer dry crackers.
en
03. EARACHE
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
This is caused by differences in air pressure, resulting in abnormal pressure on the eardrum. Relief of this pressure may be obtained by swallowing or yawning. Sweets or drinks may be served. The best remedy is swallowing with the nose closed during climb and pressing with the nose closed during descent. Swellings of the mucous membranes may be alleviated by administering a nose spray. Sleeping passengers should be awakened prior to descent. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
05. DIGESTIVE TROUBLE This may manifest in the shape of:
Gastric complaints (heartburn, belching). Advising abstinence from food and administration of a medicine of the following sorts may bring relief :
Roter (1 or 2 tablets)
Alka Seltzer (allow 1 tablet to dissolve in a glass of water)
Norit (a few tablets).
Hiccups (also if caused by alcohol consumption) Therapy: make the passenger, whilst holding his/her breath, stick out his tongue for a considerable period.
Diarrhea Here too, abstinence from food and administration of Norit, Enterovioform (1 tablets four times daily) at Feuilor (1 tablet three to four times daily).
Constipation
tia Y F 20 os or l C 19 fir op a -0 / y 206
This can, if necessary, be counteracted by a laxative (e.g. Nourilax), taking into account the length of time to elapse before the end of the journey. 06. CARDIAC AND VASCULAR DISEASES, PULMORY AFFECTIONS
on
fid
en
Passengers, suffering from heart disease, may show symptoms of cardiac weakness (general feeling of indisposition, weak and quick pulse, sometimes blue lips and nails). Oxygen should be administered at once, and, if possible, the cabin altitude should be reduced.
C
Patients suffering from spasm of the heart (angina pectoris) may be exposed to attacks during flight. If such a patient carries medicine to be taken in case of an 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. 07. ACUTE CASES OF ILLNESS The most frequent cases of acute illness which are to be anticipated amongst passengers and crew are:
Appendicitis Commences with sickness, sometimes vomiting, slight fever and pain, at first diffusely in the abdomen, later on specifically in the right-hand lower part. The abdomen should be kept still (deep breathing being painful) the patient cannot Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 2
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
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
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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, frequently attended by vomiting. Contrary to the above, the patient does not lie still but twists and writhes with pain, frequently walking around not knowing where to turn. These conditions are not very dangerous, although speedily medical attendance to alleviate the violent pains which can only the neutralized by means of morphine - is desirable.
C
on
fid
Treatment: administer warm clothes or hot water bottle on the painful spot; reassure the patient, administer a Bus Copan suppository. 08. GASTRIC HEMORRHAGE
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. 09. HEMORRHAGE OF THE LUNGS During a coughing-fit the patient vomits red, frontly blood, frequently one or more cupfuls. This is rarely a directly dangerous condition; the patient should be made to relax in his seat and reassured. A drink of ice water or a few block of ice in the mouth will do him/her no harm. 10. PAIN IN THE CHEST Apart from the affection mentioned under 07, viz spasm of the heart, which mainly affects elderly people, pain in the chest rarely constitutes a reason to deviate from Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
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.
12. TOOTH ACHE
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
13. FEVER
fid
en
Administration of hot compresses, Aspirin, Almedine
C
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 intercontinental routes may suffer from an attack of malaria. In most cases of an attack of fever of unknown nature it is undesirable that quinine or camoquine be administered before a blood test has been made. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
15. APOPLECTIC FITS Apolectic fits may occur to elderly people during the journey, especially when the cabin temperature is high. The patient suddenly loses consciousness the head, however, is congestive (red) and not pale (as in the case of fainting), he/she is breathing deeply and often snoring irregularly, whereas in most cases the pulse is clearly perceptible. When he/she regains consciousness he/she is apt to suffer from paralysis. This paralysis may also occur suddenly without attending unconsciousness. These patients should not be laid down flat, but placed in a comfortable, half-sitting position; tight fitting garments should be loosened, and if the patient looks blue, oxygen should be administered. Furthermore, the PIC should be requested to decrease the flying altitude, and to apply for medical attendance at the next station. 16. EPILEPTIC FITS
tia Y F 20 os or l C 19 fir op a -0 / y 206
The patient, whilst at first appearing entirely normal, suddenly looks around him/her in a peculiar way. The eyeballs roll upwards, he/she sometimes cries out, and then lose consciousness. At first the muscles are taut, later on he/she starts violent motions with the arms, the legs and the head, whilst frothing at the mouth (frequently the mouth is covered with blood, due to his/her biting his tongue) and making water.
C
on
fid
en
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 : prevent the patient from injuring him/herself-place pillows and blankets around him/her - insert cork or handkerchief into his/her mouth to prevent him/her biting his/her tongue - quietly await the end of the attack. 17. EXHAUSTION (due to heat)
During a journey in tropical regions the cabin temperature is apt to rise unpleasantly. In these cases it is the steward’s duty to invoke the assistance of the flight engineer, in order to lower the temperature to a more comfortable level. When it is noticed that the passengers are perspiring unduly, an extra supply, however, causes the loss of a great deal of salt, symptoms of exhaustion, sometimes attended by spasm, may result. This may be prevented by supplying to the passengers daily, apart from great quantities of liquids, a few salt capsules. END OF 8.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A 8.7
8.
HEALTH
8.7
COMMUNICABLE DISEASE
COMMUNICABLE DISEASE. Communicable Diseases define as: Any condition which is transmitted directly or indirectly to a person from an infected person or animal through the agency of an intermediate animal, host, or vector, or through the inanimate environment. A communicable disease is suspected when a traveler (passenger or a crewmember) has a fever (temperature of 38° C/100° F or greater) associated with one or more of the following signs or symptoms; appearing obviously unwell, persistent coughing, impaired breathing, persistent diarrhea. When a passenger with communicable disease is suspected, the flight attendant shall follow guidelines stated in OM-B2 Chapter 4.3.4 and inform to PIC as soon as possible. Then pilot-in-command shall report promptly to air traffic control (ATC) a suspected communicable disease, with transmission of the following information:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircraft identification Departure Aerodrome Destination Aerodrome Estimated time of arrival Number of person on board Number of suspected case(s) on board; and Nature of the public health risk, if known.
END OF 8.7
C
on
fid
en
1. 2. 3. 4. 5. 6. 7.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
HEALTH
8.7
COMMUNICABLE DISEASE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
9.
OPERATING PROCEDURES TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.3.2 SELECTIONS OF ALTERNATE ....................................................................... 2 9.3.3 ALTERNATE AIRPORT WEATHER MINIMA.................................................... 3 9.3.4 NOMINATION OF ALTERNATES TO ATC ....................................................... 3 MINIMUM ALTITUDE ................................................................................................ 1
en
9.4
fid
9.4.1 MINIMUM FLIGHT ALTITUDE .......................................................................... 1
on
9.4.1.1 GENERAL ............................................................................................. 1
C
9.4.1.2 AIRPORT OPERATING MINIMA ........................................................... 1 9.4.1.3 FLIGHT BELOW PUBLISHED MINIMUM ALTITUDE ............................ 1 9.4.1.4 RESPONSIBILITY OF THE PILOT IN COMMAND................................ 1 9.4.1.5 MINIMUM FLIGHT ALTITUDE CORRECTION ...................................... 2 9.4.2 TYPE OF MINIMUM ALTITUDE ....................................................................... 5 9.5
WEATHER ................................................................................................................ 1 9.5.1 WEATHER MINIMA .......................................................................................... 1 9.5.2 APPLICATION FOR FLIGHT PLANNING ....................................................... 28 9.5.3 LOW VISIBILITY PROCEDURE ..................................................................... 30
9.6
FLIGHT PLANS ......................................................................................................... 1 9.6.1 OPERATIONAL FLIGHT PLAN ........................................................................ 2 9.6.2 ATC FLIGHT PLAN .......................................................................................... 3 9.6.3 COMPUTER FLIGHT PLAN ............................................................................. 5
9.7
DISPATCH RELEASE ............................................................................................... 1 9.7.1 MANUAL DISPATCH RELEASE ...................................................................... 1 Operation Manual Part A – 1st Edition
01 Oct 2016
■
Page 1
OM – A
9.
OPERATING PROCEDURES TABLE OF CONTENT
9.7.2 COMPUTERIZED DISPATCH RELEASE ......................................................... 3 9.8
WEIGHT AND BALANCE .......................................................................................... 1 9.8.1 WEIGHT DETERMINATIONS ........................................................................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.8.2 STANDARD LOAD SHEET............................................................................... 3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.1
9.
OPERATING PROCEDURES
9.1
GENERAL
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 9.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
9.
OPERATING PROCEDURES
9.1
GENERAL
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
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.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. Suitable airport (applicable for ETOPS/EDTO and non-ETOPS/EDTO) A suitable airport is an adequate airport with weather reports, or forecast, or any combination thereof, indicating that the weather conditions are at or above operating minima and the field condition reports indicate that a safe landing can be accomplished at the time of the intended operation. A check of the relevant NOTAMS is also required to check that the airfield and its equipment are available for the relevant period.
C
on
fid
03. Alternate Airport An airport to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the airport of intended landing. Alternate airports include the following: Takeoff alternate is an alternate aerodrome at which an aircraft can land should this become necessary shortly after takeoff and it is not possible to use the aerodrome of departure. En-route alternate is an aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en route. ETOPS/EDTO en-route alternate is a suitable aerodrome that is designated in a dispatch or flight release for use in the event of a diversion during ETOPS/EDTO. This definition applies to flight planning and does not in any way limit the authority of the pilot-in-command during flight. Destination alternate is an alternate aerodrome to which an aircraft may proceed should it become either impossible or inadvisable to land at the airport of intended landing.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
04. Emergency Airport Off-line airports not typically used by Garuda for normal operations, which may be available for use in the event of an emergency. Emergency airports are typically categorized by the level of support, facilities and risk to be expected, and are only used when a flight cannot continue either to its destination or to a suitable alternate due to a specific emergency. B. Airport Analysis
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; Air Traffic Services; Critical engine inoperative operations; Depressurization over critical area; (Special) Airport classification.
C
on
fid
en
Information to enable flight preparation staff, dispatch and flight crew to determine that airport of intended use is adequate shall at least to include: Runways, Taxiways, Ramp Areas; Air Traffic Service & Communications; Navigation aids and lightings; 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;
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
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).
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The gross takeoff flight path may be considered to extent from liftoff to the point where a height of 1500 feet above the takeoff surface is reached, or, the point where the transition from the takeoff to the clean configuration is completed and the speed for compliance with the final takeoff climb requirement is reached.
C
on
fid
02. Departure Climb Gradient The Instrument Departure Procedures are only applicable for aircraft with all engines operating. Therefore, when minimum climb gradient is published on certain airport as due to obstacle or noise abatement, flight crew shall ascertain 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): Climb Gradient =
Rate of Climb Ground Speed
in short: T/O Grad =
ROC G/S
in %
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 %.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
03. Landing Performance Flight crewmember shall asses landing performance prior to arrival at the destination or alternate airport in order to determine that sufficient landing distance exists for a landing to be accomplished with an adequate safety margin: On the runway intended use; In the conditions existing at the estimated time of arrival (ETA); In the aircraft configuration and with the means of deceleration that will be used for the landing. E. Aerodrome and En-route Operating Minima Garuda Indonesia’s presentation and application of aerodrome and en-route operating minima are stated in OM-C. 9.2.2
ENROUTE EMERGENCY AIRPORT In the event of en-route emergency (un-fightable fire, two-engine fail, etc.) on remote or sparsely populated areas, the flight crewmember shall be familiar with the availability of airport for landing (see ROM).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight crewmember shall also be familiar with certain local procedures such as PAL (Pilot Activated Lighting) operations, CTAF (Common Traffic Advisory Frequency), AFRU (Aerodrome Frequency Response Unit), etc. APPROVAL OF ROUTE Subpart E of the CASR Part 121 prescribes rules for obtaining approval of routes by all carrier. In respect of this, Garuda Indonesia has an obligation to conduct scheduled operation satisfactorily between airport over that route or route segment, and must ensure that the following facilities and services are available and adequate: Route width Required airport data Communication facilities Weather reporting facilities En-route navigational facilities Servicing and maintenance facilities RFFS in ETOPS Alternate Airport Dispatch centers. Flight following system and requirements
9.2.4
METHOD OF DETERMINING AIRPORT CATEGORIES Aerodromes are categorized in ascending order of difficulty from category A to category C. a. Category A aerodromes satisfy all of the following requirements: An approved instrument approach procedure; At least one runway with no performance limited procedure for takeoff and/or landing; Published circling minima not higher than 1000 feet AAL; and Night operations capability.
C
on
fid
en
9.2.3
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
b. Category B aerodromes do not satisfy the Category A requirements or require extra considerations such as: Non-standard approach aids and/or approach patterns; or Unusual local weather conditions; Unusual characteristics or performance limitations; Any other relevant considerations include obstructions, physical layout, lighting, etc. c. Category C aerodromes require additional considerations to Category B aerodromes. Airport that has no instrument approach procedure is categorized as Category C airport. The list of aerodromes categorized as B or C, as well as the associated particularities is given in OM-C Chapter 2.2 9.2.5
RESCUE AND FIRE FIGHTING SERVICE (RFFS)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Ref ICAO Annex 6. In principle, the published RFFS category for the aerodrome used for a given flight should be equal to or better than the airplane RFFS category. However, if the airplane category is not available at one or more of the aerodromes, the operator should ensure that the aerodrome has the minimum level of RFFS which is deemed acceptable for the intended used.
on
fid
en
Intended operations to aerodromes with RFFS categories below the levels specified in Annex 14, Vol I, Chapter 9.9.2, should be coordinated between the Garuda Dispatcher and the aerodrome operator.
C
Aircraft Type and Minimum RFFS Category
Aircraft Type
* Departure / Destination
** Departure and destination aerodrome in case of temporary downgrade and Take-off alternate, destination alternate & en-route alternate
ETOPS / EDTO Enroute alternate
B777-300ER
9
7
4
A 330 – 300
9
7
4
A 330 – 200
8
6
4
B 737-800/-8
7
5
4
CRJ 1000
7
5
4
ATR72-600
5
4
4
Note: * When the number of movements of the aircraft in the highest category normally using the aerodrome is less than 700 in the busiest consecutive three months, the category provided may be one lower than the determined category.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
** Departure and destination aerodrome in case of temporary downgrade and Takeoff alternate, destination alternate and en-route alternate aerodromes, two categories below the aircrafts RFFS category, but not lower than Category 4 for aircrafts with maximum certificated take-off mass of over 27 000 kg and not lower than Category 1 for other aircrafts. 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. 9.2.6
NOTAM AND AIP SUPPLEMENT AIP (Aeronautical Information Publication) is a legal documents issued by States and takes priority over other source of aeronautical information. It has publication and effective dates.
tia Y F 20 os or l C 19 fir op a -0 / y 206
NOTAM (ICAO Annex 15): A notice, distributed by means of telecommunications, containing information concerning the establishment, condition, or change in any aeronautical facility service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.
en
NOTAMs are presented from the ATC briefing office or approved source (Jeppesen). Some States continue to use the name “NOTAMs Class 1”.
C
on
fid
AIP Supplements are (Annex 15): Temporary changes to the information contained in the AIP, which are published by means of special pages. Some States continue to use the name “NOTAMs Class 2”. 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
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. This provision applies to Station Base/Hub
fid
en
b) Dedicated Desk Dedicated desk is a desk that have been designated at airport area and 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.
on
This provision applies to Station other than Base/Hub.
C
c) Cockpit Briefing Package can be delivered to transit flight crew in Cockpit. Communication 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
The MET briefing shall include: Forecast for the aerodrome of departure and takeoff alternate For flights of 2 hours or less the most recent actual reports for the aerodrome of departure and takeoff alternate, trend forecast and runway reports for destination, alternates and other aerodromes involved. Runway reports and aerodrome warnings and other information on hazardous weather conditions for the aerodrome of departure and takeoff alternate. Information on the expected en-route upper winds and temperatures. Information on the expected significant en-route weather (preferably Significant Weather Charts), Jet streams and where required tropopause height. Adverse weather operations: Icing Conditions: The latest and the following trend weather condition; Taxi times; Hold Over Time; and Other relevant factor before takeoff.
Tropical Cyclone/Typhoon Name; Speed of movement; Position and trajectory; Route to be flown; Suggestion for avoidance. (Refer OM-A Chapter 14)
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Thunderstorm Position; Trend weather; Microburst and wind shear. The documentation provided shall cover the flight in respect of time, altitude, and 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.
C
on
fid
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
e) NOTAMS Any information regarding the establishment, condition, changes in any aeronautical facility, service, procedure, or hazards to such flight. 9.2.8
AERODROME PAVEMENT BEARING STRENGTH 01. THE AIRCRAFT CLASSIFICATION NUMBER - PAVEMENT CLASSIFICATION NUMBER (ACN/PCN) SYSTEM ICAO has developed a single system for determining the weight limitation of aircraft operating on airport pavements by procedure of comparing an Airport’s Pavement Classification Number (PCN) with an Aircraft’s Classification Number (ACN). An aircraft having an ACN equal to or less than the PCN can operate without weight restriction on the pavement. This system replaces all previous methods used by airports to report their pavement capabilities. The detailed procedures used for the development of the ACN/PCN numbers are described in the appropriate ICAO documents.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. THE AIRCRAFT CLASSIFICATION NUMBER (ACN) The ACN is calculated taking into account the weight of the aircraft, the pavement type, and the subgrade category. ACN values for selected aircraft have been calculated by ICAO using two computer programs, one for rigid pavements and one for flexible pavements.
en
Manufactures will calculate ACNs for new aircraft as they come into service will publish the results in Flight manuals.
C
on
fid
The tables give ACN values for two weights, one at maximum authorized takeoff weight and a lower representative operating weight empty. If the aircraft is operating at an intermediate weight, the ACN value can be calculated by a linear variation between the limits. Extrapolation is not permissible. With a known PCN value the maximum authorized takeoff weight can be determined. 03. PAVEMENT CLASSIFICATION NUMBER (PCN) PCN are reported in AGA 2 and AGA 3 of the AIP as a five part code. Apart from the numerical value of the PCN the report includes the pavement type (rigid or flexible) and the subgrade support strength category. Additionally, provision is made in the report for the airport authority to place a limit on maximum allowable tire pressure if this is a constraint. Finally, an indication is given whether the pavement was evaluated by technical means or by past experience of aircraft use of the pavement. Details of the five elements of the code are : a. The PCN number b. The type of pavement : R = Rigid F = Flexible c. The pavement subgrade category : A = High subgrade strength Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 9
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
B = Medium subgrade strength C = Low subgrade strength D = Ultra low subgrade strength d. The maximum tyre pressure authorized for the pavement : W = High, no limit X = Medium, limited to 217 psi (1.5 MPa) Y = Low, limited to 145 psi (1.0 MPa) Z = Very low, limited to 73 psi (0.5 MPa) e. Pavement evaluation method : T= Technical evaluation U = By experience of the aircraft actually using the pavement 04. OPERATING PROCEDURES Normal Operations Provided a pavement PCN is equal to or greater than the ACN of the aircraft, unlimited use of the pavement is permitted. For comparison, elements b and c in ACN and PCN code should be similar.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Overload Operations for flexible pavement, occasional movements by aircraft with ACN not exceeding 10% above the reported PCN should not adversely affect the pavement; for rigid or composite pavements, in which a rigid pavement layer provides a primary element of the structure, occasional movements by aircraft with ACN not exceeding 5% above the reported PCN should not adversely affect the pavement; if the pavement structure is unknown, the 5% limitation should apply; and the annual number of overload movements should not exceed approximately 5% of the total annual aircraft movements. Such overload movements should not normally be permitted on pavements exhibiting signs of distress or failure. Furthermore, overloading should be avoided during any periods of thaw following frost penetration, or when the strength of the pavement or its subgrade could be weakened by water. Where overload operations are conducted, the appropriate authority should review the relevant pavement condition regularly, and should also review the criteria for overload operations periodically since excessive repetition of overload can cause severe shortening of pavement life or require major rehabilitation of pavement. Garuda Indonesia will not plan to operate into airports that do not meet the requirement. Garuda Indonesia minimum requirements with respect to runway and apron bearing strength. Navigation Support Department (CGKOSNGA) is in charge with the supervision of the subject. This implies that routine NOTAM on Load Classification Number (LCN) etc., need not be considered for day to day flight preparation. END OF 9.2
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 10
OM – A
9.3
ALTERNATE AIRPORT
9.3.1
ALTERNATE REQUIREMENTS
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
No aerodrome shall be designated as a destination alternate unless the airplane, at the weight anticipated at the time of arrival at such aerodrome can meet the landing distance required as shown in the operating manual for the altitude of the aerodrome and in accordance with other applicable operating requirements for the alternate aerodrome. Since the choice of alternate influences the basic block fuel, for that reason alternates must be chosen by considering: Flight planning minima for alternates (visibility/ceiling: see OM-A chapter 9.5.1) Weather (wind and precipitation) Runway length and conditions. NOTAM information, opening hours, other ROM and aerodrome limitation Aircraft equipment. Alternate will normally be selected from those listed in the ROM for each regular aerodrome.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If weather forecasts of destination and alternate are well above limits and the area is known for stable conditions and accurate forecasting, the alternate requiring the least amount of alternate fuel must be selected.
C
on
fid
en
The alternate requiring the least amount of fuel can also be selected in conditions less favorable, considering: Auto-land capability Available approach aids Low visibility procedures Likelihood of diversions etc. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
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).
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 for a period of 2 hours prior to until 2 hours after ETA.
9.3.2
C
on
fid
en
For each flight into isolated airport, must ensure: The designation of a point of safe return (PSR). The flight does not continue past the PSR unless a current assessment of meteorological condition, traffic, and other operational conditions indicate that a safe landing can be made. SELECTIONS OF ALTERNATE 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
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.
9.3.3
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. ALTERNATE AIRPORT WEATHER MINIMA
NOMINATION OF ALTERNATES TO ATC
C
9.3.4
on
fid
en
No person may list an airport as an alternate airport in the dispatch or flight release unless the appropriate weather reports or forecasts, or any combination of those 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 that airport when the flight arrives.
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
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.4
MINIMUM ALTITUDE
9.4.1
MINIMUM FLIGHT ALTITUDE
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
9.4.1.1 GENERAL Garuda Indonesia establish Minimum Flight Altitude (MFA) and the method to determine them for all routes to be flown, which provide the required terrain clearance taking into account the applicable performance requirements. Where MFA is established by over-flying States are higher than those established by Garuda Indonesia, the higher value shall be applied. Minimum altitude information is provided in OFP, Approach and Route Charts. The following shall be taken into account when establishing MFA: The accuracy with which the position of the aircraft can be determined. The probable inaccuracies in the indications of the altimeter used. The characteristics of the terrain along the routes or in the areas where operations are to be conducted (e.g. sudden changes in the elevations). The probability of encountering unfavorable meteorological conditions. Possible inaccuracies of aeronautical charts.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
In fulfilling the above requirements, due considerations shall be given to: Correction for temperature and pressure variation from standards. ATC requirements; and Any possible contingencies along planned route. 9.4.1.2 AIRPORT OPERATING MINIMA
C
on
fid
The published operating minima for each airport shall be not lower than those established by the state in which the airport is located (see OM-A Chapter 9.5.1-01). 9.4.1.3 FLIGHT BELOW PUBLISHED MINIMUM ALTITUDE
Except for the purpose of takeoff and landing, a flight shall not be operated below the applicable published minimum altitude. When conducted visual or circling approaches, adequate visual reference shall be maintained. When being radar vectored, minimum vectoring altitudes apply which are the responsibilities of the radar controller. 9.4.1.4 RESPONSIBILITY OF THE PILOT IN COMMAND The Pilot in Command shall determine all the minimum safe altitude of the flight in accordance with the reference as specified in the route chart of Jeppesen / Garuda Indonesia /or other approved chart (such as Indo Avis), area chart, approach chart, SID, STAR and the information provided in the operational flight plan. Application of the lateral navigation procedures in combination with respective FCOM procedures should ensure that the required navigational accuracy is maintained under all conditions. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
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-incommand 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.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 enroute phase of flight. In order to be prepared for emergency conditions, it is recommended to count the required correction before entering an area where minimum altitude is high. At high altitude and under very low temperature conditions, the required corrections may equal or exceed the vertical clearance of certain MFA. Some states may also prescribe pressure altimeter corrections.
C
on
9.4.1.5 MINIMUM FLIGHT ALTITUDE CORRECTION a. Pressure Correction An altimeter set to standard (1013.2 hPa) must be corrected for pressure deviations to obtain true altitude. When QNH is above 1013.2 hPa, true altitude will 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
See also OM-A Ch 12.5.5 correction when barometric pressure is above 1013 hPa. b. Temperature Correction Calculated Minimum Safe Altitudes must be adjusted when the ambient temperature on the surface is below ISA.
on
fid
en
A correction of 4% height increase per 10ºC below ISA may be used for temperature above minus 15ºC. for lower temperatures; a more accurate correction should be obtained from tables below. Values are calculated at sea level, and they are conservative when applied at higher altitude.
C
Rule of thumb: for each ºC below standard, add 4 feet per 1000 feet to the published altitude. Table 1 Low temperature altitude correction EN-ROUTE MORA (feet) 5000 10.000 15.000 20.000 Temp ºC Std – 5 90 190 300 410 Std – 10 190 390 600 840 Std – 15 290 590 920 1290 Std – 20 390 800 1260 1750 Std – 25 490 1030 1610 2240 Std – 30 600 1260 1970 2750
25.000 540 1090 1680 2290 2930 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).
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
Table 2 Low Temperature Altitude Correction Terminal Area A/D Temp (ºC)
0
- 10
- 20
- 30
- 40
- 50
20
20
30
40
50
60
20
30
50
60
80
90
30
40
60
80
100
120
30
50
70
100
120
150
40
60
90
120
150
180
50
80
120
150
190
240
60
100
140
190
240
300
90
150
210
280
360
450
120
200
280
380
480
600
170
290
430
570
720
890
230
390
570
760
970
1190
290
490
710
950
1210
1500
HAA (feet)
200 300 400 500 600 800 1000 1500 2000 3000 4000 5000
tia Y F 20 os or l C 19 fir op a -0 / y 206
See OM-A Ch 12.5.6 for Low Temperature Altitude Correction on Departure Airport
fid
en
c. Strong Wind over Mountainous Terrain Area The combination of wind and mountainous terrain can cause local changes in atmospheric pressure due to Bernoulli Effect. This occurs particularly when the wind direction is across mountain crests or ridges. It is not possible to make an exact calculation, but studies have indicated that under extreme conditions (80 knots wind speed at 100 feet HAA), an altimeter error of up to 800 feet are possible.
C
on
Severe turbulence or severe mountain waves may reduce altitude keeping capability. When this condition is expected, altitude deviation of over 2000 feet is possible. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.4.2
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
TYPE OF MINIMUM ALTITUDE A. Minimum En-route Altitude (MEA) The minimum en-route altitude (MEA) is the lowest altitude a pilot can fly en-route. The MEA provides obstruction clearance within 5 statute miles of the airway centerline. MEA guarantees clearance of: 1) 1000 feet above the highest obstruction in non-mountainous terrain, or 2) 2000 feet above the highest obstruction in mountainous terrain, rounded off to the next higher increment of 100 feet. The lowest MEA is 2000 feet. In addition to obstruction clearance, the MEA also guarantees reception of a navigational signal at any point along the airway. The pilot flying at or above the MEA can be assured that proper obstruction clearance and usable navigational signals are reliable.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
On Jeppesen charts the MEA is shown the airway centerline. It is often the first of the two altitudes listed, or, if only one is shown, it is the MEA.
C
Airway width is actually four miles either side of centerline, however obstruction clearance criteria is provided five SM either side of airway centerline. B. Minimum Obstruction Clearance Altitude (MOCA) MOCA guarantees the same obstruction clearance as MEA. The major difference is that MOCA only assures reliable navigation signal within 22 NM of the VOR facility. On Jeppesen chart, MOCA identified by letter T indicates the obstruction is terrain.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
C. Minimum Off-Route Altitude (Route MORA) The minimum off-route altitude (MORA) provides obstructions clearance within 10 NM of the route centerline (regardless of the route width) and fixes. MORA guarantees clearance of: 1000 feet above the highest obstruction up to and including 6000 feet, or 2000 feet above the highest obstruction exceeding 6000 feet.
C
D. GRID MORA
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Figures found in a or b should be rounded off to the next higher increment of 100 feet. The lowest MORA is 2000 feet. On Jeppesen charts the MORA is identified by letter a.
Grid MORA is a MORA, which provides obstruction clearance within a specified Latitude and Longitude, normally 2 degree of Lat/long. Depending on the scale, two or more sections may be covered by one Grid MORA.
An off-route or flight diverges from designated route due to ATC, Weather, Navigational inaccuracy or any other reason shall not be flown below MORA or Grid MORA unless: Adequate visual reference can be maintained. The aircraft position is within an area where lower minimum altitudes are applicable. When radar vectoring is provided by an ATS unit.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
E. Minimum Sector Altitude (MSA) Altitude depicted on an instrument approach chart and identified as the minimum sector altitude (MSA) which provides a 1000 feet obstacle clearance within a 25 NM radius from the primary navigational facility upon which the instrument approach procedure is predicated. If the radius limit is other than 25 NM, it is stated. This altitude is for emergency use only and does not necessary guarantee NAVAID reception. When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors are referred to as Minimum Sector Altitudes. MSA is shown in a circle. When segments have different altitudes the dividing lines are clearly shown as magnetic bearing toward the facility with MSA figures in each segment. The facility is always identified in the procedure. The localizer facility is not used in determining MEAs. F. Minimum IFR Altitude The minimum altitudes for IFR operations are published on aeronautical charts for airways, routes and for standard instrument approach procedures.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
If no applicable minimum altitude is prescribed the following minimum IFR altitudes apply: 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 Other than mountainous areas, 1000 feet above the highest obstacle within a horizontal distance of 5 statute miles from the course to be flown; or As otherwise authorized by the Administrator or assigned by ATC.
C
G. Related Information Minimum Crossing Altitude (MCA) Despite using MEAs, a route segment may be defined vertically by crossing altitude at a specified point. A MCA for a point on arrival, initial / intermediate and non-precision approach segment provides obstacle clearance at and before that point.
Obstacle Clearance Height / Altitude (OCH/A) The OCH/A is the minimum obstacle safe height / altitude of the final approach segment. It determines the Minimum Descent Altitude (MDA) for the nonprecision approach and the Decision Altitude (DA) for the precision approach.
Departure route Departure routes (SIDs or omni directional departures) are protected against obstacle by an up sloping surface. Unless otherwise indicated, the gradient of this surface is 3.3%. It may be located below the applicable minimum en-route altitude, but as long as the aircraft remains above the up sloping departure surface and within the departure route limits, obstacle clearance will be assured. Any MCA must be reached at the given point to ascertain sufficient obstacle clearance beyond that point.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
Lowest Usable Flight Level For flight outside controlled airspace including below the lower limit of controlled airspace, e.g. when forced to descend by system malfunctions, the determination of the lowest usable flight level is the responsibility of PIC, taking into account current or forecast QNH and temperature. When operating below controlled airspace, the accumulated pressure and temperature correction may affect a flight level or altitude in controlled airspace. Clearance from appropriate ATC must then be obtained.
H. Minimum VFR Altitude Day VFR operations: The minimum VFR flight altitudes during the day are 1,000 feet above the surface or mountain, hill, or other obstruction to flight. I.
Minimum Vectoring Altitude (MVA)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Established for use by ATC when radar ATC is exercised. MVA are chart prepared by air traffic facilities at locations where there are numerous different minimum IFR altitudes. Each MVA chart has sectors large enough to accommodate vectoring of aircraft within the sector at the MVA. Each sector boundary is at least 3 miles from the obstruction determining the MVA. To avoid a large sector with an excessively high MVA due to an isolated prominent obstruction, the obstruction may be enclosed in a buffer area whose boundaries are at least 3 miles from the obstruction. This is done to facilitate vectoring around the obstruction. The minimum vectoring altitude in each sector provides 1000 feet above the highest obstacle in non-mountainous areas and 2000 feet above the highest obstacle in designated mountainous areas. Where lower MVAs are required in designated mountainous areas to achieve compatibility with terminal routes or to permit vectoring to an IAP, 1000 feet of obstacle clearance may be 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
OM – A
9.5
WEATHER
9.5.1
WEATHER MINIMA
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. APPLICATION The published approach minima on the Garuda Indonesia approach charts are based on full operation of all components and visual aids associated with the particular instrument approach procedure.
C
on
fid
en
Unless otherwise required by local procedures, when commencing an Instrument Approach, no pilot may continue an approach past the FAF (Final Approach Fix), or where a final approach fix is not used, begin the Final Approach Segment of an Instrument Approach Procedure unless the latest reported visibility to be equal to or more than the visibility minimums prescribed for that procedure. If reported Weather conditions are received after passing FAF (Final Approach Fix), an Instrument Approach may be continued down to DA/H or MDA/H. Here is an example for local procedures of UK Approach Ban as follows; the approach shall not be continued below 1000ft above the aerodrome if the relevant RVR/Visibility for that runway is at the time less than the specified minimum for landing. If after passing 1000 feet, the reported RVR/Visibility falls below the applicable minimum, the approach may be continued to DA/DH or MDA/MDH. If one or more component visual aids are inoperative or not used, the minima are published on the appropriate column of the approach minima. The same applies for the inoperative equipment of the related aircraft. 03. DEFINITIONS AND REGULATIONS Ceiling Ceiling (ICAO) is the height above the ground or water of the base of the lowest layer of cloud below 20.000 feet covering more than half the sky. Note: When there is no clearly defined cloud base, a vertical visibility is sometimes reported. This shall then be taken as ceiling. The reported ceiling or vertical visibility is normally measured above the official airport elevation. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Decision altitude (DA) or decision height (DH) A specified altitude or height in the precision approach or approach with vertical guidance at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note: Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation. 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 to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In Category III operations with a decision height the required visual reference is that specified for the particular procedure and operation. Level flight after reaching DH/DA is prohibited. At or before reaching the DH/DA, the decision must be made either continue the approach to land or to go around.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Descent limit The descent limit is a safe altitude or height below which visual cues must permit assessment of aircraft position and deviation tendency in relation to the ideal approach path.
en
Descent limits are nominated and referenced according to the approach procedure being used.
on
fid
CATEGORY OF OPERATION
C
ILS CAT II and CAT IIIA ILS CAT I and PAR
DESCENT LIMIT Decision height (DH) Reference datum: threshold elevation Identified by radio altimeter (RA). Decision altitude (DA) Reference datum: mean sea level. Identified by pressure altimeter. Minimum descent altitude (MDA) Reference datum: mean sea level. Identified by pressure altimeter.
Non-precision
Note: The figures between brackets published on the approach charts in the minima box represent the difference between the DA and the threshold elevation (HAT) and between the pertinent MDA and the aerodrome elevation (HAA). In those cases where the threshold elevation is more than 7 feet below the aerodrome elevation, the figure refer to the height above threshold elevation (HAT). Final approach segment That segment of an instrument approach procedure in which alignment and descent for landing are accomplished. The final approach segment commences at the final approach fix or facility (FAF: non-precision approaches) or final approach
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
point (FAP: precision approaches) and is profiled on the lower part of the approach chart. Type of Instrument Precision Approach
Decision Altitude/Height (DA/DH)
Visibility
ILS CAT I
DA ≥ 200 feet above threshold elevation
Vis ≥ 800 m or RVR ≥ 550 m
ILS CAT II
100 feet ≤ DH < 200 feet above threshold elevation
TDZ RVR ≥ 350 m
ILS CAT III A
DH < 100 feet above threshold elevation
TDZ RVR ≥ 200 m
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Minimum descent altitude (MDA) or minimum descent height (MDH) A specified altitude or height in a non-precision approach or circling approach below which descent must not be made without the required visual reference. Minimum descent altitude (MDA) is referenced to mean sea level. Minimum descent height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7 feet) below the aerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation. 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 to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the runway environment. Missed Approach Point (MAP) The MAP specified on an instrument approach procedure is the point in an instrument approach, where the prescribed missed approach procedure must be initiated if the required visual reference has not been obtained. The missed approach point may be: the point intersection of an electric glide path with the applicable DA or DH, or a navigational facility, or a fix, or a specified distance from the final approach fix or facility. DR by timing (FRG 6.4.6.03a) 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
Circling approach A combined instrument/visual approach consisting of an instrument let down using a ground based approach aid, followed by a circuit or part of a circuit. The circuit is flown fully visual and is intended to line up the aircraft with the extended centerline of the landing runway, The Visual Maneuvering Area of a Circling Approach is the obstruction clearance area which shall be considered for aircraft maneuvering to land 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: If both the alignment criteria above are not met, the straight in minima is not applicable. Use the lowest circling minima as stated on OM-A Chapter 9.5.1-07.F.
The radius of aircraft are: CATEGORY OF AIRCRAFT/IAS Radius from threshold (NM)
C/180 Knots 4.20
D/205 Knots 5.28
Radius varies with the aircraft category Visual maneuvering area of a circling approach Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Visual Maneuvering Area of a Circling Approach Not Considered For Obstacle Clearance It is permissible to eliminate from consideration a particular sector where a prominent obstacle exist in the visual maneuvering area of a circling approach outside the final approach and missed approach area. This sector, within the circling area, is bounded by the dimensions of ICAO Annex 14, the instrument approach surfaces.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When this option is exercised, the published procedure prohibits circling within the total sector in which the obstacle exists.
Obstacle Clearance Limit (OCL) = OCA /OCH The height below which the minimum prescribed vertical clearance cannot be maintained either on approach or in the event of a missed approach.
fid
en
Obstacle clearance is the primary safety consideration in developing instrument approach procedures.
C
on
OCH is the lowest height above threshold or aerodrome elevation and OCA is the lowest altitude, which can be used as a descent limit to comply with the appropriate obstacle clearance criteria. 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. Required visual reference The visual reference on which the quality and duration must be sufficient to permit assessment of aircraft position and the rate of change of position in relation to the desired flight path in order to continue the approach safely to the touch down zone. The required visual reference depends on the type of approach respectively. See associated type of approach.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Runway Visual Range (RVR) RVR is an instrumentally derived value that represents the horizontal distance a pilot will see down the runway from the approach end. It is the maximum distance in the direction of the takeoff or landing, at which the runway or the specified lights or markers delineating it, can be seen from a position above a specified point on its centerline at a height corresponding to the average eye level of pilots on touch down. When an observer determines the visibility along the runway, the horizontal distance is sometimes called “Runway Visibility Value” or RVV and may be used in lieu of RVR. On the Garuda Indonesia approach charts only the abbreviation RVR is used. Takeoff weather minima The minimum ceiling and visibility (or RVR), as well as maximum wind at which pilot is allowed to make a takeoff.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Touch Down Zone (TDZ) The portion of the runway beyond the threshold, where it is intended landing airplanes first contact the runway. Touch Down Zone Aiming Point
en
The first 300 meters (or 400 meters when runway length 2400 meters) of the runway measured from the beginning of the threshold.
on
fid
Touch down Zone elevation The highest elevation on the touch down zone.
C
Visibility (see also RVR) Horizontal or general visibility, in short “Visibility”, is the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and lighted objects by night: It shall be used where no RVR exist or when weather conditions are better than the visibility value below which RVR is reported (1500 meters). When the reported visibility is less than 800 m, the airport operating landing minima shall not be used for landing operations unless RVR information is provided, and, only when the crew and aircraft is certified for such operations. 04. APPROACH AIDS The type of approach facility or fix and its position related to the extended runway centerline, determine the kind of approach procedure on the minima calculation is based. Position fixing capabilities and position accuracy are also parameters for the calculation of weather minima. 05. AIRCRAFT (APPROACH) CATEGORIES The type, performance, handling characteristics and airborne equipment of the aircraft have a direct effect on the airspace and capability and visibility needed to
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
perform certain maneuvers, such as final alignment circle to land.
correction to land and
In this respect, Garuda Indonesia has established the following 3 groups of aircraft and will be referred to when landing minima are published in the minima box on the approach charts. AIRCRAFT APPROACH CATEGORY CATEGORY B
CATEGORY C
ATR 72-600
CATEGORY D
A330*
B777-300ER
B737-800/-8**
B737-800/-8**
CRJ-1000 * Although the A330 has been classified as a CAT C aircraft, the 600 feet circling minimum HAA is considered to be too low. Therefore, CAT D circling minima shall be applied. ** The B737-800/-8 series airplanes are classified as Category “C” or “D” airplanes, depending upon the maximum certified landing weight.
06. TAKEOFF MINIMA A. GENERAL
tia Y F 20 os or l C 19 fir op a -0 / y 206
Category B, C and D follows the weather minima policy as laid down in this publication OM-A Chapter 9.5.1-07.F.
C
on
fid
en
Takeoff minima are established in such a way that adequate outside visual reference can be expected to exist when: Accelerating the aircraft to V1 and bring it to a stop, or Continuing the ground roll and the takeoff. These requirements normally result in standard takeoff minima. If state 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. Standard Takeoff Minima Standard take off minima is used when one or more of the factors required for lower than standard take off minima do not apply, cannot be adequately addressed or uncertain. If the RVR is reported for the takeoff runway the reported RVR will be used instead of reported visibility.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
STANDARD TAKE OFF MINIMA Aircraft TDZ RVR or Mid RVR Rollout RVR Condition Visibility Standard Advisory (if RVR 1600 m Advisory (if *(1) (2 engine) VIS 5000 feet reported) reported)*(1) (1SM)
Remarks Use Mid if TDZ RVR is Inoperative Lowest vis for FO to Takeoff
Lower than Standard Takeoff Minima
RVR 400 m VIS 1600 feet (1/4 SM)
RVR 350 m (1200 feet)
C
(all must be operative): CL, RCLM, and TDZ and Roll out RVR or three RVR
tia Y F 20 os or l C 19 fir op a -0 / y 206
LOWER THAN STANDARD TAKE OFF MINIMA TDZ RVR or Rollout Mid RVR Visibility RVR
on
Marking/Lighting Condition (at least one must be operative): CL or RCLM or HIRL*(2) (all must be operative): CL, and Two operative RVR
Advisory (if reported)*(1)
RVR 150 m (500 feet)
Advisory (if reported)*(1)(3)
RVR 150 m (500 feet)
Remarks
Advisory (if reported)*(1)
Use Mid if TDZ RVR is inoprative Captain's Takeoff Standing Takeoff
RVR 300 m (1000 feet)
Use Mid if TDZ or Rollout RVR is Inoperative Captain's Takeoff Standing Takeoff
en
When the reported weather is below the Standard Takeoff Minima, the lower than standard take off minima apply. Takeoff alternate is available Captain will takeoff. Standing takeoff should be performed.
fid
RVR 150 m (500 feet)
If 3 RVR's reported, all 3 control. If any RVR is inop, the other two are required. Captain's Takeoff Standing Takeoff
: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: a touchdown zone RVR report if a touchdown zone report is not available or a rollout RVR report if a rollout RVR report is not available. *(1)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 8
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Takeoff Ceiling minima A minimum ceiling for takeoff is normally not prescribed. If minimum ceiling is published in the charts, this is due to the requirement to see and avoid obstacles. Publication of takeoff minima Usually Authority establishes takeoff minima for every airport that has published Standard Instrument Procedures. At airports where take-off minima are not established, the designated Standard Takeoff Minima shown in table under OM-A Chapter 9.5.1-06.A is applied. Only non-standard takeoff minima are published on the Route documentation or Airport Charts. B. OPERATIONAL APPLICATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. All factors such as crosswind, precipitation, runway contamination, vehicular movement, mental/physical fatigue, etc. shall be evaluated.
on
fid
en
Moreover, the following conditions must be met: The visual range observed from the cockpit must be equal to or better than the published take-off visibility minimum; When no RVR is given, uniform atmosphere must exist without sharp variations in visibility due to patches of fog.
C
C. THE STANDARD TAKEOFF ALTERNATE MINIMA 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 9
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Lighting Elements in Operation High Intensity approach and runway lighting Any type of lighting installation other than obove No lighting
Reported Visibility X (...) = RVR Day Night 1.5
2.0
1.0
1.5
1.0
N/A
Caution: The table must not be used for calculating: Takeoff minima, CAT II/III minima, circling minima, for planning pupose, or when reported RVR is available. The approach and landing operations are not authorized when the prevailing visibility is below 800 meters or the Converted Meteorological Visibility (CMV) is below 800 RVR unless RVR reporting is available for the runway of intended use. 07. LANDING WEATHER MINIMA
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. ESTABLISHING OF LANDING MINIMA
on
fid
en
Landing minima are established taking into account the following components: Descent limit (The higher of Company minimum, State minimum or OCH/A), Visibility (VIS/RVR, The higher of Company minimum or State minimum), Ceiling (State may establish ceiling minima. If so, such minima will be published. A ceiling minimum is not prescribed as criteria for approach initiation).
C
The visibility or RVR is the required weather condition for approach initiation and allows an instrument approach down to the prescribed descent limit regard to the reported ceiling. To facilitate evaluation of the reported ceiling, the height above threshold or aerodrome elevation of the pertinent descent limit is published on the approach chart in the minima-box (value between brackets). The published minima are based on full operation of all components and visual aids associated with the instrument approach procedure as published on the approach chart, assuming satisfactory operation of the required aircraft equipment. In case components or visual aids are inoperative or not used, see component out table. The published minima, adjusted for “components-out” and/or aircraft deficiencies if such should be appropriate, are referred to as “prescribed minima”. Related wind limitations can be found in the relevant section of the FCOM. Application of Reported Weather Minimums The ceiling and visibility values in the main body of the latest weather report control for VFR and IFR takeoffs and landings and for instrument approach procedures on all runways of an airport. However, if the latest weather Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 10
OM – A
9.5
WEATHER
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 rollout 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 in R/T to aircraft, not necessarily however in the sequence of the alphabet. Whatever method used to identify multiple RVR’s, the TDZ RVR is always given first, followed by subsequent RVR along the runway. The report may accordingly take the sequence C.B.A implying that C is touchdown RVR. For the opposite runway, the sequence is A. B. C. Practices vary however. Subsequent or additional RVR’ s are in some countries referred to as midpoint and roll-out RVR’ s. GARUDA INDONESIA avoids to use these terms as the exact locations of the associated transmissometer are not indicated on the aerodrome chart, and the roll out length vary with aircraft category. Subsequent or additional RVR values are normally not published on the approach chart, unless values in excess of 175 meters are locally required.
C
on
fid
en
OPERATING PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.
Requirement for visual reference The instrument approach shall not be continued below published operating minima unless the required visual reference is obtained and can be maintained. Before descending below the descent limit, the flight visibility must be equal to or better than the prescribed visibility in order to provide an adequate visual ground segment. The length of the visual segment must enable pilots to see the visual cues needed to assess the aircraft’s position, bank angle and cross track velocity relative to the approach lights or the runway. For roll reference, sights of one or more elements providing horizontal information is required (cross bars, red side barrettes, and threshold).
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 11
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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. Commencement of the approach In connection with the application of landing minima, an instrument approach procedure is supposed to commence about 2 NM before the beginning of the final approach segment, i.e. 2NM before the final approach facility, fix or point (FAF, FAP).
C
fid
on
Basic facilities: (BALS)
en
Intermediate facilities: (IALS)
Nil facilities: (NALS)
Comprising runway markings, 720 m or more of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Light must be ON. Comprising runway markings, 420 719 m of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Light must be ON. Comprising runway markings, 420 m of HI/MI approach lights, any length of approach lights, runway edges lights, threshold lights and runway end lights. Light must be ON. Comprising runway markings, runway edge lights, threshold lights, runway end lights or no lights at all.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Lighting and Marking Facilities: Full facilities: (FALS)
B. ILS CAT I OPERATION Precision approach shall not be continued when conditions are below the specified operating minima. The following is applicable to operations with a DA not less than 200 feet HAT and a visibility is not less than 800 m or not less than applicable RVR (Cat C aircraft: 550m; Cat D aircraft: 600m). 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: Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 12
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
Amended CAT I OCA/H An official CAT I OCA/H can be raised by NOTAM. The revised OCA (or OCH + threshold elevation) must be compared with the prescribed DA. Higher value will then be a new DA. RVR requirements Nil If RVR is reported, the TDZ RVR is governing. Initiation of the approach An ILS CAT I approach may be commenced until Final Approach Point (FAP) if the ILS CAT I minima are published on the approach chart.
Applicability of general visibility If the aircraft already pass the Final Approach Point (FAP), then the subsequent weather report gives visibility conditions below the minima, the approach may be continued down the Decision Altitude/ Decision Height (DA/DH).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Continuation of the approach until reaching DA Applicability of RVR In order to avoid unnecessary go-around due to fluctuations of RVR around the minimum value, an ILS CAT I approach may be continued to 500 feet HAT, irrespective of reported deterioration of RVR below the required minimum. If at 500 feet HAT or any time thereafter down to the applicable DA, the TDZ RVR and /or any additional RVR along that runway drop below its minimum, make go-around.
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. Required Visual Reference The Pilot shall not continue an approach below DA unless at least one of the following elements is distinctly visible and identifiable to the pilot: Elements of the approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. Threshold, threshold marking, threshold lights or threshold identification lights, The runway end identifier lights,
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 13
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Visual approach slope indicator, Touch down zone or touch down zone markings, TDZ lights, The runway or runway markings, RL (Runway (edge) Lights),
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C. ILS CAT II OPERATION Precision approach shall not be continued when conditions are below the specified operating minima. The following is capable to operations down to 100 feet DH and a TDZ RVR not less than 350 m.
on
fid
en
Components-out ILS localizer, glide path and OM and all required visual aids as published on the relevant approach chart, including HIRL and runway end lights, must be serviceable and in operation.
C
If the OM is reported inoperative, it may be substituted by one of the following 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. Amended CAT II OCH An officially raised CAT II OCH to a value in excess of 100 feet above the threshold of the relevant run way, precludes a CAT II approach to that runway unless an adjusted RA setting height has been published in the ROM, or supplement. Any change of a CAT II OCH below 100ft HAT, does not restrict CAT II operations. RVR requirements TDZ RVR is at or better than 350 m and one additional RVR of at least 175 m. Initiation of the approach
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 14
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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; Continuation of the approach until reaching DH If the aircraft already pass the Final Approach Point (FAP), then the subsequent weather report gives visibility conditions below the minima, the approach may be continued down the Decision Height (DH). Application of decision height Level flight after reaching DH is prohibited. At or before reaching the decision height the decision must be made either to continue the approach to land or to go around.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Required Visual Reference The Pilot shall not continue an approach below DH unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: Three consecutive lights being the center line of the approach lights, Touch down zone lights, Centerline Light or Runway (edge) Light, Or a combination of the above.
on
fid
The visual reference must include a lateral element of the ground pattern (i.e. an approach lighting crossbar, landing threshold, a barrette of the TDZ lighting).
C
Descent below DH Descent below DH is allowed when: The required visual reference is obtained and can be maintained; and The captain is convinced that a safe landing and 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 at any time after descent below DH the captain is no longer convinced that a safe landing and rollout can be made, go-around. D. ILS CAT IIIA OPERATION The following is applicable to operations below 100 feet DH and a TDZ RVR not less than 200 m. 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: Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 15
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Locator beacon on centerline between FAP and 2 NM from touch down. DME, provided equivalent DME distance is indicated on the approach chart. PAR.
There is no components-out table for CAT IIIA operations. Amended CAT IIIA OCH If a CAT IIIA OCH has been officially raised by NOTAM, a CAT IIIA approach to that runway is prohibited unless it has been confirmed and clearly stated in the OM-C or supplement that obstacle free zone, required for CAT IIIA operations, is not affected. RVR requirements TDZ RVR is at or better than 200 m and two additional RVR’s of least 175 m.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Initiation of the approach An ILS CAT IIIA approach may be commenced until Final Approach Point (FAP) if: The ILS CAT IIIA 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, runway end lights and taxiway center lights to mark the runway exit point, are serviceable and in operation. Cross and tailwind components are within limits according to relevant FCOM.
C
on
fid
Continuation of the approach until reaching DH If the aircraft already pass the Final Approach Point (FAP), then the subsequent weather report gives visibility conditions below the minima, the approach may be continued down the Decision Height (DH). 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. Required Visual Reference For CAT IIIA and CAT IIIB operations either with fail passive flight control systems, the Pilot shall not continue an approach below DH unless visual reference of one of the following elements for the intended runway is distinctly visible and identifiable to the pilot: At least 3 consecutive lights being the centerline of the approach lights, TDZ, CL or RL, Or a combination of the above. For CAT IIIB operations conducted either with fail-operational flight control systems or with fail-operational hybrid landing system (comprising e.g. a
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 16
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Continuation of the approach Flight crewmember shall not continue non-precision approach when conditions are below the specified operating minima unless the required weather and visibility minima for continuation of approach are fulfilled;
fid
en
Constant Angle Non Precision Approach (CANPA) or Continuous Descent Final Approach (CDFA) shall be applied as primary method, unless local procedure dictates otherwise.
C
on
The following is applicable to operations with a MDA not less than 250 feet HAA or HAT and a visibility or RVR not less than 1200 m. Components-out If the navigation facility or facilities on which the instrument approach procedure is based is or are inoperative or not flight checked, or if the approach light system serving the landing runway is reported out of service, the published landing minima must be raised according the components-out table. 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. Initiation of the approach A non-precision approach may be commenced until 1000 feet above the aerodrome if: the minima are published on the approach chart;
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 17
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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. Continuation of the approach until reaching the MDA If a subsequent weather report gives weather conditions below those, which permit the initiation of the approach, the approach may be continued down to the prescribed MDA.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Required Visual Reference The Pilot shall not continue an approach below MDA unless at least one of the following elements is distinctly visible and identifiable to the Pilot: Elements of the approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. Threshold, threshold marking, threshold lights or threshold identification lights, The runway end identifier lights, Visual approach slope indicator, Touch down zone or touch down zone markings, TDZ lights, RL (Runway (edge) Lights),
C
on
Level Flight on MDA 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 circling versus aircraft category. Refer to OM-A Chapter 9.5.1-07.F. Descent below the MDA Descent below the MDA is allowed when: the required visual reference is obtained and can be maintained; the aircraft is in position for normal landing at a normal rate of descent using normal maneuvers and will allow touchdown to occur within to the touchdown zone of the intended landing runway. If any time after descent below MDA, the captain is no longer convinced that a safe landing and roll-out can be made, go around. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 18
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 1000 feet 5 km
Circling minima
tia Y F 20 os or l C 19 fir op a -0 / y 206
Ceiling Visibility
fid
en
Lowest Circling Minima Minimum obstacle clearance The lowest circling minima (See OM-A Chapter 9.5.1-07.E, nonprecision approach)
C
on
If the circling approaches include portion of joining downwind in the circuit, the following minima shall be applied:
Category B Category C & D
500 feet / 1.6 km 400 feet
Category C
600 feet / 2.4 km
Category D
700 feet / 3.6 km
Category C
600 feet / 4.0 km
Category D
1000 feet / 5.0 km
Note: Disregard the lower charted minimums on GA approach chart published by Jeppesen. Precision approaches Standard Aircraft Type CAT II/III Landing Minima: CAT III Fail Passive
CAT II
Aircraft Type DH CRJ1000 / ATR72-600
A
B/C
DH
N/A
B 737800/-8
A
CAT III Fail Operational
B/C
DH
N/A
A
B/C
CAT IIIB+DH Fail Operational DH
A
B/C
CAT IIIB no DH Fail Operational A/B/C
N/A
A330200/300
100
350
175
50
200
200
50
200
200
B777 -300ER
100
350
175
-
-
-
-
-
-
N/A
N/A
-
-
Legend: DH in feet above threshold (HAT). For RA, see approach chart. RVR in m. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 19
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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. Lowest Allowable CAT I / PAR Landing Minima: Lighting and Marking Facilities / RVR
HAT
Full
Intermediate
Basic
Nil (1)
200 – 209 feet
550 m
700 m
800 m
1000 m
210 – 250 feet
600 m
700 m
800 m
1000 m
251 – 300 feet
650 m
800 m
900 m
1200 m
en
C
on
The above values are either reported TDZ RVR/VIS, or VIS converted to RVR. Tables applied to approaches with a maximum GP Angle of 4º For DA : see approach chart
fid
tia Y F 20 os or l C 19 fir op a -0 / y 206
800 m 900 m 1000 m 1200 m 300 feet and above (1) For night landings, at least runway edge lights, threshold lights and runway end lights must be on.
Lowest Allowable Non-Precision Approach Minima RVR minima Lighting and Marking Facilities / RVR
HAT
Full
(feet)
(1)
Intermediate Cat D
Basic Cat C
Cat D
Nil (1)
Cat C
Cat D
Cat C
Cat C
Cat D
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
450 – 649
1200 m 1600 m
1600 m 1800 m 1800 m 2000 m 2000 m 2000 m
650 and above
1400 m 1800 m
1800 m 2000 m 2000 m 2000 m 2000 m 2000 m
2000 m
For night landings, at least runway edge lights, threshold lights and runway end lights must be on.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 20
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 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
300 feet
tia Y F 20 os or l C 19 fir op a -0 / y 206
LLZ
08. PLANNING MINIMA FOR ALTERNATES (including en route alternates)
C
on
fid
en
A. GENERAL The alternate minima apply only in the flight planning phase. When flight diverts to an alternate airport, that airport becomes the new destination, and consequently the published or prescribed landing minima apply. Alternate minima are established to provide an extra margin for weather deterioration during the flight. B. THE BASIC STANDARD ALTERNATE MINIMA FOR FLIGHT PLANNING Alternate minima are applied only when selecting and nominating an aerodrome as an alternate for flight planning. These minima are established to provide an extra margin for weather deterioration. The under mentioned increments shall be added to the prescribed minima for the approach procedure to be used. Category of operation
Forecasted for the period from 1 hour before to 1 hour after ETA Lowest ceiling
Minimum visibility
ILS CAT IIIA
Not authorized
Not authorized
ILS CAT II
Add 300 feet to publish RA.
Minimum 1200 m
ILS CAT I
Add 300 feet to prescribed HAT
Non-precision
Add 300 feet to prescribed HAA
Add 600 m to prescribed Visibility
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 21
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
If no instrument approach procedure has been published for the alternate airport, or the approach aid concerned is reported unserviceable, the forecast for the alternate airport must be at least: visibility 10 km or more; No cloud below the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.) and no cumulonimbus. No precipitation, thunderstorm, shallow fog or drifting snow. 09. TABLES Table I a The Effect of HAT or HAA on Visibility Minimum (Visibility in meters)
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
HAT or HAA (feet) 250-400 401-500 501-600 601-670 671-740 741-810 811-880 881-950 951 or above
Without Approach Lighting Cat B & C HAT or HAA (feet) 1600 m 250-341 2000 m 342-426 2400 m 427-511 2800 m 512-600 3200 m 601-670 3600 m 671-740 4000 m 741-810 4400 m 811-880 4800 m 881 or above
Cat D 1600 m 2000 m 2400 m 2800 m 3200 m 3600 m 4000 m 4400 m 4800 m
C
on
Note: If the Missed Approach Point (MAP) is more than 3200 m from the runway, the required visibility shall be at least 3200m but not less than the visibility specified above. If Radar Control terminates more than 1NM before the runway the visibility will be the distance from the Radar termination point to the runway. Table I b The Effect of Facility Distance on Visibility Minimum (Visibility in meters) VOR, LOCALIZER, ASR, NDB, DF, DME arc. Without Approach Lighting Distance (NM) Cat B & C Cat D
0-10
Over 10-15
Over 15-20
Over 20-25
Over 25-30
1600 m 1600 m
1600 m 2000 m
2000 m 2400 m
2400 m 2800 m
2400 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:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 22
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
When visibility without approach lights obtained from Table I a and I b is Higher than 1600 m, visibility reduction permitted for 720 m HIALS as shown in table II When visibility without approach lights obtained from Table I a and I b is 1600 m and less, Visibility reduction permitted down to values shown in table III Table II
All Approaches (except NDB, DF)
AIRCRAFT CAT B & C CAT D
NDB and DF Approaches
by 800 m to not less than 1200 m By 800 m to not less than 1600 m *
By 400 m to not less than 1600 m
* To not less than 1200 m for LOC + MM (or DME) + FAF Table III STANDARD STRAIGHT-IN MINIMUM PRECISION APPROACH ILS or PAR
Lowest HAT
DH 200
DH 250
DH 250
RVR m
VIS m
RVR m
VIS m
RVR m
VIS m
B&C
550
800
720
800
720
800
D
600
800
720
800
1200
1200
B&C
720
800
720
800
720
800
D
720
800
720
800
1200
1200
1200
1200
1200
1200
1200
1200
C
on
fid
Full facilities Intermediate facilities
ILS MM Out
Aircraft CAT
en
Available lighting system
ILS with Offset LLZ (max 3º)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Approach Facilities
ALL
Nil Facilities
Full ILS normally includes LIZ, GS, OM (or FAF), MM (or DME) Approach Facilities
LLZ + MM or DME + OM or FAF
LLZ, VOR, ASR, PAR Azimuth only
NDB, DF
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 system Full facilities Intermediate facilities Nil facilities
Aircraft CAT
RVR m
VIS m
RVR m
VIS m
RVR m
VIS m
B&C
720
800
720
800
1200
1200
D
1200
1200
1500
1600
1500
1600
B&C
1200
1200
1200
1200
1200
1200
D
1500
1600
1500
1600
1500
1600
ALL
1500
1600
1500
1600
1500
1600
Note: Lights or lighting systems not mentioned above will give no credit for visibility reduction. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 23
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
10. RAISING OF WEATHER MINIMA A. GENERAL Published landing minima on Garuda Indonesia approach charts are based on full operation of all components and visual aids associated with the particular instrument approach procedure being used. If the actual condition differs from those printed on the approach charts e.g. inoperative ground component or visual aids, or if the aircraft has certain deficiencies, the published landing minima may be affected. If one or more components or visual aids are inoperative or not used, the published landing minima should be raised to the minimum values listed on the “components-out-table” as prescribed minima. The corrections for aids not being operative are not being operative are not accumulative. The higher of the applicable values shall be used. If the related airborne equipment for a ground component is inoperative, the increased minima applicable values shall be used.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Runway edge lighting, adequate for visual guidance, is required for night operations. When the facility providing course guidance is inoperative, the procedure is not authorized (ILS, localizer, SRE and / or VOR). If the ILS reported to be “on test”, “unreliable”, or “not monitored”, the whole system must be considered unserviceable.
on
fid
en
If the facility is reported “Overdue’, or “Ground Checked Only”, refer to component out table.
C
B. CORRECTIONS TO THE PUBLISHED WEATHER MINIMA ILS CAT II and CAT IIIA Minima All components of both the ground and airborne equipment and all visual aids must be serviceable and operational. If a component or aid is inoperative, or any failure of an airborne system requires extra attention during approach or landing, a CAT II or CAT IIIA operation is precluded. Minima for ILS CAT I, PAR, and non-precision approaches Unserviceable aircraft equipment, not directly related to the approach and landing aids, but nevertheless hampering aircraft stability or handling, may necessitate raising of weather minima. Such cases and weather minima are covered in the FCOM for the aircraft type concerned. When the ground equipment is “ground checked only”, the relative landing minima should be raised as shown on the “components-out-table”.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 24
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 / MDA increased with:
Inoperative aid
VIS / RVR = not lower than:
ILS CAT I Localizer GP OM * MM Approach lights** HIRL RCLL TDZL GP ground check only LLZ ground check only ILS on test
Procedure not authorized ILS no GP minima apply 50 feet 1200 m 50 feet 1200 m 0 feet
Approach Lights
0 feet
fid
No FAF Approach lights LLZ ground check only LLZ on test
en
ILS no G P
on
NDB+FAF
C
No FAF Approach lights VOR / NDB ground check only VOR / NDB on test
SRE
tia Y F 20 os or l C 19 fir op a -0 / y 206
PAR
VOR+FAF
1200 m
800 m (CAT D); 600 m 0 feet (CAT C) ILS no GP minima apply ILS no GP minima apply, add 400 m to published VIS Procedure not authorized
VOR
NDB
Approach lights VOR / NDB ground check only VOR / NDB on test
1600 m
0 feet 0 feet
Procedure not authorized Published + 600 m Published + 400 m Procedure not authorized
0 feet 0 feet
Procedure not authorized Published + 600 m Published + 400 m Procedure not authorized
0 feet 0 feet
Published + 600 m Published + 400 m Procedure not authorized
Alternate minima for flight planning: to obtain alternate minima apply increments to prescribe minima above. *) Substitute for OM: Locator beacon on the centerline between FAP and 2 NM from touch down: PAR, or SRE (ILS CAT I only), or DME provided equivalent DME distance is indicated on the approach chart. **) When DA is above 200 feet HAT, raise published VIS / RVR with 600 m.
For aircraft system
: See FCOM
For temperature below standard
: See altitude correction table in OM-A Chapter 9.5.1-06.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 25
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Table 2. For ILS CAT II and CAT IIIA Failed or Downgraded Equipment ILS stand-by transmitter Outer Marker Middle Marker TDZ RVR assessment system Midpoint or Rollout RVR Anemometer for runway in use Ceilometer
Effect on Landing Minimums CAT IIIA CAT II Not allowed No effect No effect if replaced by published equivalent position No effect May be temporarily replaced with Midpoint RVR if approved by the State of the Aerodrome. RVR may be reported by human observation. No effect No effect if other ground source available No effect Not allowed for operations with DH > 50ft
Approach Lights
tia Y F 20 os or l C 19 fir op a -0 / y 206
Approach lights except the last 210m Approach lights except the last 420m Standby power for approach lights Whole runway light system
Centerline lights CL lights spacing increased to 30m
No effect
Not allowed2
No effect
No effect3
No effect
en
fid
on
C
Edge lights
Not allowed1
Not allowed Day only Night: Not allowed
Day: RVR 300m
Day: RVR 300m Night: RVR 550m
No effect
No effect
Day: RVR 300m Night: RVR 550m
TDZ lights Standby power for runway lights
Not allowed
Taxiway light system Other than Standard CAT II: No effect. than Standard CAT II: No effect. 3 Other than Standard CAT II: No effect. 1
No effect - except delays due to reduced movement rate
2 Other
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 26
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
11. WEATHER LIMITATION FOR FLIGHT PORTION CONDUCTED UNDER VFR A. Takeoff and Landing Weather Minimums for VFR: No pilot may takeoff or lands an airplane under VFR for day operations when the reported ceiling or visibility is less than 1,000-foot ceiling and 5 km visibility in mountainous area or if there is obstacle around take off path. No Pilot may land an airplane under VFR for day operations when the reported ceiling or visibility is less than 1,000-foot ceiling and 5 km visibility unless the runway inside. B. Basic VFR Weather Minimum
tia Y F 20 os or l C 19 fir op a -0 / y 206
Airspace Flight Visibility Class A Not applicable* Class B 8 km above 10.000 feet 5 km below 10.000 feet Class C 8 km above 10.000 feet 5 km below 10.000 feet 8 km above 10.000 feet 5 km below 10.000 feet
Class E
8 km above 10.000 feet 5 km below 10.000 feet
fid
en
Class D
8 km above 10.000 feet and 5 km below 10.000 feet. The higher of: 3000 feet AMSL 5 km, or 1000 feet AGL in sight Class G 8 km above 10.000 feet and 5 km below 10.000 feet. The higher of: 3000 feet AMSL 5 km, or 1000 feet AGL in sight * Class A Airspace must be operated under IFR
C
on
Class F
Distance from Clouds Not applicable* Clear of clouds 1,000 feet above 1,000 feet above 1,500 meters horizontal 1,000 feet above 1,000 feet above 1,500 meters horizontal 1,000 feet above 1,000 feet above 1,500 meters horizontal 1,000 feet above 1,000 feet above 1,500 meters horizontal Clear of clouds 1,000 feet above 1,000 feet above 1,500 meters horizontal Clear of clouds
No person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet. No person may takeoff or land an aircraft, or enter the traffic pattern of an airport, under VFR, within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport 1) Unless ground visibility at that airport is at least 5 km; or 2) If ground visibility is not reported at that airport, unless flight visibility during landing or takeoff, or while operating in the traffic pattern is at least 5 km. An aircraft operating at the base altitude of a Class E airspace area is considered to be within the airspace directly below that area.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 27
OM – A
9.5.2
9.
OPERATING PROCEDURES
9.5
WEATHER
APPLICATION FOR FLIGHT PLANNING 01. INTRODUCTION The policies as specified below are illustrated by examples. In these examinations it is assumed for destination, the descent limit is 200 feet HAT and the minimum visibility 600 m; while for alternate the minimum are, 500 feet ceiling and 1200 m visibility. 02. PROB ABBREVIATIONS FOR “PROBABILITY” PROB followed by a percentage (rounded to the nearest ten) indicates the probability that a certain change or value will occur. A probability of an alternative value or change of 50 per cent or more should not be considered a probability but instead should be indicated, as necessary, by use of the change indicators “BECMG” or “TEMPO” or by subdivision of the validity period using the abbreviation “FM”. The probability group should not be used to qualify the change indicator “BCMG” nor the time indicator “FM”.
tia Y F 20 os or l C 19 fir op a -0 / y 206
03. PROB 40 CONDITIONS If the weather forecast with change indicator of PROB 40 or more, deterioration to below minima for the period of the ETA at Destination and/or Destination-Alternate should be considered.
on
fid
en
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 40, for assessing adequate airport usability, that weather may be disregarded.
C
Examples for airport with minima of 800 m visibility: Forecast from 1200 to 2100: VAR/05, visibility 500 m, fog. This forecast is below limits during the entire period from 1200 to 2100. Forecast from 1200 to 2100: VAR/05, visibility 1200, PROB 40 500 m, fog. This forecast is also below limits for Destination and/or Destination-Alternate during the entire period 1200 to 2100. Forecast from 1200 to 2100: VAR/05, visibility 1200 m, PROB 30 500 m, fog. This forecast is above limits during the entire period 1200 to 2100. Forecast from 1200 to 2100: VAR/05, visibility 1200 m, PROB 40 1000 m, mist. This forecast is above limits as destination aerodrome but is below limits as destination-alternate aerodrome. Forecast from 1200 to 2100: VAR/05, visibility 500 m, PROB 30 1500 m, fog. This forecast is below limits during the entire period 1200 to 2100. Note: 500 m, PROB 40 1500 m may also be read as: 1500 m, PROB 60 500 m.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 28
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In other word, during the BECMG period, the worst condition is always counted for flight planning purposes.
fid
en
If the actual weather reports indicate that the required landing limits have been 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 be considered above minima for flight planning purposes.
C
on
Example: * Forecast from 1200 to 2100: VAR/05, visibility 500 m, BECMG FM1700TL1900 1500 m, sky clear. This forecast shall be considered below limits up to 1900 and above limits after 1900 05. TEMPO and INTER
TEMPO When variations from the forecast mean conditions are expected to last for periods of 30 minutes or more but less than 60 minutes in each instance and which, the aggregate, are not expected to cover more than half the given period. 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 29
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Showery type’ of weather. The aerodrome, as destination, may be considered above minima during the TEMPO/INTER period. The use of such aerodrome as alternate should be avoided. If this is impracticable, e.g. due to high fuel uplift to other alternates, extra holding fuel must be considered. Other than showery types of weather, the aerodrome should be considered below minima during the TEMPO/INTER period. Improvement from conditions below to conditions above minima. The aerodrome should be considered below minima during the TEMPO/INTER period. 06. FM abbreviations for “FROM” It is used to indicate self-contained time periods within the overall validity period during which certain conditions prevail.
tia Y F 20 os or l C 19 fir op a -0 / y 206
07. PROB, TEMPO/INTER, improvement In case where a weather improvement from conditions below to conditions above minima at or near ETA is expressed as a PROB or TEMPO/INTER variation, the aerodrome shall be considered below limits for flight planning purposes.
C
on
fid
en
Examples: Forecast from 1200 to 2100: VAR/05, visibility 400 m, PROB 40, 1500 m. This forecast shall be considered below limits. Forecast from 1200 to 2100: VAR/05, visibility 400 m, TEMPO 1500 m. This forecast is below limits. 08. TREND FORECAST The above policies also apply to TREND FORCAST (TTF). Where available, the TREND FORCAST overrules the “aerodrome forecast” (TAF/TAFOR). The validity period is normally less than three hours.
9.5.3
LOW VISIBILITY PROCEDURE A. GENERAL When LVPs are to be initiated depends from aerodrome to aerodrome and local conditions and available facilities. The flight crewmembers must be properly qualified prior to commencing a LVTO or a CATT II / III approach. The proper information about the LVPs must be received from ATC before commencing these operations. The following points are included in LVP:
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 30
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
en
B. LOW VISIBILITY TAXI In order to enhance taxiing capabilities and reduce the potential for runway and taxiway incursions in low visibility conditions, many improvements have been made in signage, lighting, and markings.
C
on
fid
In addition to these improvements, Surface Movement Guidance and Control System, more commonly known as SMGCS (pronounced SMIGS"), requires a low visibility taxi plan for any airport which has takeoff or landing operations with less than 350m (1,200 feet) RVR conditions. This plan affects both air crew and vehicle operators. 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).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 31
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Operations below RVR 175 m (600 feet) For operations below RVR 175 m (600 feet), a predetermined taxi route must be used from the landing runway to the ramp. These taxi plans are more detailed and involve not only operations on the airport surface but also in the non-movement areas such as ramps and gates. C. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS) (1) SMGCS Procedures and Charts The pilot will find these approved procedures on the specific SMGCS airport chart. These procedures should be included in the approach briefing when any CAT III approach is anticipated. It is necessary to review some of the lighting and markings which will be found at various airports as part of their individual SMGCS plans. All airports do not have all of these features. For information concerning a particular airport refer to that airport's SMGCS chart or Low Visibility Procedures located on the airport chart.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Movement Area For purposes of reference, "Movement area" is defined as any part of the airport utilized for taxiing, takeoff and landing of aircraft, exclusive of aprons and aircraft parking areas. Specific approval for entry onto a movement area must be obtained from ATC. "Non-movement area" refers to taxiways and apron areas not under the control of ATC.
C
on
fid
Features A brief detail of SMGCS features is listed below but SMGCS airports may not have all of these features. For additional SMGCS information refer to the Aeronautical Information Manual or the particular airport's SMGCS Low Visibility Taxi Route chart. Stop bar Lights Stop bars are required at intersections of an illuminated (centerline lighted) taxiway and an active runway for operations less than 175m (600 feet) RVR. However, where stop bars are installed, they will be operated up to RVR 350 m (1200 feet). These lights consist of a row of red unidirectional, in-pavement lights installed along the holding position marking. When extinguished by the controller, they confirm clearance for the pilot or vehicle operator to enter the runway. Controlled stop bars operate in conjunction with green centerline lead-on lights, which extend from the stop bar location onto the runway.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 32
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Graphic depictions of normal operation of stop bars include: When ATC issues a clearance to the pilot to enter the runway they activate a timer. This action causes the red stop bar to be extinguished and the green lead-on lights to illuminate. (Refer to figure 1)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Figure 1
After traveling approximately 150 feet beyond the stop bar, the aircraft or 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 and the sensor (Figure 2) This protects the runway against inadvertent entry by a trailing aircraft or vehicle.
C
on
fid
en
Figure 2
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 33
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
The aircraft then activates another sensor at approximately 300 feet which extinguishes the remaining lead-on lights. (Refer to figure 3)
Figure 3
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 "off."(Refer to figure 4)
C
on
fid
en
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).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 34
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Runway Guard Lights Runway guard lights, either elevated (a pair on both sides) or in-pavement (a row across the entire taxiway), will be installed at all taxiways which provide access to an active runway. They consist of alternately flashing yellow lights. These lights are used to denote both the presence of an active runway and identify the location of a runway holding position marking Taxiway Centerline Lighting
Taxiway Centerline lights guide ground traffic under low visibility conditions and during darkness. These lights consist of green in-pavement lights. After landing and proceeding down the runway to the point of exit, the pilot will pick up the taxiway centerline light running parallel to the runway centerline lights and will follow them off the active runway. These lights will alternate amber and green to indicate to the pilot that the aircraft is still within the ILS critical area. When the taxiway centerline lights change to all green, this indicates that the aircraft is moving out of the critical area.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Geographic Position Markings ATC and pilots will verify the position of aircraft and vehicles using geographic 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 black and white circle and be designated with a number, a letter, or both.
C
on
fid
en
Clearance bar Lights Three yellow in-pavement clearance bar lights will be used to denote holding positions for aircraft and vehicles. When used for hold points, they are colocated with geographic position markings. (2) SMGCS Plan Implementation
ATC The Tower will implement the SMGCS plan based upon an evaluation of current and anticipated weather conditions. When it is determined that the weather will drop below RVR 350 m (1200 feet) but not below RVR 175 m (600 feet), they will set up the appropriate lighting configurations and notify the airport manager. Most airports do not restrict taxiway usage at this point. However, it is imperative that the airport specific SMGCS chart be reviewed for any restriction or special procedures applicable for operations below RVR 350 m (1200 feet) to RVR 600.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 35
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 airport chart, making all requested reports to Tower or Ground as indicated. Notify the Tower if visibility allows the aircraft to continue to taxi on its own or if a "follow me" vehicle will be required. Depending upon the situation, continue to the ramp area or hold in position for the "follow-me" vehicle. On reaching the non-movement area, establish communication with the appropriate company personnel and follow their instructions. Note: It may be necessary to have crossing guards close an airport service road until the aircraft has crossed. The pilot may request to be towed in or a follow-me vehicle to the gate. The ramp procedures will be listed on the individual airport chart. These SMGCS procedures have been established to authorize those aircraft so certificated to land with RVR as low as RVR 100 m (300 feet) and then continue to the gate when visibility is restricted. It is imperative that a full review of individual airport procedures and appropriate briefings be included whenever these procedures are implemented D. LOW VISIBILITY TAKEOFF A Low Visibility Takeoff is a takeoff when the RVR of a runway is less than 400 m. It is very important that a pilot shall not conduct LVTO when the RVR is below the limit for lower than standard take off minima in OM-A Chapter 9.5.1-06. Prior to starting the takeoff, the RVR/VIS in the takeoff direction must be equal to or better than the applicable minima and the weather at the airport and the condition of the runway intended to be used shall not prevent safe operation. Prior to commencing a Low Visibility Takeoff, the status of the visual and non-visual aids must be sufficient.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 36
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 with additional RVR at or above minimum, it is allowed to taxi-out to the runway. However, take off is not allowed if the observed visual range at the beginning of the runway is less than the prescribed minimum.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
Procedural Consideration: Check takeoff alternate (availability, weather condition satisfied) Use all navigation aids to assist runway tracking. Lost visibility during takeoff roll: Below and up to 100 Knots : Reject takeoff Above 100 Knots : Continue takeoff Divergence on takeoff roll: PM Call : STEER LEFT/RIGHT PF Response : CORRECTING. 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
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 37
9.
OPERATING PROCEDURES
9.5
WEATHER
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 38
OM – A
9.6
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
FLIGHT PLANS For all Garuda Indonesia flights, the flight plan for the sector to be flown shall be prepared by flight dispatch on departure station, under the responsibility of the licensed Flight Operations Officer. Station may issue operational flight plan for flight departing from other airports (this is called remote flight planning). The Flight Operations Officer at the remote station shall, where necessary, update the operational flight plan according to the latest available information, and be sure that PIC is in possession of the following additional information: the latest meteorological information the latest NOTAMs a copy of the ATC flight plan
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The law requires that a flight shall not be commenced until the PIC has satisfied himself that: The aircraft is airworthy. The instruments, equipment, and documents for the particular aircraft and type of operation to be under taken are, on board and in good order. The Aircraft Maintenance Log and the maintenance release certificate are completed and signed. All available information appropriate to the intended operation, including all available current weather reports and forecast, indicate that the flight can be completed as planned. The load to be carried is distributed and secured in accordance with pertinent instructions and safety regulations. The flight can be conducted safety in accordance with the operating limitations as laid down in this manual and in the FCOM The flight plan has been completed The usable fuel required is on board the aircraft and sufficient to complete the planned flight safely To indicate that all items mentioned above have been checked, the Pilot in Command is required to sign the dispatch release, which constitutes the following statement printed on the flight plan: “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.”
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
9.6.1
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
OPERATIONAL FLIGHT PLAN A. GENERAL Except local flight(s), all other flights must be provided with a company flight plan. The Operational Flight Plan shall be prepared within 3 (three) hours prior to ETD for better accuracy of performance, weight and balance calculation and weather prognosis (weather prognosis is updated every 6 hours). Note: For routes flown by aircraft ATR72-600, the flight plan shall be prepared within 4.5 (four and a half) hours prior to ETD. The operational flight plan shall be prepared in two-fold: one copy for the flight crew use on board; one copy (signed by the PIC) shall be kept by the company Flight Operation Officer/ Flight Dispatcher or its designated representative at the departure airport to be retained on file; The Operational Flight Plan shall be placed to be easily accessible to the flight crewmember for immediate correction or modification of estimates when required.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When it is not possible to deposit a copy of the flight plan with Garuda Indonesia or its representative, the copy shall be left with the aerodrome authority or on record in a suitable place at the point of departure.
fid
en
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.
C
on
B. FLIGHT PLAN LOGGING The flight crewmember shall regularly check and records on the Operational Flight Plan, the fuel status and the time over waypoints. The logged flight plan shall be signed by the PIC after completion of the flight. C. NO COMPUTER FLIGHT PLAN AVAILABLE When normally a computer flight plan is delivered, and at the last moment this flight plan is not received by station concerned (e.g. due to computer outage or communication failure), the most recent computer flight plan in file at that station, that was made out via the desired route, may be copied. This flight plan copy must be updated with the latest available data from the Metoffice (winds and temperature aloft, forecasts destination, alternates, en-route alternate, etc.), estimated ZFW, aircraft type, cruise system, flight levels, NOTAMs, etc. In case of a manually created flight plan for such a stretch is necessary, the navigation data from the most recent computer flight plan via the desired route, can be used.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.6.2
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
ATC FLIGHT PLAN Garuda Indonesia requires all commercial flights shall be conducted under an IFR Flight Plan and in accordance with an IFR clearance. However, when certain portions of a commercial flight is authorized to be conducted under VFR, provided procedures that describe how an IFR clearance is to be obtained and/or cancelled. If the whole Flight Plan is submitted under IFR, the IFR flight plan must not be canceled. No clearance, requiring to maintain own separation and to remain in VMC for the cruise portion of the flight in IFR, shall be accepted. For limited portions of climb, descent and approach an exception may be made by day, when non-acceptance of such clearance would result in unacceptable fuel penalties or delays, provided:
a. Filing ATC Flight Plan
tia Y F 20 os or l C 19 fir op a -0 / y 206
Weather conditions are such that flight in uninterrupted VMC is possible throughout such portion of flight. Effective radar service is available. “Known Traffic” information is provided by appropriate ATS unit and can be assessed by PIC relative to his own flight. Separation from other traffic involved i.e. either close to relevant procedural separation standards or such traffic is in sight and positively identified.
fid
en
Prior to operating a flight, FOO shall verify that the relevant information contained in the OFP (IFR flight plan for the entire flight or Composite Flight Plan) is consistent with the Air Traffic Services (ATS) flight plan and submitted to ATC.
on
Change to the (filed) flight plan shall be notified as soon as practicable.
C
In the event of the delay 30 minutes or more in excess of the estimated off-block time for controlled flight, the flight plan should be amended or a new flight plan submitted with the cancellation of the old flight plan. The flight plan may be submitted for each flight individually or for routine flight on a respective basis. The distinction between the types of flight plan by “not stored” (repetitive flight plan). Individual flight plans must be submitted to ATC at least 30 minutes prior to departure, depending on local or regional regulations. Note: Composite Flight Plan is Flight plans which specify VFR operation for one portion of a flight, and IFR for another portion of flight vice versa. In some countries submission of the flight plan is required three hours or more in advance when Air Traffic Flight Management (ATFM) measures are in force on the intended routing. Notify ATC about early or delayed departure in excess of 30 minutes. Notification of flow control delays is not required.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
b. Repetitive Flight Plan Certain states and airlines, mainly in Europe, use the term Repetitive Flight Plan (RPL), where ATC flight plans for schedule line flights are stored by all ATC units concerned, and therefore need not be filed or transmitted as for individual flights. RPL lists are kept by JKTOGWGA submitted to the appropriate states, and are kept up date for permanent changes. The validity period is the entire winter or summer schedule. Note: As a policy RPL’s are normally submitted for flight for which standard routing(s) and flight level(s) can be established. This will limit RPL’s to flights up to approximately 3.00 hours block time. The RPL is based on the following criteria: time are off-block times (UTC) and total elapse times; cruising speeds (TAS) are rounded-off to the nearest 5 Knots; cruising level(s) and routing as selected for prevailing conditions (on the company flight plan both cruising levels and routing may be optimized for forecast condition).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Incidental changes Changes of route, line number, aerodrome of departure and/or destination This requires cancellation of the stored flight plan for the day, followed by submission of an individual ATC flight plan. Change of aircraft type, speed and/or cruising level This requires notification at the ATC unit at the aerodrome of departure as soon as possible and not later than 30 minutes before departure, with the exception that change of cruising level alone may be notified by radiotelephony on initial contact with aerodrome control tower.
Delayed flights Expected delays, other than ATC, of 30 minutes or more in excess of the estimated off-block time shall be reported in due time to the ATC unit of the aerodrome. Failure of this action may result in cancellation of the stored flight plan by one or more ATC units concerned.
Early departures Early departures should be reported to the ATC units as soon as new ETD is known.
Extra flights An individual ATC flight plan shall be filed for all extra flights.
Cancellation of the flight When a flight is canceled, the ATC unit responsible for the departure aerodrome shall be informed in due time to cancel the stored flight plan concerned.
C
on
fid
en
Note: RPL’s within Europe, for any flight conducted on the 25th December with departures between 00.00 UTC are not in force., consequently individual ATC flight plans have to be filed for flights during that period.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
9.6.3
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
COMPUTER FLIGHT PLAN The NavTech, computer flight plans (CFP) are retrieved from NavTech Data Plan. The processing in the computer deals with the handling of: Navigational data Aircraft (performance) data ATC and company data Meteorological data NavTech utilizes meteorological data, which are provided by both the (US) National Weather Service and (UK) National Weather Bureau. These weather (observation) data are transmitted twice daily giving the wind and temperature for the 850, 700, 500, 400, 300, 250 and 200 mbar levels and the tropopause height, and are broadcast to NavTech users (dispatch office) through SITA telex as can be seen in the following example: QD CGKONGA . PAOJD7X 030515 PAOJD7X ATTN NAVTECH USERS
RGDS DATAPLAN OPS
on
The 0000 UTC observation available at approximately 0600Z. 1200Z, 1800Z and next day’s 0000Z and 0600Z prognostics. The 1200 UTC observation is available at approximately 1800Z, the next day’s 0000Z, 0600Z, 1200Z and 1800Z prognostics.
C
fid
REQUEST NO. 2501
en
END OF NAVTECH DATAPLAN
tia Y F 20 os or l C 19 fir op a -0 / y 206
PLEASE BE ADVISED THAT THE MAY 03 /0000Z WIND PROGS ARE NOW ONLINE.
Note: NavTech does not display in detail the prognostic time used, the PROGS 021200Z printed on the CFP simply shows date and observation time. Each prognostic is therefore available twice in the system, based on different observation times. For flight planning calculation and track selection, NavTech also applies the term “rolling progs”. The system selects the PROG based on the ETD and the planned duration of the flight. For each phase of the flight the most appropriate prognostic is selected. In the transition period between subsequent prognostics, interpolated data is used. In case of (considerable) delays, a new CFP with the revised ETD should be produced.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
The flight plan is divided into six parts: Part One : free formatted data generated by the dispatcher. Part Two : CFP parameters, fuel and weight calculation. Part Three : navigational and meteorological data and fuel calculation. Part Four : alternate data Part Five : ICAO/ATC flight plan. Part Six : Equi-time points (ETPs) and drift-down summary explanation. The following information is given by referring to the sample CFP. 01. PART ONE OF THE CFP Normally dispatchers use this part to inform crewmembers of operational messages pertaining to the flight, such as: ETD/ETA/Flight Time, number of (booked) passengers, estimated load, etc. ZCZC 014 130431 MAY 94 QD HDQOSGA .PAOJDGA 130426 PAOJD7X PLZ HOLD FOR PICKUP. DO NOT DESTROY
tia Y F 20 os or l C 19 fir op a -0 / y 206
----------a
b
PLAN 7159
Part One Group 1
TO
EHAM
d
e
f
477Q
LRC/F
IFR
05/13/94
fid
en
LOWW
c
C
on
Group 1 a) The number of CFP generated by NavTech up to time of request. b) Origin and destination always presented in ICAO/4-letter code. c) Generic aircraft type as stored in the database, in this case A330-200 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.
a
b
NONSTOP COMPUTED 0419Z
c
ETD 0755Z
Part One Group 2 d e f
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 Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
141821 mean : prognosis issued date 14 at 1800Z, validity 21 hours 141824 mean : prognosis issued date 14 at 1800Z, validity 24 hours d) Prognosis source: UKM (UK Met Office), NWS (US National Weather Services) e) Aircraft registration f) Applicable weight unit 02. PART TWO OF THE CFP
a
Part Two Group 3
GARUDA INDONESIA CFP
CORR
ENDUR
047743 002515 002885 006581 059724 000000 001475 001500 000000 062699 001200 063899
.. .. .. .. .. .. .. .. .. .. .. ..
06:34 00:24 00:30 00:58 08:26 00:00 00:15 00:14 00:00 08:55
fid
on
C
.. .. .. .. .. .. .. .. .. .. .. ..
Part two Group 4
TRIPF INCL +0.0PCT HIGH CONS RES HLDG ALTN RJGG REQ ETOPS XTRA CONTINGENCY TANKERING OPERATIONAL XTRA TKOF TAXI BLOCK FUEL REM .. ..
en
FUEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
Group 3 CFP heading
08:55
Group 4 Contains fuel calculation as specified by OM-A and, or, associated FCOM.
Part two Group 5 ARR DEP FLT
.. .. .. .. .. ..
TDN A/B AIR
.. .. .. .. .. ..
Group 5 Time value to be inserted by flight crewmember.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS Part two Group 6
FUEL BURN ADJUSMENT FOR 1000KGS INCR/DECR IN TOW : 0044KGS/039KGS
Group 6 Average incremental increase/decrease of fuel burn per 1000 Kg of TOW change.
en
a
tia Y F 20 os or l C 19 fir op a -0 / y 206
Group 7 Summaries of cruise, flight time, and initial flight level as a result of 5000 kg weight change in the calculated/estimated TOW.
C
on
fid
FLT NBR GA804
Group 8 a) valid flight number b) date/month year
b
Part Two Group 8
DTE13/05/94
a
b
c
EZF 191796
PLD 020000
ELW 208286
Part two Group 9 d ETW 223413
CRZ LRC
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 Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 8
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
b) estimated landing weight c) cruise system 03. PART THREE OF THE CFP
Part Three Group 22 DIST ETP1 LOWW/EDDF 0166/0170 N4859.4E01237.2 ETP2 EDDF/EHAM 0110/0116 ///N5148.0E00747.4
W/C P000/P004
CFR 00000
FOB 24150
EXC 24150
TIME TO ETP / ALT 00.28/00.00
M004/P019
00000
19040
19040
01.02/00.00
Group 22
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
b
c
d
ETO
TIM
AWY
WPT/FRQ
e
f
g
h
i
j
k
TTK
DST
TAS
FLV
TD/TP
FBO
PFRM
fid
en
a
Part Three Group 10
on
Group 10
C
Group 10 a) estimated time over a checkpoint b) elapsed time between checkpoints c) this may contain selected SID, airway, ATS route, direct route and selected STAR d) checkpoint name, top of climb/descent, ETPs, or VOR or NDB identification and its frequency if coincides with a check point. Note: The first and the last points always indicate points of departure and arrival’s 4letter code followed by their published aerodrome elevation and ARP’s coordinates where a point coincides with a FIR boundary it will be followed by/F e) f) g) h) i)
true (T) track between two points distance between two points true air speed indicates level changes i.e. climb, cruise level and descent indicates deviation from ISA (M-minus P-plus) and tropopause height (x 1000 feet) j) accumulated fuel burn off value up to a particular point k) planned fuel remaining
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Part Three Group 11 a
b
c
d
e
f
g
ATO
TIM
COORD
MTK
TTL
G/S
GMA
h WIND
i
j
ABO
AFRM
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
C
on
fid
Group 12 FIR boundaries (4-letter code) crossing followed by elapsed time since departure/airborne
TRACK USED
=
R01
Part Three Group 13
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 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Group 15 the accumulated distance between Points Of Departure and Arrival
a
b
FL / AVG.TAS
350
Part Three Group 16
/ 473
M032
Part Three Group 17
fid
en
AVG COMP
tia Y F 20 os or l C 19 fir op a -0 / y 206
Group 16 a) flight level at which cruise is spent most. b) TAS at a) above
C
on
Group 17 average wind component
04. PART FOUR OF THE CFP
Part Four Group 18 GMA DIST TTK W/C FL TIME FUEL BOF 147 0283 253 M090 280 00.58 006581 RJAA JYOSO5 JYOSO Y11 JD Y88 KCC V52 CBE DCT RJGG RJFF 147 0553 257 M151 380 01.45 011687 RJAA KZE2 KZE Y50 DARTS Y60 HABAR Y602 IWC Y28 CLIPA V28 ACTIE Y28 DGC DCT RJFF
RJGG
Group 18 depending on dispatcher’s entry this may contain one or more alternate data, fuel value does not include 30’ holding at alternate
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Part four Group 19 ETO TIM ATO TIM
AWY
ALTERNATE DATA TTK DIS TAS FLV MTK TTL G/S GMA
WPT/FRQ COORD
TD /TP WIND
FBO ABO
PFRM AFRM
JYOSO5 35450N140230E 185T N3545.0E14023.0 192M
001 249 0001 224
CLB 047
CLB/CLB 01323 144032
014833
0001 0001
JYOSO5 35440N140240E 141T N3544.0E14024.0 148M
001 249 0002 217
CLB 047
CLB/CLB 01504 144032
014652
0002 0003
JYOSO5 ASPEN N3534.9E14030.5
150T 157M
011 262 0013 242
CLB 047
CLB/CLB 02229 178022
013927
0001 0004
JYOSO5 AD6R1 N3531.0E14033.3
150T 157M
004 269 0017 254
060 047
M07/44 182017
02331
013825
0002 0006
JYOSO5 AD16X N3526.9E14024.9
239T 246M
008 269 0025 259
060 047
M07/44 182017
02508
013648
0002 0008
JYOSO5 AD16W N3533.4E14020.2
330T 337M
008 269 0033 283
060 047
M07/44 182017
02660
013496
0003 0011
JYOSO5 ATAGO N3547.0E14015.8
345T 352M
014 268 0047 285
060 047
M09/41 192020
02941
013215
0003 0014
JYOSO5 TOADS N3602.8E14010.2
344T 351M
016 267 0063 285
060 090
M10/39 200022
03269
012887
0005 0019
JYOSO5 JYOSO N3616.8E13951.2
312T 319M
021 267 0084 275
060 108
M10/39 200022
03698
012458
0002 0021
Y11 JD 389 N3629.2E13951.8
002T 009M
012 331 0096 348
CLB 108
CLB/CLB 04462 239035
011694
0002 0023
Y88 AKAGI N3623.5E13941.9
234T 241M
010 407 0106 351
CLB 108
CLB/CLB 04995 256059
011161
0002 0025
Y88 TOC N3613.0E13924.1
234T 241M
018 458 0124 379
CLB 108
CLB/CLB 05756 262085
010400
0001 0026
Y88 GYODA N3609.8E13918.7
234T 241M
005 425 0129 340
280 108
P00/39 266096
010303
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
0000 0000
05853
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Y88 KINPU N3557.3E13845.1
245T 252M
030 425 0159 335
280 147
P00/39 266095
06395
009761
0001 0033
Y88 CHINO N3553.1E13833.9
245T 252M
010 425 0169 335
280 147
P00/39 266095
06577
009579
0005 0038
Y88 TOD N3541.3E13803.2
245T 252M
028 424 0197 332
280 147
P00/39 266097
07078
009078
0001 0039
Y88 TENRU N3540.2E13800.4
245T 252M
002 481 0199 391
DSC 147
DSC/DSC 07084 266095
009072
0001 0040
Y88 SENJO N3536.0E13748.7
246T 253M
011 464 0210 378
DSC 147
DSC/DSC 07118 264090
009038
0004 0044
Y88 NAKTU N3528.0E13727.8
245T 252M
019 428 0229 358
DSC 128
DSC/DSC 07191 263072
008965
0002 0046
Y88 SWING N3523.4E13715.5
245T 252M
011 389 0240 345
DSC 128
DSC/DSC 07236 250045
008920
0004 0050
Y88 KCC 114.20 N3515.9E13654.9
246T 253M
018 352 0258 318
DSC 128
DSC/DSC 07364 245033
008792
0008 0058
V52 CBE 117.80 N3451.5E13648.2
193T 200M
025 264 0283 248
DSC 128
DSC/DSC 07775 185016
008381
0000 0058
DCT RJGG N3451.5E13648.3 ELEV 00012 FT
DSC/DSC 07781 159032
008375
tia Y F 20 os or l C 19 fir op a -0 / y 206
0006 0032
090T 097M
000 249 0283 236
DSC 080
C
on
fid
en
Group 19 This line contains all flight plan data from destination to the first alternate
Part four Group 20
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. PIC SIGN
: CAPTAIN O. : .. .. ..
TAMPUBOLON
PREPARED BY: FOO YUDA /LIC- …. SIGN : .. .. .. CAPTAINS SIGNATURE FOR COMPLETION OF JOURNAL AFTER FLIGHT .. .. .. .. ..
Group 20 self-explanatory
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 13
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
05. PART FIVE OF THE CFP
Group 21 ATC flight plan in ICAO format
tia Y F 20 os or l C 19 fir op a -0 / y 206
06. PART SIX OF THE CFP In spite of NavTech’s capability in calculating ETPs and drift down summaries, this part does not normally appear in day-to-day usage. Among several factors which prevent these features from being presented are: dispatcher’ unfamiliarity with the associated input keywords to be used during transaction, the lack of time for an interface between PIC and FOO during CFP preparation in determining the diversion airport
en
NOTE: Flight plan is normally prepared 3 hours before ETD.
C
on
fid
It would be an advantage for the pilot to know that in order to enable Navtech calculate ETPs and drift down summaries [as shown on the sample CFP] the dispatcher needs only to start the CFP transaction using the following input commands/keywords : //OPT FP, DRFTX, CS/GA804
//POD LOWW/EDDF//POA EHAM
Thus NavTech will calculate a drift down summaries for GA804 from Vienna to Amsterdam based on ETP1 between Vienna and Frankfurt and ETP2 between Frankfurt and Amsterdam. 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. Note: applicable for ETOPS-CFP only
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Part Six Group 23 DRIFTDOWN SUMMARY DATA CRZTOBURNFLMSATOBURNFLMSAFOBLATLONW LRC LOWW 007296 100 072 EDDF 007328 /EDDF 005548 100 043 EHAM 005452 1LE LOWW 004165 350 072 EDDF 004271 /EDDF 002929 350 043 EHAM 002911 2LE LOWW 004724 210 072 EDDF 004912 /EDDF 003123 210 043 EHAM 003081
100 100 350 350 210 210
051 038 051 038 051 038
024145 019044 023960 018947 023960 018947
N48594 N51480 N49048 N51516 N49048 N51516
E012372 E007474 E012264 E007426 E012264 E007426
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
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Line 2 - at ETP2: diverting to EDDF requires 5548kgs of fuel continuing to EHAM requires 5452kgs of fuel Etc.
Part Six Group 24
C
on
fid
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1EO 1ED 2D ETP N15211 E121015 ETP N15284 E121015 ETP N15284 E121015 TO ETP BURN 027923 TO ETP BURN 028028 TO ETP BURN 028028 TIME 03.20 TIME 03.21 TIME 03.21 DIST 1586 DIST 1593 DIST 1593 ETP AIRPORTS ETP AIRPORTS ETP AIRPORTS WBSB ROAH WBSB ROAH WBSB ROAH TIME 01.55 01.55 TIME 02.14 02.14 TIME 02.04 02.04 RQFUEL 014408 014408 RQFUEL 017369 017369 RQFUEL 016210 016210 FL 250 250 FL 100 100 FL 100 100 DIST 0720 0749 DIST 0727 0742 DIST 0727 0742 WIND P04 P16 WIND P03 P11 WIND P03 P11 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - END OF NAVTECH DATAPLAN REQUEST NO. 7159
Group 24 This section give calculation for : engine out scenario one engine out & decompression scenario decompression only, all engine running scenario
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 15
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
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. Part two Group 4 ETOPS FLTPLN FUEL
CORR
ENDUR
041330 002144 002740 005032 051256 000000 000000 051256 000500 051756
.. .. .. .. .. .. .. .. .. ..
0730 0027 0030 0052 0919 0000 0000 0919
.. .. .. .. .. .. .. .. .. ..
tia Y F 20 os or l C 19 fir op a -0 / y 206
0919
TRIPF INCL 02. OPCT HIGH CONS RES HOLDING ALTN RJBB REQ ETOPS XTRA XTRA TKOF TAXI BLOCK FUEL REM .. ..
on
PLD 027000
C
EZF 149522
DTE
fid
FLT NBR GA880
en
Group 4 Contains fuel calculation as specified by OM-A and, or, associated FCOM
ENRT ALT SUITABLE WIII 1735/2105
Part Two Group7
03/09/03
ELW 159448
RPLL
1906/0008
ETW 200778 RJFF
CRZ M82
2208/0054
RJAA
2254/0054
MOST CRITICAL FUEL SCENARIO AT ETP 3 FUEL DEFICIT OF 00000 KGS. DIST ETP1 WIII/RPLL 0735/0768 N0334.8 E11411.4 ETP2 RPLL/RJFF 0660/0657 N2241.4 E12848.0 ETP3 RJFF/RJAA 0334/0339 *** N3111.4 E13623.4
W/C M007/P013
CFR 18107
FOB 038055
EXC 19950
TIME TO ETP/ALT 01.49/02.18
M004/M005
16036
020521
04490
05.02/02.05
M012/M004
09265
013242
03980
06.30/01.15
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 Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 16
OM – A
9.7
9. 9.7
OPERATING PROCEDURES DISPATCH RELEASE
DISPATCH RELEASE The Dispatch Release is prepared to record the requirement as stated in CASR 121. 533, 663 and 687. The flight Dispatcher shall prepare and sign the Dispatch Release, and the PIC, having agreed all the contents, countersign on the space provided indicating that the mutual agreement has been achieved between PIC and the Flight Dispatcher prior to commencing the flight. The Flight Dispatcher may delegate to sign the form, but the authority to dispatch remains within his/her jurisdiction. Garuda Indonesia uses 2 Types of dispatch release: Manual dispatch release; Computerized dispatch release;
9.7.1
MANUAL DISPATCH RELEASE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Manual Dispatch Release is used to dispatch flight from Domestic or International Departure Station as well as a backup in case of Computerized Dispatch Release is unavailable. The following is a sample of Manual Dispatch Release form.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
9. 9.7
OPERATING PROCEDURES DISPATCH RELEASE
Filling instruction (Applicable for Manual and Computerized Dispatch Release Form) 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. Composite Flight Plan is Flight plans which specify VFR operation for one portion of a flight, and IFR for another portion of flight.
Plan FOB / PIC request
Fill out flight plan required fuel on board / and as requested by PIC
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircraft Type
NOTOC/DG
C
on
Weather Information
fid
Circle as appropriate, preliminary information, especially on the carriage of Dangerous Goods. This includes a forecast or met report for departure airport, en-route and alternate airports, initial and intended destination.
Aeronautical Information
NOTAM, AIRAC, AIP etc………..
Parking stand
Fill the parking stand according the latest information from AMC.
Flight plan
Verify with existing limitation, the briefing either direct or indirect.
Aircraft status / MEL
Note and inform the PIC of the unserviceable status.
Remark
Write down Intermediate Stop (as applicable), ECON TANKING, COMPOSITE FLIGHT PLAN (VFR/IFR Flights) as applicable, and / or other relevant information.
(dd/mm/yyy) / time UTC
Date and time when the Dispatch Release is signed.
ETOPS & ETOPS Diversion Time
Circle as appropriate & If Yes circle/fill as appropriate.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
9. 9.7
OPERATING PROCEDURES DISPATCH RELEASE
En-Route / ETOPS Alternate
Write down ETOPS alternate using ICAO/IATA in sequence of order codes
Takeoff Alternate (if required)
Write down Takeoff alternate using ICAO/IATA codes
Note: The Dispatch Release may be provided at FLOPS after Flight Preparation, or latest along with Load Sheet after boarding completed. The validity of the Dispatch Release is the same with Flight Plan. If new FP is reproduced, the dispatch release is also to be reproduced. 9.7.2
COMPUTERIZED DISPATCH RELEASE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Computerized Dispatch Release is usually integrated with CFP and used to dispatch flight from Domestic or International Departure Station. The following is a sample of Computerized Dispatch Release form.
END OF 9.7
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
9.
OPERATING PROCEDURES
9.7
DISPATCH RELEASE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.8
WEIGHT AND BALANCE
9.8.1
WEIGHT DETERMINATIONS
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
A. DEFINITION Maximum Structural Taxi Weight The maximum permissible total aircraft weight Maximum Structural Takeoff Weight The maximum permissible total aircraft weight at the start of the takeoff run
Maximum Structural Landing Weight The maximum permissible total aircraft weight upon landing under normal condition.
Maximum Zero Fuel Weight The maximum permissible total aircraft weight with no usable fuel. The weight of the fuel contained in the particular tanks must be included in the zero fuel weight when it is mentioned in FCOM.
Center of Gravity The MAC (%) is defined as the percentage of the length of the Mean Aerodynamic Chord (calculated from the leading edge) to indicate the aircraft center of gravity.
tia Y F 20 os or l C 19 fir op a -0 / y 206
BW DOW ZFW LAW TOW TAW
on
fid
Airframe - Aircraft load restraint system Power plant - Version equipment Fixed equipment - Cabin equipment Standard technical - Live saving equipment equipment - Navigation equipment All fluids excl. usable fuel and - Ship papers potable water. BASIC WEIGHT Crewmember Crew Checked Baggage** Pantry in galleys Potable water DRY OPERATING WEIGHT Mail Baggage Traffic Load Cargo Passengers ZERO FUEL WEIGHT Alternate fuel Holding fuel RR fuel Take-off fuel LANDING WEIGHT Block fuel Trip fuel TAKE OFF WEIGHT Taxi fuel TAXI WEIGHT
C
-
en
Definition of the various weights and center of gravity
MAC ZFW
MAC LAW MAC TOW
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
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: : 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 age of 12 years.
Infant
: A passenger is considered an infant when the age has not reach 2 years.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Adults
C
on
fid
(a) Passenger Weight For load-sheet calculations, the following standard weight values for passengers (including non-working crew traveling as passenger) shall be used: Passenger Type Adult (male / female) Child
International (Kg)
Domestic (Kg)
80
71
35
35
Remark Include both personal effects and cabin 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. Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
2) Crewmembers (a) Crew Weight For determination of the Dry Operating Weight (DOW), the following standard crew weight shall be used: Crew Type
International / Domestic (Kg)
Flight Crew Member
80
Flight Attendant
70
Remark Include personal effects and Carry on/Cabin Baggage
(b) Crew Checked Baggage International / Domestic (Kg)
More than two days flight assignment
30 kg per crewmember
STANDARD LOAD SHEET Load sheet is a written form of evidence, indicating all weight and balance aspect has been properly set prior to each flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.8.2
PID
C
on
fid
en
Three load sheet forms are in use depending on the type of aircraft and nature of the flights. Computer load sheets have minor variations in lay out: A load sheet produced by a computer system. An ACAR load sheet produced by a computer system and sent by data-link. A manual load sheet form refer to Appendix E WBM MZ-TD-06. It is provided in the aircraft navigation bag or may be printed out from an update soft copy; Ground staff at departure station will prepare the load sheet. When no Garuda Indonesia qualified staff (or representative) is available, it shall be completed by a crewmember and checked by the PIC. The spare skeleton sheet form is available in the document envelope in the cockpit. The load message contains information required for the handling at the next station. On manual load sheet form, it consists of the shaded portions. On computer load sheet they are printed on the lower part. One copy of the load sheet shall be retained with Garuda or its agent at the departure airport. (a) Load-sheet Items and Method of Calculation (1) Heading Crew specification, where the first figure indicates the number of cockpit crew, the next two digits indicate the number of flight attendants. This number shall include the supernumerary crew and active crew occupying a passenger seat (enlarge crew), but shall not include extra crew traveling as passenger.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
(2) Methods of Preparation of Weight and Balance Calculations The load planning stage consist of three steps: Weight Check. Estimate aircraft weight shall not exceed the maximum structural limited weight and the performance limited weight. Estimate traffic load shall not exceed the allowable traffic load. Volume Check and Load Distribution. The distribution of the load shall be made taking into consideration maximum weights and volumes for the various part of the aircraft.
Balance Check.
For calculation of loaded index and MAC (%), an operational envelope is established. The operational envelope is the certified envelope curtailed with respect to the following items: In flight movement of passenger and crewmembers. Passenger seating variations. Cargo loading variation. Fuel density variation based on standard SG of 0.793 kg/l. Potable water movement. Re-seating after takeoff. Unaccounted modifications.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
(3) Procedure for Preparation and Acceptance of Weight and Balance Calculations.
C
on
fid
The load control procedures are based on the following principles: Control system must ensure compatibility of all figures on load sheet with corresponding actual loading of the aircraft. The control system shall comprise four functions: Completion of the Loading Instruction Report and the Load Sheet. Supervision of actual loading of the aircraft in accordance with the Loading Instruction Report. Checking of actual load reported on the Loading Instruction Report with the Load Sheet. Completion of remaining applicable loading reports.
The load planning functions must be performed or supervised by qualified personnel.
(4) Balance and Seating Conditions. The Basic Index will be shown if the operating weight calculation is based on the Basic Weight instead of DOW Seating condition specification of the number of passenger, infant not included, per cabin section on which the balance calculation has been based. Crew will be shown if the operating weight calculation has been based on the basic weight instead of the DOW. The passenger distribution will be in accordance with the seats allocated to the passenger. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
Re-seating of passengers is only allowed after takeoff. Computer load sheet may show system messages concerning the balance conditions. The “TRIM BY SEAT ROW “means that the computer calculated the center of gravity shift for each individual seat row.
(5) Last Minute Changes Last minute changes (LMC) must be shown on the load sheet The effect of weight and balance must be calculated by load control service. (b) ACARS Load Sheet Procedures [OPEN] (c) Load Sheet Check Ground staff who is completing or checking the load sheet shall have a valid qualification to act as Load Control Officer. He shall insert his name in the box “ Prepared by “ and sign prior delivering to aircraft. At stations where remote printing take place, he is allowed to delegate in signing the load sheet, but the responsibility remains.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The load-sheet will be checked and countersigned by the PIC after verifying the following items: Airplane registration. Crew composition Date, Departure and Destinations airport Compare the value of adjusted DOW and adjusted DOI with the value of DOW and DOI Service weight adjustment (including ballast fuel) Pantry for sectors (A, E, H, I) Load distribution Trip and Total fuel on board NOTOC and its description, if any Name of load-sheeter and Captain Body weight (Dom, Int) Seat blockage for enlarge / crew rest / stretcher case. PIC shall check that all above entry are correct; data conform to the flight plan, and verify that all limitation, loading and stabilizer trim is within range prior to signature. (d) Last Minute Changes (LMC) A change in weight and/or distribution of the load shall be corrected (re-check the new C.G position in order to prevent possible out-of-trim condition) by the load control officer either by manually amending the load sheet or by issuing a new load sheet.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
Load-sheet is to be adjusted by entering the difference in LMC space, when: Type of Aircraft
Total Change of Weight
All wide body
1000 Kg or less
B737-800/-8
400 Kg or less
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. (e) Manual Load-sheet The Manual Load-sheet form is provided in the aircraft navigation bag or it may be provided by ground staff by printing out from update soft copy.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following provides guidance on completion of the Manual Load sheet. Figures for passengers and load already on board may be copied from the load sheet of the preceding station. Heading Address. : Telex address station of first intended landing. Crew. : 4(four) figured group for passenger aircraft.
Operating Weight Column Copy DOW from previous load-sheet or see Loading and Weight Index report. Insert the flight plan block fuel to complete the operating weight calculations.
Allowable Traffic Load Calculation Maximum weights for Take-off, landing, or zero fuel weight: See FCOM of aircraft type concerned, check possible performance limitations. Fuel: Add fuel figures to maximum weights. Allowed Traffic Load: subtract “the lowest allowable weight for taxi “- by calculated operating weight.
Traffic Load And Weight Distribution Indicate number of passengers per destinations and add up their weights downwards in the “totals” line. Indicate the weight of baggage, cargo and mail per destination and per compartment. In the “TR” line the weight of the transit load, copy from the preceding load sheet.
C
on
fid
en
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
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 Correct the balance conditions if affected.
END OF 9.8
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES TABLE OF CONTENT
OM – A CHAPTER 10 10.1
FUELING PROCEDURES ......................................................................................... 1
10.2
AIRCRAFT HANDLING PROCEDURES ................................................................... 1
10.3
10.2.1
FLIGHT HANDLING .................................................................................... 1
10.2.2
AIRCRAFT LOADING/UNLOADING ........................................................... 2
10.2.3
MARSHALLING HAND SIGNAL FOR AIRCRAFT ...................................... 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.3.5.2 DISABLE PASSENGERS ............................................................. 2 10.3.5.3 SICK PASSENGER / INCAPACITATED PASSENGER / STRETCHER CASE / MEDICAL OXYGEN / PASSENGER WITH ILLNESS OR INJURIES ............................................................... 3
en
10.3.5.4 EXPECTANT MOTHERS ............................................................. 3
fid
10.3.5.5 INFANTS ...................................................................................... 5
10.4
on
10.3.5.6 GENERAL GUIDELINES FOR MEDIF (MEDICAL CLEARANCE) 6 MAXIMUM NUMBER OF PASSENGERS ................................................... 6
10.3.7
SEATING REGULATIONS .......................................................................... 7
C
10.3.6
BAGGAGE HANDLING ............................................................................................. 1 10.4.1
CHECKED BAGGAGE................................................................................ 1
10.4.2
UNCHECKED BAGGAGE........................................................................... 1 10.4.2.1 CABIN BAGGAGE ........................................................................ 1 10.4.2.2 CARRY-ON ITEM ......................................................................... 2
10.5
10.6
10.4.3
SPECIAL BAGGAGE .................................................................................. 2
10.4.4
CARRY-ON BAGGAGE CONTROL PROGRAM ......................................... 2
REFUSAL .................................................................................................................. 1 10.5.1
REFUSAL OF PASSENGER ...................................................................... 1
10.5.2
REFUSAL OF BAGGAGE ........................................................................... 1
10.5.3
PROCEDURE FOR THE REFUSAL OF EMBARKATION ........................... 1
CARGO HANDLING PROCEDURES ........................................................................ 1
Operation Manual Part A – 1st Edition 14 Sep 2018
■
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES TABLE OF CONTENT
OM – A 10.6.1 10.7
CARRIAGE OF CARGO IN PASSENGER COMPARTMENTS ................... 1
SCHEDULE IRREGULARITIES ................................................................................ 1 10.7.1
SCHEDULE ALTERATIONS ENROUTE..................................................... 4
10.8
PASSENGER RELATIONS ....................................................................................... 1
10.9
DE-ICING AND ANTI-ICING ON THE GROUND ....................................................... 1 10.9.1
GENERAL ................................................................................................... 1
10.9.2
MANAGEMENT .......................................................................................... 1
10.9.3
AIRCRAFT DE-ICING/ANTI-ICING RESPONSIBILITY ............................... 2 10.9.3.1 FLIGHT PLANNING...................................................................... 3 10.9.3.2 WEATHER CONDITIONS ............................................................ 3 10.9.3.3 EFFECTS OF ICE ON THE AIRCRAFT ....................................... 5 10.9.3.4 PROCEDURES, LIMITS AND PRECAUTIONS ............................ 6 10.9.3.5 GROUND PROCEDURES.......................................................... 18
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.9.3.6 SUMMARY ................................................................................. 24
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.1 FUELING PROCEDURES
OM – A 10.1
FUELING PROCEDURES 01. FUEL TYPES Kerosene Type Garuda Indonesia standard fuel type is JET A-1. The following types are acceptable: Fuel Type
Freezing Point (Max.)
JET A-1 JET A (see note) JET A-50 RT (in Cyrillic writing ‘PT’) TS-1 (in Cyrillic writing ‘TC-1’) AVTUR JP-5 JP-8 RP-3
-
Flash Point (Min)
47C 40C 46C 55C 60C 47C 46C 47C 50C
+ 38C + 38C + 38C + 28C + 28C + 38C + 60C + 38C + 38C
tia Y F 20 os or l C 19 fir op a -0 / y 206
Notes: (1) Garuda Indonesia operations use AVTUR 50 or Jet A-1 type of fuel.
fid
No kerosene type fuel is available at that location, and Garuda Indonesia has no supply contract at that location, and The Captain is notified prior to delivery.
on
en
Wide Cut Type 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 cut type fuel can only be accepted if:
C
Wide cut type shall be marked on AFL.
02. GARUDA INDONESIA FUELING ORDER The PIC has the final decision for the amount of fuel to be carried on each flight of which it shall not be lower than minimum requirement. He will decide the total block fuel and if necessary a revised fueling order has to be made out indicating only the deviations from the original fueling order. To avoid misunderstanding about the amounts of fuel to be tanked, Garuda Indonesia fueling order, completed in triplicate shall be used as much as possible for reporting fuel figures between the parties concerned. As soon as the fuel quantities are known, preferably prior to aircraft arrival, the operations staff shall enter the fuel data according to the flight plan and payload calculations. The fuel distribution shall be entered in cooperation with the responsible engineer. The distribution of the total block fuel is checked by the engineer, and if after fueling the actual quantity become deviating from planned, the actual have to be indicated on the fueling order, wherefore the “original” and, if applicable, the “revised” fueling orders have to be signed by the engineer and returned to the operations staff (or station manager) for the load sheet and flight plan check. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.1 FUELING PROCEDURES
OM – A
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. 03. GENERAL SAFETY PRECAUTIONS Fueling operations must normally not take place inside the hangar, and person not directly involved with the handling of aircraft shall not be admitted in the fueling safety zone (FSZ) which normally extends at least 3 meters from the perimeter as defined by the aircraft’s wings, engines, and the fuel truck. The fuel truck shall be so parked that driving forward direction is possible at all times. A connected electrical power unit must be located as far as possible away from the aircraft and fuel truck, be easily moved away when necessary and not forming an obstruction to the fuel truck. If personnel are on board the aircraft, steps or boarding ramps must be placed at least on one exists.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Extinguishing equipment, consisting of 50kgs powder extinguisher and a 10kgs CO2 extinguisher, must always be available outside the aircraft in an accessible position at the edge of the fueling zone.
en
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 lighting, the navigation lights must be on and, if available, also the wing and ground flood lights.
fid
Fueling must be supervised by Garuda Indonesia qualified employed.
C
on
Fueling operations during thunderstorm is not permitted. 04. SPECIFIC SAFETY MEASURES DURING FUELING During fueling, operation of electrical switches, such as for pre-flight check, and opening or closing cargo doors should be avoided whenever possible without delaying departure, no plugs or electrical power units should be connected or disconnected. When abundant spilling of fuel occurs, the following safety measures have to be taken:
Fueling operations must be stopped at once. If fueling was done with one engine running shut down the engine. The airport fire brigade must be warned. Crewmember and station management must be informed. When passenger is on board, they must be advised to disembark immediately. Personnel not directly involved in aircraft handling, should leave the fueling zone.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.1 FUELING PROCEDURES
OM – A
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.
05. REFUELING AFTER EMBARKATION When additional fuel must be tanked after embarkation is completed, the requirement for passenger stairs or boarding ramp may be disregarded when:
All doors are closed and all slides are armed. All ground equipment is removed from the aircraft. Flight Attendant is standing by for immediate evacuation via the slides for Aircraft equipped with escape slide, and via all available exits for aircraft not equipped with escape slide. Interphone contact ground-to-cockpit is established.
The fuel truck is not located and connected at the same aircraft side as the running engine. All safety precautions must be covered
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
06. FUELING WITH ONE ENGINE RUNNING This is permitted in exceptional cases under the following conditions:
C
on
fid
Note: Before commencement of fueling ensures that this is not contrary the local regulation. For domestic flight coordinate with Pertamina. Fueling with one engine running should be avoided whenever possible. Dispatching an aircraft from home base with the known possibility of fueling with one engine running at the next station is not permitted. 07. FUELING INSIDE A HANGAR Fueling inside hangar is prohibited. END OF 10.1
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.1 FUELING PROCEDURES
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A 10.2
AIRCRAFT HANDLING PROCEDURES
10.2.1 FLIGHT HANDLING Flight handling activity is a part of operations control function at station level and is meant to: 1. Enable the flight missions determined by the company to be implemented based on safety, punctuality & regularity, customer services and profitability. The implementation of these missions among others includes initiation, diversion, continuation and termination of flight operations. 2. Plan the implementation of a safe, economical and efficient flight operation so that a certain scheduled flight can be executed on time to meet the company’s obligation to customers. 01. Commencing a Flight A flight shall not be commenced until flight preparations form and documentation have been complete. This completion certifying that the PIC is satisfied that:
C
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
the aircraft is airworthy; the standard instruments, equipment and documents, for the particular aircraft and type of operations to be undertaken, are installed and are on board & sufficient for the flight; the Aircraft Maintenance Log and the maintenance release certificate are completed and signed; the mass of the aircraft is such that the flight can be conducted safely, taking into account the conditions expected; the load to be carried is properly distributed and safely secured in accordance with relevant Garuda Indonesia instructions and safety regulations; a check has been completed indicating that the operating limitations laid down in the Garuda Indonesia OM-A & FCOM can be complied with the flight to be undertaken; The standards laid down in the OM-A relating to operational flight planning have been complied with.
on
02. Cooperation between crewmembers and Station & Services Manager A. Pilot in Command (PIC) and Station & Services Manager When the planned operation procedure is necessary to deviate, the Pilot in Command together with the Station & Services Manager will discuss the various aspects of the flight continuation. In many cases, a reasonable solution and mutual decision will be reached. If there difference opinions arise, the Pilot in Command’s decision with respect to flight technical problems will be honored by the Station & Services Manager. The Station & Services Manager will however inform the Pilot in Command of his disagreement and his obligation, to report the matter to his supervisors in accordance with his instructions. The Station & Service manager must ensure the pilot in command realize that all station personnel’s receive their instruction from the Station & Services Manager; therefore, the Pilot in Command discuss their wishes with the Station
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
& Services Manager in advance and the Station & Services Manager will instruct their staff to further avoid their incorrect explanation. B. Technical and Commercial Delays If the flight is expected to be delayed due to technical or commercial reasons, the Pilot in Command must be informed as soon as possible. The Station & Services Manager should discuss possible consequences with him. The Flight Service manager (FSM) must be informed in good time of prolonged delays to enable him to consult with the Pilot in Command and the Station & Services Manager regarding the catering schedule; whereas, if the aircraft is expected to arrive behind schedule at station where another crewmember set is taken over, the Pilot in Command should be warned immediately.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C. Telex Messages of Crewmembers on Company Matters Only the Pilot in Command is authorized to send a telex message to home base or other stations on matters relating to the service. Crewmembers must not present any telex messages to the Station & Services Manager without the order or consent of their Pilot in Command. 10.2.2 AIRCRAFT LOADING/UNLOADING Before loading, the hold or compartment shall be visually inspected by loading personnel for damage that can affect the load capacity. A qualified individual must supervise the loading of the aircraft.
C
on
fid
en
The person responsible for loading is in charge of, and responsible for, the safe and efficient loading and offloading of the aircraft as well as the protection of the goods carried. He will ensure the aircraft is loaded as specified and written in loading instructions and in a manner that satisfies weight and balance requirements.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
10.2.3 MARSHALLING HAND SIGNAL FOR AIRCRAFT Do not perform aircraft marshalling unless it is permitted by the local airport authority and you have been trained and authorized. Give marshalling hand signals from a position forward of the aircraft while facing and within view of the pilot. Use illuminated torch lights/wands to improve the visibility of the hand signals in the following situations: Insufficient apron lighting Poor visibility Night conditions When required by local Airport Authorities or regulations.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 9
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 10
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 11
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
A. Technical/Servicing Hand Signals–Ground Staff to Flight Crew
tia Y F 20 os or l C 19 fir op a -0 / y 206
Only use manual signals when verbal communication is not possible. Make sure acknowledgement is received from the flight crew on all occasions.
C
on
fid
en
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 12
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 13
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 14
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 15
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 16
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
B. Technical/Servicing Hand Signals–Flight Crew to Ground Staff
END OF 10.2
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 17
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 18
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A 10.3
PASSENGERS HANDLING
10.3.1 PASSENGER CHECK-IN The Check-in procedure designed to provide safety image and good services to customer when check in process done during passenger acceptance. Check-in may be provided at check-in counters or through self-service and off airport check-in (e.g. city check-in) and may be performed using a Departure Control System (DCS) or manually due to system failure. The screening and searching policy for security of passenger and cabin baggage is to detect any goods or property of passenger from disguising of other dangerous articles or weapon in cabin bag which possible can be used to act threat of aircraft seizure during in-flight or on ground. Any weapon dangerous article or suspect device were found during screening process will checked manually by hand by Port Authority Security Offices and the person who do not consent to the above screening process shall be denied boarding and belongings not cleared by screening shall not be placed on board.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Though, during check-in, signage required e.g. dangerous goods sign, baggage profiling sign, etc. will be displayed, it also has to be made available and displayed at the ticket sales counter as part of pre-departure activities. 10.3.2 TYPES OF CHECK-IN Garuda Indonesia provides various types of check-in:
on
fid
en
On the Airport check-in City check-in Web check-in Mobile check-in Kiosk check-in
C
10.3.3 EMBARKATION STANDARD BOARDING TIME
When there are no irregularities of the aircraft, start boarding as following: Type of Aircraft Wide Body Narrow Body
Boarding Time 30 minutes before departure 20 minutes before departure
Note: The boarding process shall not be started without PIC’s approval and the presence of at least one of the flight crewmember in flight deck. 10.3.4 DISEMBARKATION OF TRANSIT PASSENGERS AT TRANSIT STOPS A. INTRODUCTION It is the policy to allow transit passenger to disembark whenever local circumstances permit, since it is to be considered a deterioration of the service level to prohibit transit passengers to disembark during ground stops. Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
If this is not possible, 30 minutes is considered to be the maximum during which passengers can be left in their seats during a ground stop. The undermentioned general policy should be adhered to. 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 Flying time B-C
= 3 hours 45 minutes = 2 hours 45 minutes + 6 hours 30 minutes Ground time at B = 45 minutes + Total = 7 hours 15 minutes
Example II: Route A-B-C
= 2 hours 05 minutes = 3 hours 40 minutes + 5 hours 45 minutes Ground time at B = 30 minutes + Total = 6 hours 15 minutes
on
fid
en
Flying time A-B Flying time B-C
tia Y F 20 os or l C 19 fir op a -0 / y 206
Policy: passenger to disembark at intermediate station.
C
Policy: Deviation of 15 minutes allowed consequently passengers to stay on board. 10.3.5 PASSENGERS REQUIRING SPECIAL ATTENTION 10.3.5.1
UNACCOMPANIED MINOR Carriage of unaccompanied minor (UM) is permitted if a handling advice has been completed and signed by parents or guardian. The child must wear the Garuda Indonesia identification badge. At the destination station, a flight attendant shall lead the child through Custom and Immigration authorities and deliver the child into the hands of the escort. In case the escort is not present or cannot prove his identity, the Station Manager must be informed and the latter is authorized to take over the responsibility.
10.3.5.2
DISABLE PASSENGERS Disable passenger is a person who has physical or mental impairment, disability or coordination of such nature that the individual may need assistance of another person to move expeditiously to an exit in an emergency situation, such as
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
incapacitated passenger, sick passenger, passenger with medical disorder, person with disability, etc. Disable passengers may not be seated in the emergency exit seat. Maximum disable passengers and/or unaccompanied minor (UM) accepted on board the aircraft is 10% of seating configuration from total aircraft capacity used on that flight., rounded down to the next lower number in the case of fraction. See OM-A appendix 12. 10.3.5.3
SICK PASSENGER / INCAPACITATED PASSENGER / STRETCHER CASE / MEDICAL OXYGEN / PASSENGER WITH ILLNESS OR INJURIES In the event where medical attention is required, such as the need for oxygen administration and /or medical escort, carriage of sick passengers (including stretcher case) is allowed after permission has been granted by Garuda Indonesia Medical Department (JKTIHFGA) and must be accompanied by MEDIF (Part 1 and Part 2) and FOI. The procedure for inquiry is either via local Garuda Indonesia representatives, or direct addressed to:
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
GARUDA SENTRA MEDIKA Bagian Kesehatan Penerbangan Jl. Angkasa I Blok B 15 No.1 Kemayoran, Jakarta 10620-Indonesia Phone : 62 21 4241000 (Working Hour) ext. 6136 or 6103 Phone: 62 21 25601565 (Outside of Working Hour) Fax : 62 21 4245809/4245604
fid
Garuda Indonesia does not accommodate stretcher case in regular flights, it can only be accepted in Hajj and Charter Flights using wide body aircraft.
C
on
Transporting Medical Oxygen other than during use in the aircraft cabin shall be treated as Dangerous Goods, and it is the duty of a Station Manager to ensure that the accompanying doctor is familiar with its operations. 10.3.5.4
EXPECTANT MOTHERS
In general, expectant mothers are allowed for traveling with Garuda Indonesia according to condition and duration of each pregnancy. Carriage of expectant mothers under 32 weeks pregnancy in normal health no complication is allowed when accompanied by Statement Letter/ FOI. In this period of pregnancy, when expectant mother is not in a good health and/or with complication, MEDIF (Part 1 and Part 2) is also required. Carriage of expectant mothers in 32 – 36 weeks pregnancy either in normal or complicated pregnancy is allowed when accompanied by Statement Letter/ FOI and MEDIF (Part 1 and Part 2).
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
Expectant mothers of more than 36 weeks pregnancy is not accepted for traveling with Garuda Indonesia. DURATION OF PREGANCY
RESTRICTION
MEDIF 1
MEDIF 2
STATEMENT LETTER OF RELEASE/ FORM OF INDEMNITY (FOI)
APPROVAL FROM GSM/ JKTIH
SINGLE PREGNANCY, NORMAL HEALTH, NO COMPLICATION *)
UNDER 32 WEEKS
NO
NO
NO
YES
NOT REQUIRED
MULTIPLE PREGNANCY, NORMAL HEALTH, NO COMPLICATION *)
UNDER 32 WEEKS
NO
NO
NO
YES
NOT REQUIRED
PREGNANCY WITH COMPLICATION
UNDER 32 WEEKS
YES
YES **)
YES **)
YES
REQUIRED
PREGNANCY WITH COMPLICATION
32 - 36 WEEKS
ALL CATEGORIES
MORE THAN 36 WEEKS
YES
en
32 - 36 WEEKS
C
on
fid
SINGLE PREGNANCY, MULTIPLE NORMAL HEALTH, NO COMPLICATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
CATEGORY
YES
YES **)
YES **)
YES
REQUIRED
YES **)
YES **)
YES
REQUIRED
NOT ACCEPTED FOR AIR TRAVEL
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A 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.
ABOVE 7 DAYS – UNDER 2 YEARS OLD 2 – 7 DAYS OLD AFTER BIRTH
C
NEW BORN BABY
on
fid
INFANTS *)
MEDIF I
MEDIF II
STATEMENT LETTER OF RELEASE/ FORM OF INDEMNITY (FOI)
APPROVAL FROM GSM/ JKTIH
NO
NO
NO
NO
NOT REQUIRED
NO
YES **)
YES **)
YES
REQUIRED
NO
YES **)
YES **)
YES
REQUIRED
RESTRICTION
AGE
en
CATEGORY
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
PREMATURE BABY
2 – 7 DAYS OLD AFTER BIRTH
NEW BORN BABY
UNDER 48 HOURS AFTER BIRTH
NOT ACCEPTED FOR AIR TRAVEL
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 environment.
on
fid
en
MEDIF is not required for: Disability passenger/ person with disability Elderly passengers who may request the use of a wheelchair because of their age or because they are unable to walk. Passengers who recover at least 3 months after suffer a stroke.
C
Note: If the passenger does not include any of the above categories, but an doubt exist, MEDIF should be obtained 10.3.6 MAXIMUM NUMBER OF PASSENGERS
01. MAXIMUM SEAT OCCUPATION The maximum number of passenger permitted to be on board an aircraft is dictated by: The number of passenger seats The number and type of emergency exists 02. INFANTS AND CHILDREN SEATS 1) Infants (children under the age of 2 years at the beginning of their outward journey) shall be placed on the seat where the seat row is provided with extra oxygen mask. 2) The totals of infant (children under the age of 2 years at the beginning of their outward journey) that can be carried are 10% of the seat configuration. Refer OM-B2 for exact number of infant life vest on board, and OM-A Chapter 16.3.2 and Chapter 10.3.5.5 for additional information. 3) An approved seat must be available for each person on board the airplane who has reached his / her second birthday. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 used by each person on board.
C
on
fid
en
02. EXIT SEATING REGULATION 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 exit-seating regulation are in each seat pocket for each passenger seated in an exit seat. Proper pre-flight screening is essential to help ensure the passenger can meet these responsibilities. Definition of an Exit Seat
Each seat having direct access to an exit, and Each seat in a row of seats through which passengers would have to pass to gain access to an exit, from the first seat inboard of the exit to the first aisle inboard of the exit.
A passenger seat having “direct access” means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction (i.e. partition/bulkhead). Flight Attendant Duties Regarding Exit Seating During pre-flight, Flight Attendant must ensure that there is one Exit Seat Safety Card Supplement and Passenger Safety Information Card for Each exit seat. The FSM/FA-1 must ensure appropriate announcements are made (see PA Section). On open seating flight prescreening has not been accomplished, a visual and verbal assessment must be completed by a flight attendant prior to the boarding door closing. Verbal assessment should include the passenger’s response in English indicating the responsibilities in the Exit Seat Safety Card Supplement
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
and Passenger Safety Information Card Supplement and Passenger Safety Information Card are understood. If a passenger relocated to an empty exit seat during flight and remains there for landing, ensure the passenger is briefed/assessed. (See Exit Seat Passenger Assessment/Briefing).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda Indonesia Must Advise Passenger Seated In Exit Seat That They May Be Called Upon To Perform The Following Functions: Locate the emergency exit; Recognize the emergency exit opening mechanism; Understand the Instructions for operating the emergency exit; Operate the emergency exit; Assess whether opening the emergency exit will increase the hazards to which passengers may be exposed; Follow oral directions and hand signals given by a crewmember; Stow or secure emergency exit door so that it will not impede use of the exit; Assess the condition of an escape slide, activate the slide, and stabilize the slide after deployment to assist others in getting off the slide; Pass expeditiously through the emergency exit; and Assess, select, and follow a safe path away from the emergency exit.
C
on
fid
en
A Passenger May Not Seat in an Exit Seat, if: a. The person lacks of sufficient mobility, or b. The person lacks of strength, or c. The person having lacks of the dexterity in both arms and hands, and both legs to: Reach upward, sideways, and downward to the location of the emergency exit and exit slide-operating mechanisms; Grasp and push, pull, turn, otherwise manipulate those mechanisms; Push, shove, pull or otherwise open emergency exits; 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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A 10.4
BAGGAGE HANDLING
10.4.1 CHECKED BAGGAGE Checked baggage (also called registered baggage) comprises articles which are weighed and carried in the baggage or cargo compartment of the aircraft. They are not accessible to the passengers during the flight. These articles are labeled with special baggage tags showing the station of arrival and a serial number. A portion of this tag is attached to the passenger’s ticket for identification purposes only and must as a rule be surrendered at the station of arrival. Garuda Indonesia has imposed a strict ruling to ensure that each single piece of item or baggage checked-in does not exceed 70 lbs/ 32 kg. 10.4.2 UNCHECKED BAGGAGE Unchecked baggage is put into the overhead compartment or under the seat, according to interior arrangement of the aircraft cabin. Unchecked baggage is subject to screening according to table below: Screening phase Airport Location check in position
Visual check by agent Verbal Communication
Secondary
gate position
Baggage Test Unit (BTU) Visual check by agent
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Primary
CABIN BAGGAGE
fid
10.4.2.1
Screening Conditions
C
on
Articles carried in the passenger cabin subject to the passenger’s own supervision and responsibility. These articles are labeled. Cabin baggage may only comprise those articles which are suitable to be carried in the passenger cabin. Size limitation for cabin baggage are as follow: Aircraft B737-800/-8 A330-300 A330-200 B777-300ER CRJ-1000 ATR72-600
Cabin Class
Piece
Dimension
Weight
1
56 x 36 x 23 cm OR not exceed 115 cm linear
7 Kg
1
41 x 34 x 17 cm OR not exceed 92 cm linear
7 Kg
All Class
All Class
Note: Special regulations apply for the transportation of fragile, bulky, valuable and diplomatic baggage in the passenger cabin. Check baggage and uncheck baggage must be presented at the same time when check-in
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A 10.4.2.2
CARRY-ON ITEM Items carried free of charge in the passenger cabin subject to the passengers own supervision and responsibility. These articles are not labeled. Carry-on Item which may be carried in addition to the free baggage allowance as:
Laptop a hand bag, a pocket book or purse an overcoat, wrap or blanket an umbrella or walking stick a small camera and / or a pair of binoculars a reasonable amount of reading matters for in flight infant-carrying basket or bassinet a full collapsible wheelchair or a pair of crutches for passenger use provided that he is dependent upon them.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: Carry-on baggage allowance must include Duty Free Purchases. Soft-sided garment bags are acceptable as carry-on baggage as long as the bag meets the carry-on baggage allowable dimension. 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 depended upon.
on
10.4.3 SPECIAL BAGGAGE
fid
en
A visual assessment of the customer’s carry-on baggage by the check-in agent shall be the primary determination to either accept or refuse carry-on baggage.
C
Detail policy and procedure of Special Baggage see OM-A Chapter 21.
10.4.4 CARRY-ON BAGGAGE CONTROL PROGRAM
A. Policy Garuda Indonesia safety policy ensures an organizational and cultural framework for compliance with all rules and regulations governing the safety operation of an aircraft. Customers expect to use our services with the assurance of their safety and security being at the core of the protection. The Carry-on Baggage Control Program is intended to meet or exceeds the cabin safety requirement pursuant to the Aeronautics Act. The program is designed for protection of customers and crewmembers from: 1) Improperly stowed items dislodging and striking passenger and crewmember when abrupt aircraft deceleration or attitudinal changes occurs. 2) Obstruction of rapid passenger egress in otherwise survivable impacts resulting from improperly stowed items.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
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.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 during takeoff, periods of inflight turbulence and landing. 4) That may cause injury to passengers in the event of turbulence or an emergency may only be stowed in an overhead rack if equipped with an approved restraining devices or doors.
fid
C. Responsibility for Acceptance
C
on
Airport staff The Check-in Staff is responsible to know the criteria, and implement the procedures for acceptance and refusal of carry-on baggage when checking in. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 complete and sufficient information increases customer’s perception of reliability, and build trust.
en
Our Corporate Safety Policy is an integral part of our service strategy and as such is a core aspect of service reliability. Our goal is to assist our customers in experiencing value and receive benefits for the burdens endured.
C
on
fid
The quality of personal interaction with the customer is essential to achieve customer satisfaction. Therefore the following means are provided: 1) Safety massages on ticket folders, flyers, boarding pass. 2) Posting of carry-on baggage allowance in a visible manner at check in location and boarding gate. 3) Test unit at check-in and gate location. 4) Gate and on board announcement. 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:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
“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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
F. STANDBY PASSENGER CARRY-ON BAGGAGE Standby passengers are subject to the same restrictions as regular customers. To facilitate assessment by the gate staff, the following applies:
fid
en
Check-in staff 1) Assist status of carry-on baggage 2) Inform customer of conditions for acceptance. 3) Take passengers check baggage and provide a baggage receipt.
C
on
Gate staff 1) Assess carry-on baggage. 2) Advise passenger to try the test unit if bag size is questionable. 3) If bag must be check, provide the passenger with bag receipt. 4) Advice ground handler. G. ONBOARD STOWAGE OF PASSENGER CARRY-ON BAGGAGE Carry-on baggage must be stowed under the passenger seat or in an approved overhead bin or otherwise approved storage unit. As a rule, the heavier pieces should be stowed under the seat and the lighter items in the overhead bin. Alcoholic beverage bottles etc. must be stowed under the seat. Exception to the above is addressed under handling of fragile / unusual items below. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
Alcoholic beverages may not be offered to the following passengers: Garuda Indonesia deadheading crew wearing the uniform. Person appearing to be intoxicated. Prisoner and their escorting officers. Person known to have access to a deadly or dangerous weapon while onboard the aircraft. I.
CREW BAGGAGE STOWAGE, LOCATION AND PROCEDURE. Crew baggage is governed by the same restrictions as specified for passengers. The locations that are designated as crew baggage stowage are cargo compartment, bulk, or the overhead bin.
J. HANDLING OF FRAGILE / UNUSUAL ITEMS Seat Loaded Items In some circumstances, very fragile, oversized or valuable musical instruments may be carried in the cabin, secured to a passenger seat.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
For transport, the following procedures must be followed: 1) Must have a boarding pass for the item, 2) The passenger must travel with the item, 3) Item must be secured with a seatbelt and extension belt if required for taxi, takeoff, in flight and landing, to a passenger seat. 4) Seat must be in the upright and locked position for takeoff and landing. 5) Item must be secured at a window seat. 6) Item must not be placed at exit row. 7) Item must not block aisle access. 8) Item must not block ordinance signs from passenger view. 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 Gate Staff must: 1) 2) 3) 4)
Determine space availability. Advise FA-1 and conform onboard acceptance. Advise customer of status. If on board acceptance is denied, advice Ground Handler staff, the customer, and produce limited release tag to be carried in the cargo compartment.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
The Flight Attendant must assist customer with the safe stowage of an article in an approved stowage area. Flexible Travel Cane Carried by blind individuals must be stowed under any series of connected passenger seat in the same row if the cane does not protrude in to an isle and if the cane is flat on the floor, or between a non-emergency exit window seat and the fuselage if the cane is flat on the floor, or beneath any two non-emergency exit window seat if the cane is flat on the floor, or any other method approved by DKPPU.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 10.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.4 BAGGAGE HANDLING
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.5 REFUSAL
OM – A
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.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.5.2 REFUSAL OF BAGGAGE Garuda Indonesia will not accept: Any baggage for transportation which is likely to endanger the aircraft, person or properties, or which is likely to be damaged by carriage or which is unsuitably packed. Any single piece of packed baggage more than 32 Kgs (70 lbs). Any consequences arose due to this refusal Garuda Indonesia will not bear any responsibilities.
C
on
10.5.3 PROCEDURE FOR THE REFUSAL OF EMBARKATION The Pilot in Command has the authority to refuse the carriage of any person if, in his/her opinion, the person might: Cause discomfort or make himself objectionable to other passengers; Involve any hazard/risk to himself or to other persons, to property or to the aircraft; He fails to observe instructions of the crewmember. However the authority to refuse embarkation to person obviously under the influence of drugs does not apply to persons who are subject to such condition following emergency medical treatment after commencement of the flight, or to persons under medical care accompanied by personnel trained for that purpose. Whenever it becomes necessary to remove a passenger from an aircraft, the flight crew must inform Garuda Station Officer who, in turn, must take the necessary actions, considering assistance of local law enforcement officers and including offloading procedures of his baggage. Passengers who have been refused embarkation or who have been disembarked are left with the airport authorities. All Company personnel engaged in passenger handling and loading, including other crewmembers, handling agents and check-in personnel, must alert the Pilot in Command if at any time they consider that the condition of a particular passenger could jeopardize the safety of a flight. END OF 10.5 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.5 REFUSAL
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.6 CARGO HANDLING PROCEDURES
OM – A 10.6
CARGO HANDLING PROCEDURES Garuda Indonesia can accept goods, mail or Company Material for carriage, provided carriage is possible over the entire route in accordance with several requirements. Detail procedure for cargo handling refer to Cargo Handling Manual. For handling special load refer to Chapter 21 of this manual.
10.6.1 CARRIAGE OF CARGO IN PASSENGER COMPARTMENTS Not applicable in Garuda Indonesia Operations
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 10.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.6 CARGO HANDLING PROCEDURES
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A 10.7
SCHEDULE IRREGULARITIES 01. GENERAL Under certain conditions the company is allowed to take specific measures which deviate from the normal IATA regulations. These conditions are: Failure to stop at the passenger’s destination because of overflying or diversion. Lost connections (if the passenger was booked a seat on a connecting flight). Delay at departure and on arrival. Cancellation of a flight. Inability to provide previously booked seats. It is the company principle to reduce to a minimum the resulting inconveniences caused to the passengers, so as to prevent Garuda Indonesia suffering a possible loss of goodwill. It will be obvious, that the execution of this principle cannot be entirely laid down in clean-cut instructions, but that a great deal will have to be left to the exercise of sound judgment and insight of the personnel concerned.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following guideline may be useful: Always try to offer passengers satisfactory and tactful information, whilst explaining the cause of the irregularity promptly, correctly and to the point. Keep passengers informed about any decision taken thereafter, including reason and the consequences involved. The passenger should suffer the least possible discomfort, and be assisted as adequately and efficiently as possible. Passenger requiring refund can be referred to the sales office which issued the ticket. In case of a deviation from schedule involving a prolonged delay, of if the disposition of the passengers renders it desirable to do so, it may be required to entertain the passengers in some other way, e.g. by arranging sight-seeing tours etc. In arranging such entertainment all elements of competition should be avoided. Refreshments and/or meals, suitable to the time, day and season, may be offered. Dependent on the time of the day and the duration of the delay, hotel accommodation may be offered. 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: Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
Cause and expected duration of delays arising after embarkation. Apologies on behalf of Garuda Indonesia for delays that took place before embarkation.
The letter could be included in the FSM/FA-1’s welcome-on-board address.
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Should, in view of this information, a passenger express the wish to travel by other means of transport, his/her wish must be honored and complied with as far as possible.
fid
en
In case of transfer-passengers everything possible must be done to affect their original through reservation. If it is known beforehand that the connection will definitely be lost, the advisability of rerouting the passenger must be considered.
on
Crew Duties at Stations of Diversion
C
A. GARUDA AGENCY AVAILABLE If the diversion has to be made at stations where Garuda Indonesia representatives are available, the following directions apply: The PIC shall contact as soon as possible the District Manager or Station Manager, if he/she arrives at that airport outside Garuda Indonesia station personnel normal working hours. Should the aircraft arrives within the normal station working hours, then the PIC and the FSM/FA-1 should proceed to the Station Manager’s Office to formulate actions to be taken. Other cabin personnel should company the passengers to the waiting room and remain there for liaison purposes with station personnel. In coordination with the Station Manager, the PIC should inform Flight Progress Unit immediately, if the aircraft is not serviceable for turn-around, agree on ETD and in case of night stopping agree with the Station Manager on a call for decision on departure The copilot will prepare the flight plan and load sheet if necessary in view of the agreed ETD. The Copilot will arrange the refueling The Cabin Personnel should check regularly with the PIC or the Station Manager for possible revised ETD. In case of night stopping, cabin personnel should: Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
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. B. NO GARUDA AGENCY AVAILABLE If, for any reason, a landing has been to be made at an airport where no Garuda Indonesia agency is available, the PIC is responsible for the entire procedure of the handling of passengers, mail and freight.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following directives apply: The PIC shall contact as soon as possible the nearest Garuda Indonesia district Manager or Station Manager for consultation of actions to be taken. The copilot is responsible for preparing the flight plan and load sheet. The copilot will arrange for refueling and tank a basic fuel load as instructed by the PIC. The PIC shall contact forthwith the officials of the nearest post office for consultation of measures to be taken with regard to the dispatch of mail. No special measures will be taken with regard to freight and company mail, unless the informed Garuda Indonesia District Manager or Station Manager expresses explicit wises in this respect. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A 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.
10.7.1 SCHEDULE ALTERATIONS ENROUTE
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. GENERAL The following information is provided for the necessary insight into the procedures to be followed when considering a delay or diversion, whether due to weather conditions or technical or commercial reasons. The decision whether or not to delay or divert an aircraft, to which extent or to where, will be governed by some principle rules regarding the protection of reliability and economy of Garuda Indonesia’s daily operations.
on
The performance of flights in accordance with set standards for the regularity, punctuality and service adequacy of all operations, is of prime and equal importance to both the client’s demands and the company’s economics. 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.
C
fid
Within safety requirements:
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Transfer passengers. In principle no delay may accepted when transport by other services can be ensured within 6 hours. If transfer within 6 hours cannot be guaranteed, Station Manager may accept delay according to the following scheme:
en
Max. 15 minutes - if transferred passengers times distance to be flown on next stretch exceeds 10000 passenger miles.
fid
Max. 30 minutes - if more than 25000 passenger miles.
C
on
Max. 45 minutes - if more than 100000 passenger miles and resulted from joint decision by Station Manager and Flight Progress Unit.
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
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 central directions of Flight Progress Unit, if the procedure is not separately covered.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
With regard to diversion due to operational reasons, such as weather conditions, flights should divert in accordance with existing instructions.
C
on
fid
If not specified in separate instructions, flights should principally divert to the nearest alternate. This involves the least cost to the company with a view to its obligation to carry passengers immediately affected to their destination, if necessary by other means of transport. From both the majority of its customer’s and the company’s own point of 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A 10.8
PASSENGER RELATIONS PASSENGER INFORMATION ON BOARD It is the PIC’s responsibility to maintain contact with his/her passengers in order to ensure that they receive the best service possible and are kept informed about details of the flight and especially deviations from normal operation. A reduced level of passenger dissatisfaction will result if carefully formulated information is given, especially during the delays. In such situations the PIC/Station Supervisor should weigh any matters very carefully. The Public Address (PA) System is very effective service tool to use. It should be used whenever cockpit workload permits to promote greater confidence in Garuda Indonesia service. The PIC may delegate PA to the Copilot especially if this Copilot has knowledge of specific or relevant language. 01. RESPONSIBILITY FOR INFORMATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
As long as the door still open It is the duty of the Ground Personnel to inform the PIC about the delays exceeding 5 minutes. The PIC in turn will provide appropriate information for the passengers via PA personally or delegate to the Flight Attendant or Ground Staff if knowledge of local language is required.
en
In case of delayed boarding, information should be sought from the ground staff as to announcement already made to the passengers at the waiting lounge.
C
on
fid
As soon as the door are closed It is the responsibility of the PIC to inform passengers about all substantial irregularities, such as departure or approach delay, technical troubles, missed approach etc. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
03. PRESENTATION OF INFORMATION Most passengers like to be kept informed of the progress of the flight and PIC should be mindful of this. Passengers are a “Captive audience” and, as experience has shown, announcements via the PA find a mixed acceptance. Therefore, the PIC shall select length, contents and number of announcements so as to make them as pleasing as possible to those who like them and as nonirritating as possible to those who dislike them. Generally PA announcements should be made during the following phases of flight:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Prior to start when delays of 5 minutes or more occur. During prolonged periods of taxi or protected queuing periods at the holding runway. During such periods, opportunity should be taken to inform passengers of the reason of such taxi or delay and also inform them, when applicable of takeoff direction and where to look for local features during takeoff climb out. Early in the flight phase of general flight plan. This should cover such as height, routing, speed, expecting en route weather conditions, ETA at destination in local time and time check or time different where necessary. Metric units should be used whenever possible. During flight, to high light or point out interest places that are being flown. Abnormal/unusual operations that can be observed by the passengers should also be explained to them. Prior or during descent, an announcement should be made to revise the ETA, give an update local weather conditions and high light any interest places that may be observed during the approach or landing. When the “Fasten Seat Belt” sign needs to be switched on inflight to warn the passengers and crew of moderate or severe turbulence. In the event of Go-Around, passengers are usually concerned about it. They therefore ought to be informed of the reasons for Go-Around and what subsequent course of action is being taken, this will be included diversion to alternate airport.
C
It is preferable to make rather brief announcements, but to inform the passengers repeatedly. In order to avoid monotony, announcements shall be as varied as possible. The following hints might be helpful:
Refrain the distance of the microphone not more than 10 cm away from the lip Introduce yourself before the first announcements. Stick to facts, use direct and simple expressions and well-known geographical names for position reports. Do not use technical terms, which passengers might not understand. Avoid expressing opinions. Be cautious in using humor. Passengers might disagree on what is funny! Smile to the microphone.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
“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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
on
fid
en
04. PROCEDURE FOR NORMAL OPERATION At any convenient time during boarding when majority of passengers are already onboard, or after boarding completed, the PIC shall make a “Welcome Aboard” announcement and inform the passengers about flight plan, weather en route and other information deemed necessary.
C
Subsequent announcements should state additional en route information, e.g. flight progress, points of special interest, leaving/reaching coastlines on ocean flight, etc. These announcements shall normally also be made in IMC. Final announcements should be made when the destination actual weather report has been received and the traffic situation at the landing place can be better judged concerning possible arrival delays, etc. Information and explanation about the following special circumstances should comprise at least:
Anticipated turbulence, Deviations from the intended plan of operations which are of interest to the passengers.
Do not use the PA system in informing the passengers to unfasten seat belts at any time during flight.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
05. PROCEDURES FOR IRREGULAR OPERATION Suitable information should, if possible, be transmitted before passengers start impatient inquiries, but not before a sound explanation of the circumstances can be given. Information should be based on the following principles:
Reasonable and realistic statement of duration of a delay and the reason of the delay. This should first be checked with the Engineer and Station Manager when available. Once a defined time has been given, this time should in no case be extended further without informing the passengers accordingly. If no time statement can be made, the passengers should be told so in every 15 minutes. A sample announcement could take the following form: “For the time being I cannot give you any definite information but I will advise you of the expected time for departure as soon as possible. More details will be given to you (A further announcement will be made) in about half-an-hour. In the meantime please remain on board (or Garuda Indonesia offers you refreshment in the waiting lounge/restaurant)”. Upon continuation of the flight, final apologies on behalf of Garuda Indonesia should be given by the PIC and that announcement should took place before takeoff.
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
In case of prolonged delay, the PIC should inform the passengers through the Flight Attendant of all arrangements in such a way that absolutely no misunderstandings between PIC, Flight Attendant and passengers will arise.
C
on
During extended ground stays in case of irregularities, personal contact between crew, station personnel and passengers may advantageously assist in handling the situation. Changes of departure time should be transmitted to these groups as soon as practicable by the station personnel. When a diversion becomes necessary, passengers shall be informed, as soon as possible and be advised that their onward transportation or accommodations will be arranged by ground personnel. VHF/HF Transmission and/or ACARS transmissions regarding passenger connections should be made on long-haul flights when arrival time is delayed for more than 20 minutes. Such transmissions are subject to cockpit workload and are normally not made later than 30 minutes prior to estimated time of arrival. After receipt of a passenger’s message, the passenger (s) shall be informed via the Flight Attendant. If the decision is to over-fly a station for whatever reason, passengers should be informed prior to departure.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
06. BRIEFING OF PASSENGERS IN EMERGENCY Proper briefing of passengers is most important to prevent shock or panic. It is of special importance that the PIC performs the passenger briefing personally. He/She shall explain the situation in a calm and professional manner so as to encourage the passengers to have confidence in the crewmember’s ability to cope with the emergency. Only if conditions prevent the PIC from informing the passenger himself/herself, he/she may designate and brief another crewmember to perform this duty. The detailed briefing by the Flight Attendants shall include instructions, as appropriate, refer also FCOM and Emergency Checklist. 07. DISCUSSION ON OPERATIONAL MATTERS IN FRONT PASSENGERS Crewmember should avoid discussion among themselves, within the hearing of passengers, any matters relating to operational difficulties or to the safety of the Company operations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If approached on this subject, the PIC and other crewmember should not misleading or give the impression of concealment of the true cause of the difficulties. Instead, give an explanation of the difficulties being encountered and assure passengers that the flight will not proceed if any doubt existed as to the safe operation of the aircraft.
C
on
fid
en
08. INFORMATION TO THE PRESS No crewmember is permitted to give information concerning the Company’s business to any person outside the Company, especially the Press and Passengers, other than the ordinary information made for public from time to time by the Company. END OF 10.8
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.8 PASSENGER RELATIONS
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A 10.9
DE-ICING AND ANTI-ICING ON THE GROUND
10.9.1 GENERAL This section is provided as guidance when operating under winter conditions. The crews and ground personnel shall be aware of the potential hazards associated with weather conditions inherent to operations in those circumstances. The De-icing/Anti-icing program consists of four elements:
Management Plan; Holdover timetables with procedures for usage; De-icing/Anti-icing Procedures, Responsibilities, and Checks; Training.
The first two elements are located in this subchapter. The training portion for Flight Crewmember is contained in OM-D1, for Flight Dispatcher in OM-D3, for Station Manager in the Station Manual/SPTM, and for Ground and Maintenance personnel in Technical Manual ™. 10.9.2 MANAGEMENT
A. OPERATIONS
The Station Manager or a designated representative, in cooperation with Dispatch will be responsible for implementation of the de-ice/anti-ice program. They will coordinate through qualified contractor and with the Air Traffic Control Tower and Airport Authorities concerning usage and priorities of gate hold procedures, secondary deicing, and pre takeoff 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.
C
on
fid
en
(1) Station Manager
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Station Manager of Garuda Indonesia is designated as overall manager of the Deicing/Anti-icing program.
(2) Pilot in Command The Pilot in Command will coordinate with the Station Manager or De-icing Coordinator to request De-ice/Anti-ice as required. (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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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. 10.9.3 AIRCRAFT DE-ICING/ANTI-ICING RESPONSIBILITY The aircraft de-icing/anti-icing program is prepared to ensure that when a flight is planned to operate in known or suspected ground icing conditions, it shall be subject to the following procedures:
That the aircraft has been inspected for ice accretion; If necessary, the aircraft has been given appropriate de/anti-icing treatment.
en
C
on
If frost or precipitation is occurring, application of anti-icing material must be considered. Any time the temperature falls below 60 C and the Dew Points is within 30 C of the OAT, it can be reasonably expected that frost, snow or ice will form on the surfaces, requiring application of anti-icing fluid. Local airport forecasts shall also be considered.
fid
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is the responsibilities of the Station Manager, designated representative, De-icing Coordinator, or PIC, in coordination with Dispatch, to make the decision for initiation of de-icing or anti-icing procedures. The conditions that warrant deicing of an aircraft make that decision quite obvious. Following is a list of criteria to assist in determining the implementation of anti-icing procedures:
De-icing shall be accomplished in accordance with instructions contained herein. All persons participating in these procedures must be trained and qualified to de-ice/antiice aircraft. This training must be updated annually. The Garuda Indonesia De-icing Coordinator is responsible to anti-ice the aircraft when taxiways are slush, snow, sleet or water covered or if precipitation is falling and the ambient temperatures are near freezing. The Garuda Indonesia De-icing Coordinator and the PIC shall be responsible for ensuring that all flight controls are operable and free of ice or snow prior to releasing an aircraft for departure. The ground man handling interphone communications with the cockpit will be responsible for checking inlets for foreign material, checking access doors for being closed and that the aircraft has been de-iced and/or anti-iced as required and will confirm for the flight crew that these checks have been accomplished before the pushback operations starts. The PIC is responsible for obtaining procedures used in aircraft de-icing guidelines for remote or gantry de-icing.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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/Antiicing 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.
10.9.3.1
FLIGHT PLANNING
tia Y F 20 os or l C 19 fir op a -0 / y 206
Warning: A Maximum thrust take off is required following any de-icing/anti-icing.
C
on
fid
en
Flight planning, especially during winter weather conditions requires that the crew thoroughly review the weather conditions at the departure airports as well as for the remainder of the flight. Special attention shall be given to the time of the latest report, especially if the temperature is approximately 2C (36F) or lower. There could be as much as 3 to 4 degree variations in current temperature from the reported temperature depending upon the time since the last weather observation. Additionally, current temperature versus reported temperature can be different 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. 10.9.3.2
WEATHER CONDITIONS A. GENERAL Aircraft on the ground are susceptible to accumulation of ice formations under various atmospheric conditions. Some of these are:
Freezing rain and drizzle. Liquid precipitation existing at ambient temperatures below 00 C where rain droplets remain in a super-cooled state and freeze upon contact with objects on the ground.
Frozen precipitation such as snow, sleet, or hail. The type of snow (wet/dry) is temperature/dew-point related. For wet snow, the temperature and the dew point are normally within 1C (2F) of each other and the ambient temperature approximately –4C to 1C (25F to 33F). Dry snow
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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.
During extremely cold temperatures, the application of Type II Fluid and water mixture to a cold soaked aircraft surface may remove the existing frozen precipitation and then refreeze on the surface of the aircraft.
The normal application of Type II Fluid may not remove clear ice and may camouflage the clear ice during inspections. The clear ice is difficult to see and sometimes may not be detected other than by touch.
Active frost: Active frost is a condition when frost is forming. Active frost occurs when aeroplane surface temperature is: at or below 0 ºC (32ºF), and at or below dew point.
Ice pellets: Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm (0.2 inch) or less. The pellets of ice usually bounce when hitting hard ground.
Lowest Operational Use Temperature (LOUT): The lowest operational use temperature (LOUT) is the higher (warmer) of: a) The lowest temperature at which the fluid meets the aerodynamic acceptance test (according to AS5900) for a given type (high speed or low speed) of aeroplane or b) The freezing point of the fluid plus the freezing point buffer of 10 °C (18 ºF) for Type I fluid and 7 °C (13 ºF) for Type II, III or IV fluids.
Rime ice is Small frozen water droplets, spherical opaque/milky granular appearance looking similar to frost in a freezer. Typically rime ice has low adhesion to the surface and its surrounding rime ice particles.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
B. FLIGHT PLANNING Ice accumulation can also occur from ground operations or conditions. Some of these ground operations/conditions are:
10.9.3.3
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.
EFFECTS OF ICE ON THE AIRCRAFT A. CONTAMINATION EFFECTS The “clean aircraft” concept as derived from CASR 121.629 that states that no person may takeoff an aircraft when frost, snow, or ice is adhering to the wings, control surfaces of the aircraft. The reason for this regulation is that ice accumulation on the aircraft can have very significant and sometimes devastating results on aircraft equipment and performance.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Contamination from frost, snow, or ice changes the aerodynamic design of the aircraft – always for the worse. Hence, components of an aircraft affected by contamination generally fall into the following categories: Lifting devices; Control surfaces; Engines; Landing gears; Sensors, and Fuselage sections.
C
on
fid
en
B. AERODYNAMICS 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 ice, snow, or frost adhering to the leading edge of the wing, the airflow over the wing is disrupted, adversely affecting the airflow required to generate lift. Contamination of the leading edge of the wing more significantly affects aerodynamic performance than contamination of the center and aft portion of the wing. Angle of attack is another victim of contamination. With a clean wing, the required lift for normal takeoff is below maximum lift. With a frost-covered wing, the lift for takeoff may be close to maximum lift and near the stall speed. With an ice covered wing, the critical angle-of-attack is even lower, and on airplane rotation for takeoff, the wing may never produce the required lift before stall. Furthermore, the angle of attack sensors assume a clean wing and make no adjustment for the effect of contamination. This condition increases the probability that a stall will occur prior to activation of the stall warning devices. With ice, or any type of contamination, the wing has less ability to generate lift and it stalls at lower angle of attack. Additionally, stall characteristics are unpredictable depending upon the type and the amount of contaminations. Contamination on the wings as well as over the body of the airplane creates additional skin friction, thus producing parasite drag. Additionally, the cumulative weight of the ice on the entire airplane can be significant. The center of lift is affected by the location of the contamination on the wings. With swept back wings, if the outboard/aft area of the wing is more contaminated than the inboard/forward area, more total lift will be produced
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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.
10.9.3.4
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight, engine, and other instruments, as well as automated systems, may provide erroneous information if contamination exists on the external sensing probes and ports or on areas forward of or adjacent to these external sensors. Residual moisture on door and cargo hatch seals may freeze causing leaks or seal damage. PROCEDURES, LIMITS AND PRECAUTIONS
C
on
These procedures specify the recommended methods for de-icing and anti-icing of aeroplanes on the ground to provide an aerodynamically clean aeroplane. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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.)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Type I fluids The freezing point of the Type I fluid mixture used for either one-step de-icing/antiicing 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 the lowest operational use temperature (LOUT).
en
CAUTION: Type I fluids supplied as concentrates for dilution with water prior to use shall not be used undiluted. For exceptions refer to fluid manufacturer's documentation.
C
on
fid
Type II / Type III / Type IV fluids Type II, III, and IV fluids used as de-icing/anti-icing agents may have a lower temperature application limit of -25 °C (-13 °F). The application limit may be lower, provided a 7 °C (13 °F) buffer is maintained between the freezing point of the neat fluid and outside air temperature. 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. Aeroplane related limits The application of de-icing/anti-icing fluid shall be in accordance with the requirements of the airframe/engine manufacturers.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
Procedure precautions One-step de-icing/anti-icing is performed with a heated anti-icing fluid (see *antiicing 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.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
When applying the second step fluid, use a spraying technique, which completely covers the first step fluid (for example using the method described in section antiicing fluid application strategy) and provides a sufficient amount of second step fluid. For guidance on amount of fluid refer to the AEA document "Training Recommendations and Background Information for De-icing/Anti-icing Aeroplanes on the Ground".
C
on
fid
Where re-freezing occurs following the initial treatment, both first and second step must be repeated. A. DEFINITIONS
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A **de-icing fluid: a) b) c) d) e)
heated water; mixture of water and Type I fluid; Premix Type I fluid; Type II, Type III, or Type IV fluid; 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Holdover time is obtained by anti-icing fluids remaining on the aeroplane surfaces. With a one-step de-icing/anti-icing the holdover time begins at the start of the treatment; and With a two-step de-icing/anti-icing at the start of the second step (anti-icing).
C
on
fid
en
Holdover time will have effectively run out when frozen deposits start to form/accumulate on treated aeroplane surfaces. Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited holdover time, especially in conditions of freezing precipitation. With this type of fluid no additional holdover time would be provided by increasing the concentration of the fluid in the fluid/water mixture. 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A CAUTION:
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 aeroplane skin temperature is lower than OAT. Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: Certain fluids may be qualified according to fluid specifications but may not have been tested during winter to develop the holdover time guidelines specified in this document. Holdover time guidelines in this document are not applicable to these fluids. For use of holdover time guidelines consult fluid manufacturer’s technical literature for minimum viscosity limits of fluids as applied to aeroplane surfaces. A degraded Type II, Type III, or Type IV fluid may be used, provided the holdover time guidelines for Type I fluids (Table 3 or 4 as applicable) are used. A Type II, Type III, or Type IV fluid is considered to be degraded if the viscosity is below the minimum limit as provided by the fluid manufacturer. The Type II fluid holdover time guideline (Table 5) may be used with degraded Type IV fluids only after substantiation by holdover time testing. Holdover time guidelines can also be obtained for individual fluid products and these “brand name” holdover times will be found to differ from the tables published here. Holdover times are given in ranges in both tables. Holdover times within these ranges can be further estimated based upon the severity of the weather conditions (i.e., heavy, moderate, or light) by dividing the range into thirds. As a rule of thumb, visibility during a heavy snowfall would be less than ¼ mile, moderate snowfall visibility would be between ¼ to 1 mile, and light 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. C. FLUID EFFECTS ON TAXIWAY/RUNWAY FRICTION COEFFICIENTS. The de-ice/anti-ice fluids on taxiway/runway can affect braking coefficients; therefore caution shall be used at all times when maneuvering in the areas where the fluids have accumulated. Nose wheel steering and braking action may both be affected by lack of traction on contaminated surfaces. D. HEALTH/ENVIRONMENTAL CONSIDERATIONS Brief, single exposure to de-icing fluids that might be encountered during preflight 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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. Table 1 - Guidelines for the application of Type I fluid/water mixtures (minimum concentrations) as a function of OAT O n e- St ep Pr oc e d ur e
O AT
De- Ic in g/ A n ti Ic i n g
be l o w - 3 ºC ( 27 ºF) d o wn t o LO UT
He at e d f lu i d/ wa te r m ix tur e wi t h a f r ee zi n g p o i nt of at le as t 10 º ( 18 ºF) b e lo w O AT
Firs t s te p : De ic in g He at e d wa t er or a h ea te d f lu i d/ wa te r m ix tur e He at e d f lu i d/ wa te r m ix tur e wi t h a f ree zi n g p o i nt no t m or e th a n 3 ºC ( 5º F) a bo v e O AT
S ec o n d s te p: A nt i- ic in g ( 1 )
He at e d f lu i d/ wa te r m ix tur e wi t h a f ree zi n g p o i nt of at le as t 10 º C (18 ºF) b e lo w O AT
tia Y F 20 os or l C 19 fir op a -0 / y 206
3 ºC ( 27 ºF) a n d ab o v e
T wo - S t ep Proc e d ure
( 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 .
on
fid
en
NOTE 1: Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F) at the nozzle. Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.
C
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 is desirable. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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
OAT (1)
De-icing/ Anti-icing 50/50 Heated (3) Type II, III, or IV fluid/water mixture
-3 ºC (27 ºF) and above
Two-Step Procedure First step: De-icing Heated water or a heated Type I, II, III, or IV fluid/water mixture Heated Type I, II, III, or IV fluid/water mixture with a freezing point not more than 3 ºC (5 ºF) above OAT Heated Type I, II, III, or IV fluid/water mixture with a freezing point not more than 3 ºC (5 ºF) above OAT
Second step: Antiicing (2) 50/50 Type II, III, or IV fluid/water mixture
below -3 ºC (27 ºF) to -14 ºC (7 ºF)
75/25 Heated (3) Type II, III (4), or IV fluid/water mixture
below -14 ºC (7 ºF) to -25 ºC (- 13 ºF)
100/0 Heated (3) Type II, III (4), or IV
below -25 ºC (-13 ºF)
Type II/Type III/Type IV fluid may be used below -25 ºC (-13 ºF) provided that the freezing point of the fluid is at least 7 ºC (13 ºF) below OAT and that aerodynamic acceptance criteria are met (LOUT).
75/25 Type II, III (4), or IV fluid/water mixture
tia Y F 20 os or l C 19 fir op a -0 / y 206
100/0 Type II, III (4), or IV
(2) (3)
C
(4)
Fluids must only be used at temperatures above their LOUT. To be applied before first step fluid freezes, typically within 3 minutes. Clean aeroplanes may be anti-iced with unheated fluid. Type III fluid may be used below -10 ºC (14ºF) provided that the freezing point of the fluid is at least 7 ºC (13 ºF) below OAT and that aerodynamic acceptance criteria are met (LOUT).
on
(1)
fid
en
NOTE: Type II/Type III/Type IV fluid may not be used below -25°C (13°F) in active frost conditions Consider the use of Type I fluid/water mixture when Type II, III, or IV fluid cannot be used (see Table 1).
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 antiicing 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES OM – A
10.9 DE-ICING AND ANTI-ICING ON THE GROUND
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 Active Forst (hours:minutes) Active Frost Concentration Neat Fluid/Water Vol %/Vol% Type II (3) Type III (3) Type IV (3) Type I (1) (2) C F 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 3:00 100/0 8:00 2:00 12:00 Below 30 to Below -1 to -3 75/25 5:00 1:00 5:00 27 50/50 1:30 0:30 3:00 100/0 8:00 2:00 10:00 Below -3 to Below 27 to 0:35 10 14 75/25 5:00 1:00 5:00 100/00 6:00 2:00 6:00 Below -10 to Below 14 to 7 14 75/25 1:00 1:00 1:00 Below -14 to Below 7 to -6 100/0 6:00 2:00 6:00 21 Below -21 to - Below -6 to 100/0 2:00 2:00 4:00 25 13 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 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 (1) (2)
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide – protection during flight.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 13
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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) Approximate Holdover Times under various weather conditions (hours:minutes)
OAT (1)
Freezing Fog
Snow/Snow Grains/Snow Pellets (2)
Freezing Drizzle (3)
Light Freezing Rain
Rain and Cold Soaked Wing
-3 and above
27 and above
00:09 – 0:16
0:03 – 0:06
0:08 – 0:13
0:02 – 0:05
0:01 – 0:05 (6)
Below -3 to -6
Below 27 to 21
0:06 – 0:08
0:02 – 0:05
0:05 – 0:09
0:02 – 0:05
Below -6 to -10
Below 21 to 14
0:04 – 0:08
0:02 – 0:05
0:04 – 0:07
0:02 – 0:05
Below -10
Below 14
0:04 – 0:07
0:02 – 0:04
Other (4) (5)
CAUTION: No Holdover Time Guidelines exist
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
F
Ensure that the lowest operational use temperature (LOUT) is respected 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, hail, moderate freezing rain and heavy freezing rain (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 (1)
C
on
(2)
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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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) C
F
-3 and above
27 and above
Below -3 to -14 Below -14 to -25 or LOUT
Below 27 to 7 Below 7 to -13 or LOUT
Type II Fluid Concentration Neat-Fluid/Water (Vol%/Vol %) 100/0 75/25 50/50 100/0 75/25 100/0
Approximate Holdover Times under various weather conditions (hours:minutes) Snow/Snow Freezing Light Freezing Rain and Cold Freezing Fog Grains/Snow (3) Drizzle Rain Soaked Wing Pellets (2) 0:35 – 1:30 0:20 – 0:45 0:30 – 0:55 0:15 – 0:30 0:08 – 0:40 (5) 0:25 – 1:00 0:15 – 0:30 0:20 – 0:45 0:10 -0:25 0:05 – 0:25 (6) 0:15 – 0:30 0:05 – 0:15 0;08 – 0:15 0:05 – 0:09 0:20 – 1:05 0:15 – 0:30 0:20 – 0:45 (7) 0:10 – 0:20 (7) 0:25 – 0:50 0:10 – 0:20 0:15 – 0:30 (7) 0:08 – 0:15 (7) CAUTION: 0:15 – 0:35 0:15 – 0:30 No Holdover Time Guidelines exist
Other (4) (5)
tia Y F 20 os or l C 19 fir op a -0 / y 206
OAT (1)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type II fluid cannot be used. (2) In flight ‘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 (7) No holdover time guidelines exist for this condition below -10C (14F)
C
on
fid
en
(1)
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 15
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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)
F
100/0 27 and above
75/25
Below -3 to -10
Below 27 to 14
50/50 100/0 75/25
Below 10
Below 14
Snow/Snow Grains/Snow Pellets (2)
Freezing Drizzle (3)
Light Freezing Rain
0:20 – 0:40
0:10 – 0:20
0:10 – 0:20
0:08 – 0:10
0:15 – 0:30 0:10 – 0:20 0:20 – 0:40 0:15 – 0:30
en
100/0
0:20 – 0:40
fid
-3 and above
Freezing Fog
on
C
Approximate Holdover Times under various weather conditions (hours:minutes)
Type III Fluid Concentration NeatFluid/Water (Vol%/Vol %)
tia Y F 20 os or l C 19 fir op a -0 / y 206
OAT (1)
Rain and Cold Soaked Wing 0:06 – 0:20
(5)
(6)
0:02 – 0:10
0:08 – 0:15
0:08 – 0:15
0:06 – 0:10
0:04 – 0:08 0:09 – 0:15 0:07 – 0:10
0:15 – 0:09 0:10 – 0:20 0:09 – 0:12
0:04 – 0:06 0:08 – 0:10 0:05 – 0:09 CAUTION: No Holdover Time Guidelines exist
0:08 – 0:15
Other (4)
(6)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type III fluid cannot be used. (2) 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.
C
(1)
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 16
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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)
F
-3 and above
27 and above
Below -3 to -14
Below 27 to 7
Below 14 to -25 or LOUT
Below 7 to -13 or LOUT
Approximate Holdover Times under various weather conditions (hours:minutes)
1:20 – 3:10 1:00 – 1:45 0:15 – 0:35 0:20 – 1:20 0:25 – 0:50
Snow/Snow Grains/Snow Pellets (2) 0:35 – 1:15 0:30 – 0:55 0:07 – 0:15 0:25 – 0:50 0:20 – 0:35
0:15 – 0:40
0:15 – 0:30
Freezing Fog
100/0
Freezing Drizzle (3) 0:45 – 1:30 0:35 – 1:05 0:10 – 0:20 0:20 – 1:00 (7) 0:15 – 1:00 (7)
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
Type IV Fluid Concentration NeatFluid/Water (Vol%/Vol %) 100/0 75/25 50/50 100/0 75/25
Light Freezing Rain
Rain and Cold Soaked Wing
Other (4) (5)
0:25 – 0:40 0:10 – 1:15 (6) 0:25 – 0:35 0:09 – 0:50 (6) 0:07 – 0:10 0:10 – 0:25 (7) 0:10 – 0:25 (7) CAUTION: No Holdover Time Guidelines exist
en
OAT (1)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type IV fluid cannot be used. (2) 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 (7) No holdover time guidelines exist for this condition below -10C (14F)
C
on
fid
(1)
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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 17
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A 10.9.3.5
GROUND PROCEDURES
A. PRE-DEPARTURE INSTRUCTIONS (1) Flight Crewmembers To take a maximum benefit of the anti-icing protection, the de-/anti-icing treatment should be given after all passengers have boarded, all doors closed and the aircraft is ready to depart. Engines and APU may be running during de-/anti-icing, but airconditioning and/or bleed air should be switched off as per FCOM procedures.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(2) Ground Engineers Reasonable precautions must be made to minimize fluid entry into engines and other intakes. De-/anti-icing fluids must not be directed into the orifices of pitot heads, static vents or angle of attack sensors. Before starting engines check that compressors and turbines are free to rotate. Both wings and both stabilizers must be treated, not on side only. Any traces of de-/anti-icing fluids on cockpit windows must be removed prior to departure. Particular attention should be paid to windows fitted with wipers. Fuselage areas in front of windscreen and in front of center tail engine have to be free of snow and ice.
on
On overnight aircraft (if appropriate); During taxi to the gate; Prior to the arrival of the aircrew; At the gate, requested by flight crew following their preflight inspection; After normal preflight and the crewmember is onboard the airplane; After departure from gate.
C
fid
en
The Ground de-icing/anti-icing may be initiated at one or more of the following times:
In each case, the decision whether to de-ice/anti-ice should be based on appropriate consideration of the weather conditions and the airplane critical areas susceptible to the accumulation of ice and snow. (3) Ground Crew Garuda Indonesia will use trained and qualified contract operator in de-icing and anti-icing. The Station Manager or De-icing Coordinator will ensure that the airplane de-ice/anti-ice procedure is performed in accordance with Garuda standards.
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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 18
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
(1) Prior to De-icing/Anti-icing: Ground Deicer/DIS: “Captain, deicing/anti-icing is about to commence, please prepare the airplane for deicing”. “Set parking-brakes, confirm aeroplane is ready for treatment, inform on any special requests.” After aeroplane is configured for treatment:
PIC:
“Brakes are set, you may begin treatment and observe … (any special requests like: ice under wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear, anti-ice with Type IV fluid, etc.)”.
Ground Deicer/DIS:
“We begin treatment now and observe … (Special request given, like “ice under wing”, etc.). I will call you back when ready”.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(2) After De-icing/Anti-icing: Ground Deicer/DIS: “Captain, I am (name…), your certified deicer. You have been sprayed with: Type I – 50/50 (or Type II 100%)” “Your holdover time begins ……minutes ago, the preflight ice inspection is complete, and your airplane is clean”.
Ground Deicer/DIS:
C
on
fid
Or; after all equipment is cleared from aeroplane and all checks are completed: “De-icing/anti-icing completed, Anti-icing Code is: …………........ I am disconnecting.
Standby for clear signal at right/left and/or contact ground/tower for taxi clearance.”
”De-icing/anti-icing completed, Anti-icing code is …………........”
PIC:
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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 19
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
for a two-step de-icing/anti-icing: at the start of the second step (anti-icing); d. the date (written: day, month, year); NOTE 2: Required for record keeping, optional for Commander notification. e. the complete name of the anti-icing fluid (so called “brand name”). NOTE 3: Optional; for Type II and IV fluids only. f. the statement "Post de-icing/anti-icing check completed” NOTE 4: For specific aeroplane types, additional requirements exist e.g. special clear ice checks, such as tactile checks on wings. Additional confirmation for these checks is required.
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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
"Post de-icing/anti-icing check completed".
en
(3) DEICING AND ANTI-ICING Deicing and anti-icing is a combination of the two procedures and can be performed in one or two steps:
C
on
fid
a) One step deicing/anti-icing It is accomplished with heated Type I fluid. The fluid is used to deice the airplane and remains on the airplane surfaces to provide limited antiicing capability. If light freezing rain or drizzle condition exist, an outside tactile check of the wings must be accomplished within 5 minutes of 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 antiicing 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 20
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
(4) OFF-GATE PROCEDURES There will be times when de-icing/anti-icing will be accomplished in locations other than at the gate. During the Pre-Flight External Check the engines should be inspected to ensure they are free of ice prior to starting. At a remote location, a ground electrical power and air cart will be provided when the APU is inoperative, or the crew may elect to keep engines running. During de-icing, ensure the airplane packs are off and the APU/engine bleed valves are closed. The bleed valves should not be opened and the airplane packs should not be turned on until at least one minute after deicing is completed. De-icing fluid, if allowed to enter the APU inlet, may cause a white acrid smoke or enter the airplane through the air conditioning system.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(5) INSPECTION CHECK In the Pre-Takeoff Check and Pre-Takeoff Contamination Check, attempt to view the middle third of the upper wing surface and leading edge area for any frost, snow or ice buildup. If the airplane has been deiced/anti-iced, the surfaces should appear to have glossy sheen and be free from any contamination. If the surface are losing their gloss and turning white or snowflakes remain on the surface without melting, the fluid is not providing the proper protection and takeoff should not be attempted.
fid
C
From the cockpit, using representative surfaces such as wipers, window corners, radome, etc, and, From over-wing exit window, door 12 or 13 and door 22 or 23.
on
en
The check will normally be accomplished from the following areas:
If one step de-icing/anti-icing with Type I fluid is accomplished, and light freezing rain or drizzle conditions exist, an outside tactile check of the wings must be accomplished within 5 minutes of takeoff, or Type II fluid must be applied and takeoff accomplished within the determined holdover time. (6) PRE-FLIGHT EXTERNAL ICE INSPECTIONS The exterior pre-flight inspection is an important part of safe winter operations. During pre-flight inspection, assure the aircraft surfaces or those areas affected by contamination are free of frost, snow, and ice. The Pre-Flight External Ice inspection should include those critical areas listed here as well as those areas identified in the appropriate operating manual. The De-icing/Anti-icing Record shall be completed and placed in the Flight Document envelope.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 21
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
CHECK Removed 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 ice.
tia Y F 20 os or l C 19 fir op a -0 / y 206
AREA Protective covers. Wings, tail and control surfaces.
(7) FLIGHT CONTROL OPERATIONAL CHECK Flight crewmember will assist as required in performing the following flight control operational check to ensure ice or snow is not binding flight controls.
en
fid
on
Provide hydraulic power using “EDP” and operate all system flight controls (including flaps and slats) slowly through full travel. Ground observes that all controls respond through full travel. Operate aileron control wheel and check for free movement of inboard aileron, spoilers, outboard ailerons and balance tab on each wing. Operate horizontal stabilizer through full range of travel. Observe 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.
C
(8) PRE-TAKEOFF CHECK At any time ground icing conditions exist, the airplane has been deiced/anti-iced, and a holdover time has been established, the PIC shall, during taxi-out, accomplish a check to include the following:
Ensure engine anti-ice is on and appropriate procedures complied with; Brief on the use of wing heat; Review holdover time to ensure a pre-takeoff check is accomplished within the holdover time range; Establish the validity of the holdover time by ascertaining the current weather conditions are consistent with those existing or forecast at the start of the holdover time; Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 22
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
Assess the runway surface condition and adjust for the appropriate performance decrements; Check the airplane for contamination as described in “INSPECTION CHECKS”.
(a) Cockpit Check The cockpit check is performed by flight crewmember and is required any time: Ground icing condition exists; the airplane has been deiced/anti-iced; and, the holdover time is still valid. The cockpit check consists of:
Ensuring free travel of all flight controls, including trim and spoilers throughout the full range. A check of representative aircraft surfaces which are visible from the cockpit. If desired or if doubt exists, conduct Cabin Check.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(b) Cabin Check The cabin check is performed by flight crewmember and is required any time: During conditions of ice pellets, snow pellets, and snow grain; the airplane has been deiced/anti-iced; the holdover time is exceeded during frost, freezing fog or snow, and, when doubt exists after conducting cockpit check.
fid
en
The cabin check consists of visual inspections of all representative airplane surfaces which are visible from the best vantage points in the airplane cabin (see “INSPECTION CHECKS”).
C
on
When circumstances do not permit satisfactory visual check from inside the airplane (cockpit and cabin), return to designated area and: Have qualified personnel perform the external check; If any doubt exists as to the condition of the aircraft, repeat the ground deicing/anti-icing procedure.
(c) Holdover Time The determination of holdover time is the responsibility of PIC. The previous section on fluid characteristics and capabilities discussed how to determine holdover times and the use of the times. An initially determined time should be increased or decreased if condition change. For example: if conditions should deteriorate, the holdover time should be decreased. Conversely, if conditions were to improve, the holdover time could be increased, and if precipitation were to stop, the holdover time could be suspended during that time. If precipitation starts again, the holdover time clock would continue from where it previously stopped. Again, the holdover timetable is purposed for planning only, and should be used as guidance by the PIC.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 23
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
(9) PRE-TAKEOFF CONTAMINATION CHECK If the holdover time has been exceeded, no takeoff will be attempted until a contamination check of the airplane has been accomplished. This procedure may be done from inside the airplane and must assure that all critical surfaces and controls are free from weather-associated contamination. Flight crewmember must be able to assess the surface conditions as described in “INSPECTION CHECK” A Deicing Coordinator or designated qualified ground crewman may perform an external check. If it cannot determined that the critical surfaces of the airplane are free from contamination of frost, ice, or snow, or if takeoff cannot be accomplished within 5 minutes of a satisfactory contamination check, the deicing procedure must be re-accomplished or the airplane must return to the ramp.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(10) THRESHOLD DE-ICING A station may implement threshold deicing under severe icing conditions. When required, threshold de-icing near the departure end of the runway will be accomplished in addition to any previous deicing. The PIC is responsible for familiarizing himself and crew with the procedures for this operation:
en
C
on
Engines should be left running; The A/C packs and engine bleed valve must be off as previously described in off-gate-procedures. If it is necessary to spray deicing fluid directly into the engine inlet, takeoff should be made with all packs off in order to prevent any residual deicing fluid in the engine from entering the cabin in the form of smoke. Ingestion of deicing/anti-icing fluid into the engines will not degrade engine performance.
fid
(11) NO DE-ICE/ANTI-ICE EQUIPMENT AVAILABLE When no de-icing or anti-icing can be performed at a facility, an inspection must be performed from a suitable position outside the airplane to ensure that the wings, control surfaces and other critical areas are free of ice, frost or snow. The PIC will coordinate with ATC, Gate Hold and Ground Control to ensure that this check can be accomplished within the five minutes prior to beginning takeoff. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 24
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
conditions. The challenge of operating in winter weather conditions can be a formidable one, but with careful planning, adherence to procedures and common sense, the flight can be operated safely. DE-ICING/ANTI-ICING FLOW CHART Use this flow chart to determine if you need to commence deicing/anti-icing operations. No
Need Deicing/anti-icing
Takeoff
Yes
Deicing/anti-icing Holdover Time Begins Procedures
No
Yes Within Holdover
tia Y F 20 os or l C 19 fir op a -0 / y 206
Pre-Takeoff Check Satisfactory
Takeoff
en
Holdover Time Ends
on
fid
Yes, but Holdover Exceed
C
No
Pre-Takeoff
Contamination Check
Yes Within 5 Minutes
Satisfactory
Takeoff
END OF 10.9
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 25
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 26
OM – A
11. FLIGHT PROCEDURES TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.1.12 ADMISSION TO FLIGHT DECK.................................................................. 9 11.1.13 OBSERVER SEAT / BRIEFING ................................................................ 11 11.1.14 MANIPULATION OF CONTROLS............................................................. 11
en
11.1.15 MAGNETIC MATERIALS .......................................................................... 11
fid
11.1.16 RESTRICTION ON THE USE OF AIRBORNE RADAR ............................ 11
on
11.1.17 COCKPIT VOICE RECORDER (CVR) AND FLIGHT DATA RECORDER (FDR) CB .................................................................................................. 12
C
11.1.18 USE OF PORTABLE ELECTRONIC DEVICES ON BOARD ..................... 13 11.1.19 RUNWAY INCURSION ............................................................................. 13 11.1.20 RUNWAY EXCURSION ............................................................................ 14 11.2
COMMUNICATION ................................................................................................... 1
11.3
START UP AND TAKEOFF ....................................................................................... 1
11.4
11.5
11.3.1
PUSH BACK / PULL OUT PROCEDURE ................................................... 1
11.3.2
TAKE-OFF LIMITATIONS ........................................................................... 1
11.3.3
CREW DUTIES BEFORE, DURING AND AFTER TAKE-OFF .................... 3
CLIMB, CRUISE AND DESCENT .............................................................................. 1 11.4.1
FLYING ALONG AIRWAYS AND ADVISORY ROUTE ............................... 1
11.4.2
AUTOPILOT AND AUTOTHROTTLE OPERATION .................................... 2
11.4.3
CONTINUATION OF A FLIGHT WITH N-1 ................................................. 3
APPROACH AND LANDING ..................................................................................... 1 11.5.1
FLIGHT CREWMEMBER COORDINATION ............................................... 1
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
11. FLIGHT PROCEDURES TABLE OF CONTENT
11.5.2
INITIAL APPROACH ................................................................................... 2
11.5.3
AUTOMATIC APPROACH .......................................................................... 3
11.5.4
FINAL APPROACH AND LANDING ............................................................ 5
11.5.5
FUEL DUMPING AND OVERWEIGHT LANDING ..................................... 14
11.5.6
USE OF REVERSE THRUST AND/OR BRAKES ..................................... 16
11.5.7
PARKING OF AIRCRAFT ......................................................................... 16
11.5.8
POST-FLIGHT DELIVERY OF METEOROLOGICAL INFORMATION ...... 17
CRITICAL FLIGHT CONDITIONS ............................................................................. 1
11.7
IN-FLIGHT RE-PLANNING........................................................................................ 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.6
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1
GENERAL COCKPIT PROCEDURES
11.1.1 CREW RESOURCE MANAGEMENT One of the basic fundamental of the Crew Resource Management is that each crewmember must be able to supplement or act as a back-up for the other crewmember. Proper adherence to Standard Operating Procedures and Standard Call Outs are an essential element of well managed Flight Deck. Situational awareness or the ability to accurately perceive what is going on in the flight deck and outside the airplane, requires ongoing questioning, crosschecking, communication and refinement of perception. It is important that all flight deck crewmembers identify and communicate any situation that appears unsafe or out of ordinary. Accident investigations show that approximately 70% of air carrier incidents and accidents have been caused by the failure of flight crewmember to make use of readily available “resources”. In most cases the information was available to the Pilot in Command but tragically, it was not utilized.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The investigation also reveals some situation in which the subordinate flight crewmembers had detected serious problems in the performance of the captain such as denying serious risk or displaying counterproductive and unreasonably perilous behavior, prior to the incidents or accidents but they were not able to prevent it.
en
Pilots occupying First Officer position is responsible of informing Captain immediately and at any time should he believe the aircraft is being handled improperly or placed in jeopardy.
C
on
fid
When the situation becomes critical and Captain did not response appropriately the First Officer shall take over control. To intervene under such critical situation can be very difficult for junior crewmembers, particularly if they are still in their new-hire, probation period unless they use a proper strategy at proper progression level. When the Captain decides to take over the Co-pilot on controls by saying “My control” he is normally acknowledged by everyone. Unfortunately the situation is reversed when the Co-Pilot has to take over control from a conscious but dysfunctional Captain. To enable subordinate flight crewmembers to intervene effectively, a structured intervention models using a precise language shall be used to successfully cope with the extremely rare but potentially lethal performance break down of the Captain. The following are the recommended procedural steps and progressions of inquiries which considered being effective to be used by all subordinates: Step 1. Probing for better understanding; I.e. statement; “Captain, I need to understand why we are flying like this.” Step 2. Alerting Captain of the anomalies; I.e. statement; “Captain, it appears to me that we are on a course that is drastically reducing our safety margins and is contrary to both your briefing and to company’s SOP.”
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Step 3. Challenging suitability of present strategy; I.e. statement; “Captain, you are placing the passengers and aircraft in irreversible and immediate danger. You must immediately choose a course of action that will reduce our unacceptability high risk levels.” Step 4. Emergency warning of critical and immediate dangers. I.e. statement; “Captain, if you don’t immediately increase our safety margins, it is my duty and responsibility to immediately take over control of the airplane.” These four steps define ordered progressions of inquiries designed to reduce risks at each level of the intervention sequence. The “P.A.C.E.” skills will enable subordinate flight crewmembers to effectively intervene when a Captain is not performing up to reasonable performance standards. The “P.A.C.E.” inquiry procedural steps will ensure that intervention by Co-Pilots will always increase the margins of safety.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The “P.A.C.E.” progression tools are carefully designed to never make a bad situation worse.
en
When unsafe situation suddenly appear in a critical situation where the safety limit will be breached (i.e. Unstabilized approach below 500 feet), the most effective intervention is by directly using the highest step.
C
on
fid
11.1.2 CREW POSITION Use of seat belt by flight crewmember When flight crewmember are at their assigned stations: Seat belts must be fastened at all times; 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES By personnel care is understood: A visit to the toilet Exercise for the purpose of relaxation or mental alertness.
No cockpit seat change shall take place when flight is below the height of 10.000 feet above ground. Flight crewmember shall transfer control (or tasks under his responsibility) to other flight crewmember prior to leave assigned station, or is required to perform system handling during abnormalities or emergency. Authorization of the PIC is required before any flight crewmember leaves his station. When a pilot transfers control of the aircraft or leaves the flight deck, a minimum of one pilot continuously maintains: 1. Unobstructed access to the flight controls; 2. Alertness and situational awareness; 3. Cross monitor system panels, the progress of flight;
tia Y F 20 os or l C 19 fir op a -0 / y 206
One pilot is allowed to have small size food tray on the lap provided both flight crewmember seats are occupied. Seat shall be adjusted aft to prevent flight control obstructions from free movement. With PIC permission, one crewmember may place his seat to recline temporarily if such action is deemed necessary to restore mental alertness.
en
Flight crewmember replacing the relieve pilot shall resume his seat at the controls in sufficient time to allow full orientation and preparation for the approach and landing.
fid
11.1.3 DEPARTURE AND APPROACH BRIEFING
C
on
Under the responsibility of PIC, the Pilot Flying shall conduct departure and approach briefings that include: Fuel status; 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; Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1.4 USE OF COCKPIT CHECKLIST The PIC shall assure that the flight crewmember utilizes checklists to ensure compliance with operating procedure contain on the FCOM and the requirement of the aircraft certificate of airworthiness. The use of an update checklist for normal and emergency operation is compulsory. One checklist must be within immediate reach at each flight crewmember station. The checklists task sharing between RHS pilot, LHS pilot, PF and Pilot Monitoring shall be described in fleet FCOM. The items on the checklist shall be called out separately in a loud voice. The next item shall not be called until the item has been checked. The exact terminology of the cockpit checklist shall be adhered to. Interruptions by other crewmember or ground engineers shall, whenever possible be avoided. When interrupted by radio communications, checklist reading shall be stopped until it finished.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.1.5 PILOT FLYING - PILOT MONITORING TASKS Under the following conditions the PIC shall be Pilot Flying: Runway contaminated or slippery Runway with reported braking action medium to poor; Predicted wind shear will be encountered; Maximum crosswind or tailwind limit; Non Normal / Emergency situation as stated in FCOM relevant aircraft type.
C
on
Pilot Flying One of the pilots shall have full access to the flight control and maintain constant vigilance during flight. 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;
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Changes to the Automated Flight system (AFS)/Flight Management System (FMS) and radio navigation aids during the departure and or approach phase of flight; Weight/mass and balance calculations and associated AFS/FMS entries; Performance calculations or inputs, including AFS/FMS entries.
Actions which require time for completion (e.g. flap and gear retraction, thrust adjustments, ATC request, etc.) shall be repeated by crewmember concerned and acknowledged as soon as the desired position, setting etc. is established. b. Standard Calls The flight crewmember shall use standardized verbal callouts (standard callouts) during each phase of flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; Identifying all parameter exceedence
C
on
fid
en
c. Altitude Awareness Flight crewmember shall continuously maintain altitude awareness during flight, either during manual-flight or auto-flight operation by: Periodically checking altitude against minimum safe altitude; Cross checking barometric altimeter against radio altimeter on first activation of radio altimeter; Cross checking barometric altimeter when over outer marker as applicable; 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.
11.1.6 MINIMUM HEIGHT FOR TURNING With due consideration of Aviation Environmental Program and unless specifically determined by the local departure procedure such as no turn before DER (Departure End of Runway), or the requirement to follow RNAV Departure, the minimum height for commencing a turn after takeoff shall not be lower than 500 feet AGL. When a requirement is to turn below 500 feet, refer to respective Aircraft Manual for specific aircraft system capability. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1.7 AUTO AND MANUAL FLIGHT Unless dictated otherwise by flight technical reason, or stated in FCOM, flight crewmember shall maximize the use of automations during flight. See OM-A Chapter 11.5.3. a. Automation Policy (Auto Flight Policy) Flight Crewmember shall monitor the Automated flight and Navigation System (AFS) to ensure appropriate aircraft response to inputs by: Cross-checking mode control panel and/or FMA status; Observing the result of any mode change; Supervising the resulting guidance and airplane response. Flight crewmember shall take over manual control when aircraft response is not appropriate or not adequate. During CDU entries, Flight crewmember must not execute unless both Pilots are confirmed.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. Full full AFS (AFDS, A/T, A/P), or as stated in FCOM Use full automation as much as possible. PF make selection, Pilot Monitoring verifies. CWS As per FCOM. PF call for selection, Pilot Monitoring makes selections and verify. Manual Any one of the auto system not functional, or as stated in FCOM. PF call for selection, Pilot Monitoring makes selections and verify. 11.1.8 CREWMEMBER COORDINATION DURING NON-NORMAL In case of emergencies or abnormalities during any portion of a flight one pilot must be solely occupied with the control of the aircraft. This pilot shall not distracted by conversation or actions with respect to the problem being encountered. The Pilot shall takes the priority to Aviate, Navigate and Communicate properly to manage the situation that includes task sharing, division of PF/PM duties and crewmember coordination as specified in respective FCOM. In the execution abnormal/non-normal and emergency procedures, a cross check and verbal confirmation by two flight crewmembers (dual response) occurs before the actuation of any critical aircraft system as defined by respective aircraft manual and address, as a minimum: Engine thrust levers; Fuel Master or control switches; Engine fire handles or switches; Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Engine fire extinguisher switches; IDG/CSD disconnect switches. Any irreversible actuation (e.g. Gear Down on all hydraulic fail, where retraction is not possible). The above also applies when autopilot / auto-throttle is engaged. Constant monitoring of autopilot / auto-throttle performance leads to early detection of possible deviations in heading, attitude and/or altitude.
11.1.9 LOOK OUT Although it is the responsibility of ATC to maintain separation between IFR traffic, it is essential to maintain a good look out during IFR flights, especially during climb or descent in areas of heavy traffic. In visual meteorological conditions, it is the direct responsibility of the pilot on an IFR flight to avoid other aircraft (that may be on VFR) even though this flight is in a control area on an IFR ATC clearance. Due to the above requirement and other obvious reasons, reading of literature other than that essential for the safe and efficient execution of flight, is not permitted whilst on duty at the flight deck.
tia Y F 20 os or l C 19 fir op a -0 / y 206
During the hours of darkness the use of white light at the flight deck must be kept a minimum in order not to impair night vision. A certain amount of white lighting should be maintained to provide illumination of the instrument panel as a backup when DC power failure occur.
on
fid
en
11.1.10 CLEARING OF COCKPIT A clean and tidy cockpit is an important factor in safety. Any superfluous paper or equipment should be removed or stowed. Prior to descend, flight deck shall be cleared from non-essential matters and food tray.
C
The PIC shall also ensure that navigation charts, papers and equipment are stowed in proper place following the completion of the flight. 11.1.11 STERILE COCKPIT With regard to the safety and security demands, the sterile cockpit conditions shall be maintained. a. Locking of Cockpit Door The cockpit door shall be of a type capable of being locked only from the cockpit compartment. It is required to have the cockpit doors on Garuda Indonesia passenger carrying aircraft to be closed and locked at all time during flight, (from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation), utilizing the installed door lock mechanism. Personnel dealing with cockpit crew should be informed and instructed to arrange temporary unlocking of the door by use of the interphone. PIC shall coordinate with FA -1 regarding procedure of closing and opening cockpit door, including alternative method if deemed necessary (Normal and
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
Emergency procedure) by using the Intra-cockpit and cabin/cockpit communication protocol during critical phase of the flight (OM-B2 Ch 2.3). The flight attendant are able to gain entry to the flight deck by means of Cockpit Door Locking System Access Code. The access code will be renewed every 6 months. The new access code will be passed to PIC by Chief Pilot and The PIC will pass it to FO and FA-1 during Preflight Briefing. The flight attendant can discreetly notify the flight crewmember in the event of suspicious activity or security breaches in the cabin; Security procedures when a flight crewmember decides to exit the cockpit prior to unlocking the door: Verify with flight attendant to make sure the adjacent lavatory is not occupied by a passenger; Determine if the circumstance outside the door are secure; Clear zone by flight attendant; Confirm that flight attendant are positioned to block passenger access while the door is unlocked; Before leaving the cockpit, flight crewmember use the spy hole to ensure free from possible intruder; Should using toilet is the nearest with pilot station.
fid
en
b. Mandatory use of headsets and boom microphone during critical phase of the flight for the purpose of ATC communications. During high workload, especially under emergency conditions, good and swift communication is very important. This purpose is best served through the use of earphones, keeping one ear uncovered.
C
on
Internal communication and external transmissions must be kept separated, and avoid unnecessary delays in transmission. During ground activities, taxi, takeoff until the top of climb and from the start of descent throughout approach and landing, flight crewmember shall use headsets and/or boom microphone. 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. c. Restriction of activities to essential operational matters during critical phase of the flight. At altitudes below 10.000 feet above terrain, all flight crewmembers shall concentrate on the required duties for the safe operations of the aircraft; refrain from non-essential activities such as eating meals, no unnecessary conversation between flight crewmembers as well as between flight crewmember and flight attendant.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 8
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES 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.
11.1.12 ADMISSION TO FLIGHT DECK To ensure the security of the flight deck, unauthorized persons shall not be allowed to enter the flight deck. Flight attendant also be vigilant and observe the surroundings carefully before asking permission to enter the cockpit. The crewmember shall strictly follow the guidance in the OM-B2 Chapter 2.3.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The procedural means by which the crewmember: Prevents access to the flight deck by unauthorized personnel; Identifies authorized personnel requesting entry into the flight deck; Monitors the area outside the flight deck door prior to permitting authorized personnel access to or egress from the flight deck.
fid
en
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 DGCA air carrier inspector, or an authorized representative of the director, who is performing official duties, presents his valid identification credentials to the PIC of an aircraft.
on
a. Issue of Flight Deck Admission Document:
C
Flight Deck Admission document Cockpit Authorization Request for Access to Aircraft
Authority VP Flight Operations; or DGCA
b. PIC Verifications The PIC has final authority to allow an admission in consideration of safety (e.g. critical flight phase.) The PIC is responsible to supervise behaviors of personnel who are admitted to the cockpit. c. Procedures The PIC must verify the identification and flight deck admission documents. The PIC must be notified of the fact that personnel are being admitted to the cockpit. The PIC brief according to OM-A Chapter 11.1.13 below. d. Personnel Who Might be Issued Cockpit Authorization and/or seated on the Observer seat (Jump seat): The following lists are type of personnel who can be admitted to the cockpit with a cockpit authorization other than flight crewmember or flight attendant on duty: Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 9
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Company employee carrying out official duties for the flight; A DGCA Air Carrier Inspector or an Authorized Representative of the DGCA, who is performing official duties; Public officials or government designated officials besides DGCA Inspector, carrying out official duties*; Technical representative (engineers) from the aircraft manufacturer or agent representative from other airline for safety matters; Flight Dispatcher, Air Traffic Controller or other airline pilot on a route familiarization flight; Medical doctors checking crew member’s health*; One who considered necessary by the company (e.g. DOD Auditor, IOSA Auditor, Internal Safety Auditor etc.)*. * Note: A seat shall available for his/her use in the passenger compartment.
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 authorized by Garuda Indonesia’s management and by the Director.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
DGCA Inspector must be given free and uninterrupted access to the cockpit / aircraft whenever conducting inspections: Inspections DGCA Inspectors are entitled to review manuals and documents to be loaded to aircraft, to include: Licenses and Medical certificates of all flight crewmember; AML/CML, Ship documents. Flight crewmember shall cooperate to their inspections. Ramp Inspections When encountered with DGCA/Local Civil Authority Inspector on or around the aircraft, all flight crewmember shall provide all possible means after verifying positive identifications. At least one flight crewmember or employee must accompany the exterior inspection. Cockpit En-route Inspection A PIC shall provide a jump seat to an inspector in order to carry out a cockpit en-route inspection above any flight activity (e.g. flight training, check ride, etc.). Note: All Garuda Indonesia’s aircraft are equipped with at least one jump seat allowing for en-route inspections.
DGCA Inspector will provide the following documents to be verified by PIC: DGCA Inspector ID and/or “Request for Access to Aircraft” issued by the DGCA, or DGCA Inspector ID Card and/or Cockpit Authorization issued by company. PIC rejection of DGCA Inspector to the cockpit must submit a report via VP Flight Operations to be submitted to the DGCA within 7 days after the flight. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 10
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1.13 OBSERVER SEAT / BRIEFING When personnel must be seated in the cockpit for reason allowed according OM-A Chapter 11.1.12 above, The PIC must brief such person on the following: a. The need to remain silent during taxi, initial climb, approach, landing, and at any other time the PIC require so; b. The requirements to wear seat belt and shoulder harness, and how to quick release them; c. Location of the nearest emergency exit and how to operate them; d. Location of the life vest and oxygen supply and how to use them; e. The quick stowage of the jump seat; f. The need to refrain the personnel from following behaviors: Distracting flight crew in-flight or interrupting flight operations; Manipulating with flight controls, switches, instruments or circuit breaker; Any other behavior that might interfere with the crew member performance of duties that could jeopardize the safety and security; g. Should there be any urgent situation/condition that endanger the safety of flight (such as near collision, etc), inform pilot on duty in timely manner.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.1.14 MANIPULATION OF CONTROLS The PIC must not allow any person to manipulate the flight control of the aircraft in operation, unless that person is: a. Garuda pilot who is qualified as pilot on that aircraft type. b. Authorized pilot representing the DGCA, which is qualified as pilot on that aircraft type, and is conducting a flight operational check. c. A Pilot of another company, which is qualified as Pilot on that aircraft type and having written authorization from the Director of Operations or his delegates.
C
11.1.15 MAGNETIC MATERIALS As a consequence of recycling process, metal cutlery will sometimes be permanently magnetized. This is an inevitable phenomenon. When exposed in the vicinity, magnetic and non-magnetic metal objects may be detrimental to Stand-by Compass accuracy. In case the Stand-by Compass is to be used as a heading reference it is, as a precautionary measure, strongly advised to remove cutlery and other suspect metal objects from the cockpit. 11.1.16 RESTRICTION ON THE USE OF AIRBORNE RADAR The primary purpose of the airborne radar is to assist crews in identifying and avoiding thunderstorm. Airborne radar is not to be used for terrain avoidance. However, it may be utilized in the terrain mapping mode to establish the relative position of the aircraft with respect to large bodies of water, high terrain, and other dominant ground features. When use on the ground, the power beam of the weather radar is capable of inflicting damage by electrical induction within a considerable radius.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is not permitted to disable or switched off a CVR, unless the PIC believes that the recorded data should be preserved for an accident or serious incident investigation---nor is it permitted to erase recorded data during or after flight in the event of an accident or serious incident. Pulling CVR CB Following ground accident / serious incident.
C
on
fid
en
Flight-crew shall have the CVR CB pulled following ground incident/accident as mentioned below: Overweight / Heavy / Hard Landing; Tail Strike during landing; High Speed Rejected Take Off; Runway / Taxiway excursion (Incursion); Tire Blown out / Failure due to brake overheat; Unscheduled stop due to airworthiness degradation (AOG); Any events incurring significant structural damage to the aircraft on the ground (as caused by others not mentioned above, if any). Any other event that would require the CVR data for investigation purposes (Landing due to: Flight-crew incapacitation, unlawful interference, etc.) Note: The A 330 CVR cannot be switched off by the cockpit crew, since no CVR circuit breaker is installed in the cockpit. If a flight is terminated in an accident or serious incident and the electrical power has been removed from the aircraft, it must be ensured that the CB of the CVR is pulled and clipped by maintenance before electrical power is re-applied to the aircraft in order to prevent inadvertent data erasure. Ground maintenance will act as back up in the deactivation procedures, giving thorough assessment on the aircraft condition prior to determining the next status of release. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
b. Flight Data Recorder (FDR) The flight crewmember is never allowed to intentionally switch off the Flight Data Recorder (FDR) at any time. 11.1.18 USE OF PORTABLE ELECTRONIC DEVICES ON BOARD Electronic equipment operating with an antenna may never be used by crewmembers and passengers. Such equipment may interfere with communication and navigation systems on the aircraft, for that reason it must be switched off completely, except for smartphone and/or tablet device. Smartphone and/or tablet device are allowed to be used in flight mode or airplane mode only. The Wi-Fi function of the smartphone and/or tablet device may be used as long as there is a Wi-Fi signal provided in the aircraft by PT Garuda Indonesia (Persero) Tbk. Other electronic equipment (see table) may be used unless electromagnetic interference (EMI) is noted or suspected, however during taxiing, takeoff and landing while the fasten seat belt sign is on, all equipment must be switched off and stowed (if applicable).
List of potential EMI source High risk equipment Any equipment provided with an antenna. It is NOT allowed to use personal cellular phone (incl. embedded games, calculator, etc.) on board. Low risk equipment Motor driven equipment (shaver, tools etc.) Portable music, video, computer equipment and accessories, or similar battery powered or motor driven equipment. Smartphone, tablet device Very low risk equipment Calculator, games, clock, watch. Portable audio equipment (tape, CD, Mini disc) Medical equipment or similar battery powered equipment.
en
Rules
tia Y F 20 os or l C 19 fir op a -0 / y 206
In case of doubt, it remains SCD to prohibit the use of any electronic equipment at any time. Report any confirm EMI-case through an ASR, state model and serial number of the device involved. Including all pertinent data related to aircraft or system behavior.
C
on
fid
DO NOT USE And switch OFF.
DO NOT USE During taxi, take-off and landing. To be switched off when requested by crew.
ALLOWED TO USE. To be switched OFF when requested by crew.
11.1.19 RUNWAY INCURSION The flight crewmember duties, responsibility, procedures and any other flight crewmember actions necessary to prevent, or reduce the risk of runway incursion occurring during taxi, takeoff and landing as follow: The use of all available resources (heading indicators, airport diagrams, airport signs, markings lighting and air traffic control) to keep an aircraft on its assigned flight and/or taxi route; Reference to the airport diagram and airport signage; Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 13
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Taxi progress monitoring and/or verbal call-outs after taxiway passage; The development and/or discussion of a pre-taxi plan and taxi route briefing; The transcription of complex ATC taxi instructions; Methods for maintaining situational awareness at night and during times of reduced visibility; Not stopping on a runway and, if possible, taxiing off an active runway and then initiating communications with ATC to regain orientation; Visually clearing the final approach path prior to taxiing into the takeoff position on the runway; Managing flight crewmember workload prior to takeoff and before landing; Procedures for deferring administrative tasks until non-critical phases of flight; Identifying checklist items that must be re-accomplished in the event of a runway change; Maintaining a “Sterile Flight Deck;” The use of standard R/T phraseology; Clearance read-back and confirmation of changes; Monitoring clearances given to other aircraft; Obtaining directions or progressive taxi instructions when taxi route in doubt; Takeoff and landing runway verification and crosscheck; Takeoff and landing clearance verification; Questioning clearances when holding or lined up in position for takeoff on the runway, and takeoff clearance has not been received within a specified period of time; Use of aircraft of lighting during taxi, runway crossing, takeoff, and landing; Appropriate transponder use at airports with ground surveillance radar; Appropriate use of TCAS when on the runway and holding in the takeoff position (e.g. center mode on Navigation Display to display traffic on final approach); Delineation of potential incursion areas or points (i.e. hot spots) on airport diagrams; Use of operator data collection programs to identify potential incursion areas in other documentation available to the flight crew; The presence of Land and Hold Short Operations (LAHSO); A recommendation that checklists be suspended or delayed until the aircraft is stopped; CAT II/III Surface Movement Guidance System (SMGS) procedures. Set the cockpit lights to dim, during taxi at night and/or low visibility taxi, to get a better view of runway signs and runway markings.
C
Refer to OM-A Chapter 24 for details in use of lightings Refer to OM-A Chapter 9.5.3 for Low visibility Procedure 11.1.20 RUNWAY EXCURSION TBD END OF 11.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
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;
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 flying in to CTAF, UNICOM, etc. and the use of pilot activated lighting on the noncontrolled en-route aerodrome.
C
on
fid
en
Clearance Read back Following clearance requires pilot read back: Taxi instructions Runway in use SSR Code Level, heading and speed instructions 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 01. COCKPIT / CABIN COMUNICATIONS AND COORDINATION To facilitate communication and coordination between flight crewmember and flight attendant vice versa, by using PA, service interphone or predetermined signals have been agreed upon. The detail procedures are outlined in OM-B2 Chapter 2.3. The basic principles for these signals are standardized to cover the following subjects: Fasten seat belt and/or no smoking. Cabin readiness prior to first aircraft movement, takeoff and landing; Notification from flight deck when the flight is in the descend phase; Emergency.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
02. USE OF PUBLIC ADDRESS SYSTEM The PIC may use the PAS for announcement concerning operational matters, such as: Reason for delay in case of delayed takeoff. Position, altitude and geographical particulars. Important deviation from the flight plan (diversion, return, route changes). Notification of technical (e.g. engine) malfunctions, if deemed necessary. 03. COMPOSITION OF CALL SIGNS For normal schedule flights the radio-telephony (RTF) call sign shall consist of the aircraft operation agency followed by the flight identification number, e.g.: INDONESIA 892 In order to avoid the possibility of 2 aircraft flying in the same area at the same area at the same time with identical RTF call signs, some additional rules are necessary. Extra flights These are duplications of a schedule flights, operating the same route at different times. In these cases ONE EXTRA DIGIT will be added to the flight number to indicate an extra flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
e.g.: INDONESIA 8921 The extra digits used to indicate extra flights are: 1, 3 or 5 placed as the 4th digit. Charter flights Charter flights will be indicated also by using numeric 0 (zero), 6 or 9 on the 4th digit e.g.: INDONESIA 1806
Other Unscheduled Flights This category comprises instruction-, test-, ferry-, delivery- and positioning flights and all other unscheduled flights. For these flights the aircraft registration letters as RTF call sign. e.g.: INDONESIA PK-GIA
C
on
fid
Flights using registration letters in their call sign may abbreviate this call sign in subsequent contact with the ground station, e.g.: INDONESIA PK-GIA : for initial contact, and INDONESIA IA : on subsequent contacts.
ATC It is not permitted to use a call sign different from the one filed on the ATC flight plan.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
04. LISTENING WATCH AND SELCAL WATCH During flight the flight crewmember shall operate and maintain continuous listening watch on radio frequency of the appropriate ATC unit, monitoring guard frequency 121.50 MHz and the appropriate common frequency used for in-flight communication in designated airspace without ATC coverage, e.g. InFlight Broadcast Procedures (Transmitting Blind). If required by applicable authorities, in areas or over routes where the possibility of military intercept or other hazardous situations exist. The aircraft station shall not cease listening watch, except for safety reason, without informing the controlling radio station. SEL-CAL or a similar automatic signaling device normally satisfies the requirements to maintain listening watch. Where, on the basis or regional air navigation agreements this is not the case, aircraft will also need to maintain an aural guard. Within geographical Europe and in other areas so indicated in the communication instructions, sel-cal watch shall be kept for reason of movement control.
tia Y F 20 os or l C 19 fir op a -0 / y 206
05. IN-FLIGHT REPORTING The time and level of passing by a designated or otherwise specified reporting point 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.
en
In the absence of such reporting points, position reports shall be made at intervals specified by the State or ATC unit concerned.
C
on
fid
Element of Position Report: Call sign Position Time (UTC) 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
06. USE OF COMPANY CHANNEL Three company communication systems are used: VHF, HF and, as applicable ACARS airborne data-link. These company channels are meant to be used for any operations purposes such as safety aspects or prevent any/further delay by giving earlier information by using voice Radio or ACARS whichever available. At convenient time, Pilot should give Dep. Message (Airborne Time and ETA) via company channels. In a condition where ATD on time but ATA is late, the Pilot shall report via any available mean to the Departure/Destination Ramp Dispatcher or flight following and give the reason of delay, as well as write it down in the AFL (Aircraft Flight Log).
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 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 may require transferring the message / information.
on
fid
en
Call signs of the ground stations will consist of the company abbreviation followed by the name of the station. Company ground station may not contact an aircraft while on take-off or approach.
C
b. HF Communication JKT (Call sign: Garuda Operations) 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. Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION Airplane to Garuda Operations. Contact with the Stockholm radio center on the following frequencies and describe the message to be relayed either via Message Relay or Phone Patch. Garuda Operations phone number for Phone Patch: 62 21 550 7229, 550 1771 ext 2570. Garuda Operations SITA address: JKTEOGA copy JKTOMGA Garuda Operations Fax number : 62 21 5502152 Fill the form provided for in the navigation bag and handed over upon arrival CGK together with flight documents. Stockholm radio monitored frequencies: 3494 Khz 5541, 8930, 11345, 13342, 17916 Khz 23210 Khz
: 22:00 – 02:00 UTC : H24 : 02:00 – 22:00 UTC
tia Y F 20 os or l C 19 fir op a -0 / y 206
Office to Airplane Establish communication to Stockholm: Phone : +46 8 601 79 10 Fax : +46 8 601 79 69 AFTN : ESKRYFYX SITA : STOOOYF, STOXGNW
: Garuda
C
Airplane
on
Example:
fid
en
Request communication with the regarding airplane and provide airplane flight number, registration, selcal code and the office phone number to operator.
Call-sign
: GA 970
Registration : PK-GSG Sel-cal
: BC-RT
Office ph nr : 62 21 550 1543 (Chief pilot B 747) c. Air To Air Communications
Interpilot Frequency Flight over remote or oceanic areas out of range of VHF ground stations may establish on ICAO air-to-air frequency VHF 123.45 MHz for the exchange of necessary operational information and to facilitate the resolution of operational problems.
TIBA Communication difficulties may substantially affect ATS. Sources of difficulty could be inadequate inter center ground communications or areas where ATS performance is considered not adequate. This may result in a lack of flight plan and/or flight progress information to the ATS center concerned. Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION Flight crewmembers may also experience dificulties in establishing contact with ATS ground stations. Incase of ATS deficiencies alternaternative provisions should be inforce. The purpose of this provision is detection by the Pilot of the risk of a conflicting traffic situation. Currently alternative provision used is TIBA, the ICAO procedure for Traffic Information Broadcasts by Aircraft, which is a mandatory procedure, promulgated via NOTAM by State Authority. TIBA procedures are intended to permit reports and relevant supplementary information of Pilots of other aircraft in the vicinity. (eg. in Australia FIR/UIR frequency to be used at or above FL 200, 128.95MHz; and below FL 200, Class G airspace other than oceanic areas is FIA frequency otherwise 126.35MHz). Further detailed procedures see ROM or Jeppesen General information. Inter Company Aircraft To exchange of necessary operational information related to company matters etc., use Garuda Company HF frequency as outlined in ROM.
tia Y F 20 os or l C 19 fir op a -0 / y 206
d. ACARS Using Voice or Data message down-link and up-link for operational purposes such as Weather, NOTAM and Aeronautical information should be used. Refer to relevant FCOM of aircraft type.
C
on
fid
en
To prevent or anticipating delay for the next schedule, during flight, should there any maintenance message requiring repair either AML or CML related, PIC must make report via ACARS primary, if not available maybe via radio. In the case of CML related FA-1 must report to PIC as soon as possible. 07. DISTRESS COMMUNICATION An aircraft is in distress condition, when it is threatened by serious and/or imminent danger and requires immediate assistance. The RTF distress signal is the word “MAYDAY”, spoken three times on the air/ground frequency in use. Other ways of indicating a distress condition are: The activation of the appropriate SSR mode and code, i.e. mode A or B and code 7700; Transmitting the distress message on the emergency frequency 121.50 MHZ. Circumstances and time permitting the following information should be given in the distress message: name of station addressed identification of the aircraft nature of distress condition intentions of person in command Present position, level and heading.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION 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.
08. URGENCY COMMUNICATION This type of communication concerns the safety of an aircraft or other vehicle, or of a person on board or in sight, not requiring immediate assistance.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The RTF urgency signal is the word PAN-PAN, preferably spoken three times on the air/ground frequency in use. The following information should be given in the urgency message: a. Name of station addressed; b. Identification of the aircraft; c. Nature of urgency condition; d. Present position, level and heading; and e. Any other useful information.
C
on
fid
en
09. COMMUNICATION FAILURE If radio failure precludes, the airplane shall comply with standard and local radio communication failure procedures described herein or in ROM. Squawk 7600; Listen out on the ATIS and/or voice modulated nav-aids; Transmit intension and make normal position reports (prefix calls with “TRANSMITTING BLIND”) Comply with vertical navigation but not below minimum safe altitude. 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. a. Complete Radio Failure
If in Visual Meteorological Conditions (VMC): Squawk 7600. Continue to fly in visual meteorological conditions; Land at the nearest suitable aerodrome; Report its arrival by the most expeditious means to the appropriate ATC unit. If in Instrument Meteorological Conditions (IMC); or when weather conditions are such that it does not appear feasible to complete the flight in accordance with appropriate procedure; Squawk 7600. Proceed according to the current flight plan to the appropriate designated navigation aid serving destination aerodrome and when required to ensure compliance with next following paragraph, hold over this aid until commencement of descent.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
Commence descent from the navigation aid specified in flight plan or as close as possible to, the expected approach time last received and acknowledged; or, if no expected approach time has been received and acknowledged, at or as close as possible to the estimated time of arrival resulting from the current flight plan. Complete applicable STAR followed by a normal instrument approach procedure as specified for the designated navigational aid; and land, if possible within 30 minutes after the estimated time of arrival specified or the last acknowledged expected approach time, whichever is later.
If the clearance for the levels covers only part of the route, the aircraft is expected to maintain the last assigned and acknowledged cruising level(s) to point(s) specified in the clearance level(s) in the current flight plan. The provision of air traffic control service to other flights operating in the airspace concerned will be based on the assumption that an aircraft experiencing radio failure will comply with the above name rules.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 “transmitting blind due to receiver failure”, at the scheduled positions or times, 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 be advised.
on
fid
en
State variations to the ICAO Basic Procedure are specified in the Jeppesen, section EMERGENCY, or in ROM.
C
10. LIGHT AND PYROTECHNICS SIGNALS AT AIRFIELDS DURING HOLDING, APPROACH AND LANDING LIGHT steady green steady red series of green flashes series of red flashes
Instructions from aerodrome control MEANING cleared to land give way to other aircraft and continue circling return for landing* aerodrome unsafe, do not land
series of white flashes
land at this aerodrome and proceed to apron*
notwithstanding any previous instructions do not land for the time being. Clearance to land and to taxi will be given in due course. red pyrotechnic
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION 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 steady red series of green flashes series of red flashes series of white flashes
cleared for take-off stop Cleared to taxi taxi clear of landing area in use Returning to starting point on the aerodrome.
Acknowledged by aircraft During the hours of darkness
By moving the aircraft’s aileron landing or rudder
By flashing on and off twice the aircraft’s lights, or if not so equipped, by switching on and off twice its navigation lights
tia Y F 20 os or l C 19 fir op a -0 / y 206
During the hours of daylight
11. SIGNALS TO BE USED FOR SEARCH AND RESCUE
on
fid
en
a. General Rescue is largely dependent on the effort and ingenuity in surviving until the rescuers have arrived. There are various ways of attracting the attention of the search parties. 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.
C
Radio 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
b. Ground/Air Visual Signal Code Ground/air signals have been internationally agreed upon and may serve as a means of contact between the ground and rescue planes when no radio contact is available (see OM-A Chapter 26.5.5). As far as possible, the following instructions shall be adhered to:
forms symbols by any available means : Note: Some of the methods usually available are: using strips of fabric, parachute material, pieces of wood, stones or such like material; marking the surface by tramping or staining with oil, etc. make symbols not less than 2.5 meters (8 feet); take care to layout symbols as depicted to avoid confusion with other symbols; provide as much color contrast as possible between material and the background; Make every effort to attract attention by other means such as radio, flares, smoke or reflected light.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Code For Use By Ground Search Parties
C
on
fid
en
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, 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. 12. COMMUNICATION FLIGHT CREWMEMBER / GROUND ENGINEER a. Departure After exterior inspection and all maintenance work performed, all passenger and cargo doors are closed, and pilot is ready to push-back and / or start engines. The ground engineer will perform a final walk around check to assure Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION 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 Pilot Ground engineer
: GROUND TO COCKPIT : COCKPIT TO GROUND : ALL DOORS CLOSED AND LOCKED AND FINAL WALK AROUND CHECK COMPLETED : CHECKED (If Ground Engineer does not report Final Walk around Checked Completed, Pilot shall verify that Final Walk around was performed)
Pilot
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
C
on
fid
en
After receiving push back clearance from ATC: Pilot : COCKPIT TO GROUND Ground engineer : GROUND TO COCKPIT Pilot : CLEARED PUSH BACK, TAXYWAY …., HEADING …. Ground engineer : CLEARED PUSH BACK, TAXYWAY …., HEADING …., RELEASE BRAKES Pilot : BRAKES RELEASED. (PIC informs the push back time to Ground engineer). If standard push back are required: Pilot : COCKPIT TO GROUND Ground engineer : GROUND TO COCKPIT Pilot : CLEARED FOR STANDARD PUSH BACK Ground engineer : CLEARED FOR STANDARD PUSH BACK, RELEASE BRAKES Pilot : BRAKES RELEASED. (PIC informs the push back time to Ground engineer). Pilot ready to start engines: Pilot : READY TO START ENGINE …. Ground engineer : CLEAR TO START ENGINE …. Pilot : START ENGINE NUMBER …. Ground engineer : GROUND CLEAR TO START ENGINE NUMBER …. Ground engineer : N1 ROTATION Pilot : CHECKED Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
When push back completed: Ground engineer : PUSH BACK COMPLETED, SET PARKING BRAKES Pilot : PARKING BRAKE SET When all engines are started: Pilot : START COMPLETED, REMOVE GROUND EQUIPMENT. (PIC informs the Block Off time to Ground Engineer)’ Ground engineer : GROUND EQUIPMENT REMOVE, SIGNAL FROM THE…. (L/R) Re-establishment of Interphone Communication
tia Y F 20 os or l C 19 fir op a -0 / y 206
When initiated from the ground: Day : wave the headset Night : wave the headset illuminated by a flashlight Pilot will acknowledge the request by flashing landing - or taxi lights. Following this acknowledgement, the aircraft shall remain stationary until an “all clear “signal is given.
C
on
fid
en
When initiated by the cockpit crew: Flash the landing - or taxi lights three or more times. The ground engineer acknowledges the request by waving his headset (at night illuminated by flashlight) and approaches the aircraft from the front in order to be visible from the cockpit. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF
11.3
START UP AND TAKEOFF
11.3.1 PUSH BACK / PULL OUT PROCEDURE a. General During push back and / or pull out, pilot shall maintain contact with the Ground Engineer, whilst the copilot does the communication with the ATC. b. Push Back At stations where nose-in parking is used, push back will be necessary. While push back with running engine is allowed, normal start-up clearance must be obtained first and engine has been started before pushing back executed. Starting engine during push back is allowed, provided push back car and condition permit so. Ground Engineer must be consulted. When ATC requires an immediate stop during push back, pilot must inform ground engineer at once, and not to touch the brakes until instructed by the ground engineer.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Pull Out Because of possible damage to building and or vehicles by application of breakaway power at gate, some airports require that aircraft are pulled out of the gate. For these case, the same procedure applies as for push back, only read `pull out` where push back is mentioned.
en
Starting engine during pull out is not recommended.
C
on
fid
Note: For standard cockpit-ground communication procedure, see OM-A Ch 11.2-12. 11.3.2 TAKE-OFF LIMITATIONS
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. Operation Manual Part A – 1st Edition
02 Jan 2019
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF 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 takeoff.
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.
Intended Track Includes No Change in Heading Of More Than 15º
Intended Track Includes Change in Heading Of More Than 15º
300 m
600 m
300 m
900 m
600 m
900 m
600 m
900 m
on
fid
en
Conditions
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. The following table summarizes the conditions under which the values apply:
C
VMC by day
IMC with accurate track guide VMC by night IMC without track 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF
11.3.3 CREW DUTIES BEFORE, DURING AND AFTER TAKE-OFF 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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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)
en
c. During Takeoff Conversations shall be limited to the required commands and calls as specified in 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 required.
on
fid
To ensure best verbal communication between flight crewmembers, those wearing headphones will keep one ear free during takeoff.
C
d. Rejected Takeoff Takeoff malfunction requires utmost cooperation of all flight crewmembers and sounds and quick decision by the PIC. To be properly prepared for such situations, the takeoff briefing is mandatory. The decision to reject the takeoff determined by several factors: Kind of failure The actual speed at time of failure Runway length/surface condition Meteorological condition. In order to be able to reach adequate, quick and correct decision, the PIC should make a mental review of the takeoff parameters prior to starting the takeoff. The following basic policy applies: 1) Low speed RTO: The total energy that must be dissipated during an RTO proportional to the square of the airplane velocity. If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid displacement from the runway centerline. For this reason, it is Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
2) High Speed RTO: As the air speed approaches V1 during a balanced field length takeoff, the effort required to stop can approach the airplane maximum stopping capability. Therefore, the decision to stop must be made before V1.
C
on
fid
en
Historically, rejecting a takeoff near V1 has often resulted in the airplane stopping beyond the end of the runway. Common causes include initiating the RTO after V1 and failure to use maximum stopping capability (improper procedures/techniques). Precaution: All automatic features are functioning, however notwithstanding the use of a time delay before taking the decision to reject and the fact that reverse thrust is excluded for ASD demonstrations, it may be assumed that a rejection of a take-off on a marginal runway, from high speed close to V1, in particular when the runway is wet, can be extremely hazardous. Serious failure/malfunctions such as engine failure/fire, aircraft fire, structural damage and flight control problem BEFORE V1: REJECT THE TAKE OFF. Minor malfunctions may justify a continued takeoff especially in marginal conditions and speed close to V1. No action shall be attempted to rectify a fault during takeoff run. To provide best support to the Pilot Flying, the Pilot Monitoring shall call out any detected malfunction during takeoff in concise and clear term. When Rejected Takeoff is required, the use of the command word “STOP”, “REJECT” or the advisory word “FAILURE” (as specified in related aircraft type), by any crewmember shall be confined to circumstances where a very
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF positive loss of thrust occurs or where aircraft condition clearly renders it unflyable. 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
e. Engine Failure Before V1 When an engine fails before V1, the basic V1- concept provides protection to safely reject a takeoff within the required runway length, provided that: The first action is initiated with failure recognition and at the latest at V1. The runway is dry; Full braking is applied. The use of reverse thrust additionally decelerates the aircraft, although this braking means is not considered in the calculation of the stopping distance on a dry runway.
f.
C
on
fid
en
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 distance actually required. On the other hand, situations might arise where an aircraft already above V1 would be exposed to greater risk during a continued takeoff than during a rejected take off, e.g. due to sudden deterioration on aircraft performance. Engine Failure After V1 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.
g. Engine Fire Warning An engine fire during takeoff shall be handled operationally in the same way as an engine failure on takeoff. Flight crewmember shall follow the emergency checklist appropriately.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT
11.4
CLIMB, CRUISE AND DESCENT
11.4.1 FLYING ALONG AIRWAYS AND ADVISORY ROUTE It is Garuda Indonesia’s general policy, that all flights be executed along airways, air routes, RNAV routes and advisory routes. When this is not possible or when it entails excessive operational penalties, all factors such as communications, air traffic services, navigation facilities, weather etc., must be carefully considered before selecting a different routing (see Rules of the Air, OMA Chapter 24) a. Navigation Aids Tuning and Identification Prior to using the navigation aids on any stage of the flight, selection of the correct beacon shall be identified visually and aurally.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. Navigation Performance Monitoring Flight crewmember shall at all-time ensure the correctness of the aircraft position in accordance with published, and readily available at all time, navigation charts/approach charts and the flight management system by: Correct present position during initial navigation alignment; Continuous monitoring of the airplane navigation performance; Verifying airplane position through updating procedures; 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 rules and regulations such as considering minimum safe altitude (GRID MORA, MSA), prohibited area, restricted area, or danger area, etc. The navigation accuracy shall be checked prior to approach and after prolonged flying.
C
on
The technique and instructions on monitoring navigation performance is described in details within the type Aircraft Operation Manual. c. Company Flight Plans 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). Operation Manual Part A – 1st Edition
16 Jan 2017
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT Flights outside controlled airspace above FL250 shall be executed using the semicircular 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. With flaps/slats extended to the maneuvering configuration, rate of descent should not exceed 1,500 feet/min. 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
If a higher rate of descent is required due to altitude/ATC constraints or other factors, the use of speed brakes may be required and the Pilot Flying (PF) shall inform the Pilot Monitoring (PM) of his intentions.
C
Situational and altitude/terrain awareness along with crew coordination shall at all times be exercised. During approach, stabilized approach criteria shall be strictly complied with. The normal rate of descent during approach should be less than 1000 feet per minute. 11.4.2
AUTOPILOT AND AUTOTHROTTLE OPERATION a. General To minimize cockpit workload and thus to increase the safety level, optimum use of the autopilot and its sub-modes and auto throttle as far as per FCOM permitted, is strongly recommended during the whole flight regime. The autopilot should be regarded as the primary means of aircraft control during turbulence penetration. The following general regulations apply when the autopilot is engaged: Below 2.500 feet above terrain, the pilot flying must have his thumb on the disconnect button in order to be able to disconnect immediately in case needed.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT
Be alert to detect a possible malfunction of the autopilot. At least one cockpit crewmember must be in a position to take over manually at any time and without delay. During changeover of pilots, a cockpit crewmember must be seated in the pilot’s seatbelt fastened. The aircraft should be properly trimmed during autopilot operation. For that purpose the trim indicators should be checked regularly. b. Minimum Altitude
Unless specified in the approved FCOM; The minimum engagement of Autopilot (except in CWS Mode) is 500 feet HAA whichever higher, during climb and cruise. The Autopilot might be engaged (except in CWS Mode) up to 50 feet HAT or published MDA/DA/DH whichever higher for approach. And aircraft capability status, the Autopilot might not be engaged for automatic landing. The Auto throttle might be engaged for takeoff, climb, cruise, descent, approach and landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.4.3 CONTINUATION OF A FLIGHT WITH N-1
en
After an engine failure or the rotation of an engine is stopped, condition permitting, contact must be established with the Company and to the appropriate ground radio stations. Two Engine Aircraft
C
on
fid
Whenever an engine fails or the rotation of an engine is stopped, to prevent possible damage, the PIC shall land the airplane at the nearest suitable airport, in point of time, at which a safe landing can be made. 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. Operation Manual Part A – 1st Edition
02 May 2018
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.4
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
11.5
APPROACH AND LANDING
11.5.1 FLIGHT CREWMEMBER COORDINATION a. General Thorough planning and good coordination is the key to a safe, efficient, unhurried and professional approach. The following chapter provides recommended general guideline for crew coordination in executing instrument approaches (such as Precision Approach, non-Precision Approach and circling approach) and Visual Approach, Go Around and Missed Approach maneuver. Detailed flight crewmember coordination and task sharing is outlined in the relevant FCOM. b. Flight Crewmember Coordination during Holding, Approach and Landing During these phases of flight, both pilots must be seated at their assigned qualified cockpit seats.
tia Y F 20 os or l C 19 fir op a -0 / y 206
During the descent phase of the flight, at altitudes below approximately 10.000 feet above terrain, and during taxi (as appropriate), all flight crewmembers shall concentrate on cockpit procedures, and adhere to monitoring or lookout procedures. They shall refrain from any non-essential activities.
en
To achieve safe approach it begin from good descent plans, careful review of the holding (as applicable), approach and landing procedures, accurate flying and good flight crewmember coordination between(among) flight crewmembers.
fid
Flight techniques and procedures to be used shall be according to those prescribed in the relevant FCOM and ROM.
C
on
Both pilots shall familiarize themselves thoroughly with the relevant data such as descent altitude restrictions, weather condition, aircraft serviceability, ground facilities, holding and approach procedures, runway visual aids (e.g. approach 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; Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
FCOM procedures ensure that one pilot continues to monitor his/her instruments down to and below decision height. On practice approach, or whenever part of an actual approach is flown in VMC, a regular lookout should form part of the scanning cycle.
fid
en
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 the radio communication and checks for visual reference.
C
on
The Pilot Monitoring shall be fully familiar with the intentions of the pilot flying, and shall have facts and figures ready when needed. The use of facilities shall be planned beforehand, and on passing one facility, the Pilot Monitoring shall inform the pilot flying and be ready to retune to the next facility immediately. 11.5.2 INITIAL APPROACH a. General -
Initial Approach: That part of an instrument approach procedure consisting of the approach to the first navigational facility or to a predetermined fix associated with the approach procedure.
-
Initial Approach Area : An area of defined width (normally 10 NM) lying between the last preceding navigational fix or dead reckoning position and either the facility to be used for making an instrument approach or a point associated with such a facility that is used for demarcating the terminating of the initial approach.
-
When making an initial approach to a radio navigation facility under IFR, no person may descend below the pertinent minimum altitude for initial approach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established. Operation Manual Part A – 1st Edition
01 Mar 2018
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
b. Initial Approach Obstacles Clearance The initial approach shall not be made below a height of 1000 feet, above the highest obstacle within the initial approach area. However, this altitude should not be lower than the altitude at which the facility will be crossed on final approach and, if a procedure turn is required, not lower than the procedure turn altitude. c. Initial Approach Altitudes in IMC And Without Radar Vectors Where no initial approach altitudes have been specified, the minimum sector altitude(s) as shown on the approach charts are applicable. When cleared for approach, follow the descend procedures as depicted on the approach chart. Inform the controller when leaving and reaching the prescribed levels/altitudes. d. Initial Approach Altitudes in IMC And With Radar Vectors When positively identified by ATC radar within TMA (terminal control area), PIC may accept clearances to altitudes below the applicable sector altitude or Minimum Vectoring Altitude, provided the radar monitoring and communication watch are continue. In the same circumstances takeoff clearances based on radar controlled climb out may be accepted at PIC’s discretion.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In accepting these clearances, the PIC will exercises a full measure of discretion, utilizing his knowledge of the terrain over which the clearance takes him, possible consequences of radio or radar failure, his ability to maintain a clear picture of the situation using VOR, ADF facilities etc. and his experience with the possibly known reputation of the installation and personnel involved.
on
fid
en
If there is any doubt about spot heights etc., and no opportunity to study the chart, the clearance should be refused, and the flight falls back on the known safety or minimum sector altitude.
C
11.5.3 AUTOMATIC APPROACH
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 pilotflying 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
Lower cockpit workload, permitting better monitoring. In marginal weather conditions a better decision making process is obtained.
Maximum use of autopilot and auto throttle is required for ILS approaches, provided that: The performance of the relevant airborne and ground systems is satisfactory. The localizer can be intercepted at an adequate distance from the runway. No restrictions to autopilot use are indicated on the approach chart (see 03 below). It should be realized that in weather conditions of CAT I or better a number of factors may have some influence such as: Protection area not assured to be clear. Close sequencing of aircraft. Switch over time of ground aids. Quality of ILS signals.
tia Y F 20 os or l C 19 fir op a -0 / y 206
These factors may influence performance of aircraft auto-land systems in a negative way. Therefore it is essential that the Pilot flying is prepared to take immediate action in case of a significant deviation from the desired flight path. If necessary, make a (Auto) go-around.
en
c. Auto-land / Auto-Approach Restrictions There may be various reasons to restrict the use of autopilot/auto throttle during approach and/ or landing for certain aircraft type or runways. In order to provide the necessary information, a note will be printed on the approach chart in the space below the minima box.
C
on
fid
In this note the abbreviation TCH (Threshold Crossing Height) will be used when applicable. This indication means that the height of the ILS glide path over the threshold of that particular runway is in adequate to provide sufficient wheel clearance for certain aircraft types. 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
11.5.4 FINAL APPROACH AND LANDING 01. POTENTIAL HAZARD Common sources of potential hazard on final approach and landing are heavy precipitation. Poor visibility, reduced windshield transparency and refraction error may give wrong horizon reference (false horizon lies below actual). This way, objects appear to be lower than they actually are, causing pilots deceived to descend below glide path. Such dilution can create up to 5 degrees in error, which means that at a distance of 1/2 NM the aircraft is off glide 200 feet. The danger is greatest when making visual contact after breaking out below clouds. It is therefore very important to monitor altimeters and whatever glide slope or distance information is available. Drifting snow or the combination of rain or snow with crosswind, especially at night may cause incorrect yaw-rate during de-crabbing phase.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. VISUAL APPROACH A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport insight and can maintain visual reference to terrain with adequate margin or have the preceding identified aircraft insight.
fid
en
This approach must be authorized and controlled by the appropriate air traffic control facility.
on
Reported weather at the airport must have a ceiling at or above 1000 feet and visibility 5 km or greater.
C
ATC may authorize this type of approach when it will be operationally beneficial. Visual approaches are an IFR procedure conducted under IFR in VMC. Visual approach is normally conducted on one of the following: Traffic pattern (circuit pattern), down wind, base leg, straight in, circling approach. a. Operating to an Airport without Weather Reporting Service ATC will advise the pilot when weather not available at the destination airport. ATC may initiate a visual approach provided there is a reasonable assurance that weather at the airport is a ceiling at or above 1000 feet and visibility 5 km or greater (e.g. area weather reports, PIREPs, etc.) b. Operating to an Airport with an Operating Control Tower Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR or VFR approaches to another parallel, intersecting, or converging runway. When operating to airport with parallel runways separated by less than 2500 feet, the succeeding aircraft must report sighting the preceding aircraft unless standard separation is being provided by ATC.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. When visually following a preceding aircraft, acceptance of the visual approach clearance constitutes acceptance of pilot responsibility for maintaining a safe approach interval and adequate wake turbulence separation.
fid
en
d. Missed Approach A visual approach is not an IAP and therefore has no missed approach segment.
C
on
If a go-around is necessary for any reason, the aircraft should initially fly in the 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 instruction and further clearance. An aircraft operating at controlled airports will be issued an appropriate advisory/clearance/instruction by the tower. At uncontrolled airports, aircraft are expected to remain clear of clouds and complete a landing as soon as possible. If a landing cannot be accomplished, the aircraft is expected to remain clear of clouds and contact ATC as soon as possible for further clearance. Separation from IFR aircraft will be maintained under these circumstances. e. Pilot Responsibilities Visual approaches reduce pilot/controller workload and expedite traffic by shortening flight paths to the airport. It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired. Authorization to conduct a visual approach is an IFR authorization and does not alter IFR flight plan cancellation responsibility (The PIC shall not cancel IFR flight plan when making visual approach, in order to keep the provision of separations between the aircraft and other arriving / departing traffic).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to change to advisory frequency.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
03. CHARTED VISUAL FLIGHT PROCEDURE (CVFP) a. CVFPs are charted visual approaches established for environmental/noise considerations, and/ or when necessary for the safety and efficiency of air traffic operations. The approach charts depict prominent landmarks, courses, and recommended altitudes to specific runways. CVFPs are designed to be used primarily for turbojet aircraft. b. These procedures will be used only at airports with an operating control tower. c. Most approach charts will depict some NAVAID information which is for supplemental navigational guidance only. d. Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement purposes and are recommended only. Pilots are not prohibited from flying other than recommended altitudes if operational requirements dictate. e. When landmarks used for navigation are not visible at night, the approach will be annotated “procedure not authorized at night.” f. CVFPs usually begin within 20 flying miles from the airport. g. Published weather minimums for CVFPs are based on minimum vectoring altitudes rather than the recommended altitudes depicted on charts. h. CVFPs are not instrument approaches and do not have missed approach segments. i. ATC will not issue clearances for CVFPs when the weather is less than the published minimum. j. ATC will clear aircraft for a CVFP after the pilot reports siting a charted landmark or a preceding aircraft. If instructed to follow a preceding aircraft, pilots are responsible for maintaining a safe approach interval and wake turbulence separation.
C
Pilots should advise ATC if at any point they are unable to continue an approach or lose sight of a preceding aircraft. Missed approaches will be handled as a goaround. 04. CIRCLING APPROACH Circling approach is a combined instrument/visual approach, consists of an instrument letdown using a ground based approach aid, followed by a visual circuit or part of circuit, with the intention to line up the aircraft with the extended centerline of the landing runway. Before commencing the letdown for a circling approach, both pilots must study the approach chart and familiarize terrain features, elevations, spot heights, obstructions and circuit pattern. In some cases the approach aid to be used and/or the circuit to be flown is specified because the obstacle clearance is based on it. The letdown for a circling approach must not be continued below the minimum descent altitude (MDA) for that particular approach aid specified for the circling procedure.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Precipitation will add to the difficulties of a circling procedure. Other optical illusions may also contribute to misjudgment of aircraft vertical position e.g. sloping runway, non-standard runway width, displaced threshold, sloping terrain and non-standard aircraft attitude.
on
fid
en
Missed Approach If visual reference is lost while circling-to-land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC).
C
To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course. The circling maneuver may be accomplished in more than one direction, different patterns will be required to become established on the prescribed missed approach course, depending on the aircraft position at the time visual reference is lost. Adherence to the procedure will assure that an aircraft will remain within the circling and missed approach obstruction clearance areas. (See Figure on the following Page)
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
tia Y F 20 os or l C 19 fir op a -0 / y 206
Circling and Missed Approach Obstruction Clearance Areas
05. INSTRUMENT APPROACH In addition to the general directives laid down in OM-A Chapter 11.5.1, the following rules apply when a full instrument approach is made.
C
on
fid
en
The pilot monitoring must report as required per FCOM, using the standard words as specified, for example: “CONTACT”, when ground becomes visible and is likely to remain visible. “APPROACH LIGHTS” “RUNWAY” Etc. It should be remembered that, when the approach is executed in crosswind conditions, the crab angle may give the false impression that the aircraft is not on the centerline and that a lateral correction is needed. Even in the absence of crosswind, there exists a tendency to apply corrective bank after becoming visual. This is very often due to wrong interpretation of the few available visual cues and will result in zigzagging and overcorrecting of bank; this is a highly undesirable situation in conditions of marginal visibility and low altitude. During the approach, the heights over the markers and beacons shall always be checked by both pilots and in cases where discrepancies are detected, terrain clearance shall be verified immediately. In a “see to land” concept, it is understandable that a pilot wishes to make the transition from instrument guidance to ground visual as early as possible. Although the approach lights may often be in sight before DH is reached, the visibility may decrease or fluctuate during the remainder of the approach. Misjudgment of visual cues or deviations from the intended flight path through outside causes (cg, wind shear) can best be detected by reference to the flight instruments. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING It is therefore strongly recommended that the pilot-flying cross-checks/monitors the instruments, also at break of altitude BOA/DH until a safe landing is assured. As already mentioned in the beginning of this paragraph, the pilot monitoring will have his attention focused mainly on the outside world.
06. 500 FEET CALL A 500 feet call must be included in the final part of each approach, to protect against subtle incapacitation and to serve as an awareness call for the approach stability and the landing clearance. If there is no automatic 500 feet call, the Pilot Monitoring must give this call. The PF must respond ‘cleared/not cleared’, followed by a ‘checked’ call from the Pilot Monitoring, which means that he/she agrees with the response from the PF. If no landing clearance
: Obtain Landing Clearance
If the aircraft is not stabilized
: Go Around
tia Y F 20 os or l C 19 fir op a -0 / y 206
If disagreement to the objective of 500 feet call (and stabilized approach criteria) exists or when doubt exists to the awareness of or no appropriate response from the PF, the PM shall consider him/her in the subtle incapacitation state (OM-A Chapter 15). The PM shall take over control and execute Go-Around. File an incident report on ASR as soon as possible.
en
It is mandatory to execute go around and/or reject the landing at any time when the safety of the flight is jeopardized.
on
fid
The company will not initiate disciplinary measures for a go around executed under any unsafe or un-stabilized approached.
C
All flight crewmember must be convinced that the landing clearance has been received and acknowledged before landing. 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. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 10
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 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, TCH), the location of the aircraft glide path antenna relative to the landing gear and the aircraft pitch attitude. Taking this into account and considering certain allowances for ground and airborne equipment and meteorological conditions, a minimum threshold crossing height has been established: 40 feet for A330 35 feet for B 737 35 feet for CRJ1000 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 11
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The procedures and requirements are outlined in the FCOM related aircraft type. If using an MDA(H) for Non Precision Approach, initiating a missed approach approximately 50 feet above the MDA(H) may be necessary to avoid descending below the MDA(H) during missed approach.
fid
en
The additional of 50 feet above the MDA(H) for Non Precision Approach for anticipating go around does not require additional prescribed minimum visibility.
C
on
On a non-precision approach, a normal glide-path and aiming point should be established. Wheel clearance will then be approximately as described above. When landing on a marginal runway, do not cross the threshold lower than normal, as this will increase undershoot risk unacceptably. ILS with threshold crossing problems are indicated on the approach charts with a note below the minima box. The notes used and their meanings are:
No auto-land (TCH) Threshold crossing height is below 43 feet. These aircraft leave the glidepath not lower than 100 feet to cross the threshold with sufficient wheel clearance. TCH < 35 feet Threshold crossing height is 35 feet or less. All aircraft leave the glide-path not lower than 100 feet to cross the threshold with sufficient wheel clearance.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 12
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
09. LANDING ON TOUCH DOWN ZONE Flight crewmember shall cross the landing threshold at approximately 50 feet, and land the airplane within the touch down zone of the intended landing runway. See OM-A Chapter 9.5.1-03. 10. LANDING DISTANCE Definition The landing distance is the horizontal distance between that point on the landing surface at which the airplane is brought to a complete stop and that point on the landing surface which the airplane cleared by 15.2 m (50 feet). Landing distance available (LDA): The length of runway which is declared available and suitable for the ground run of an airplane landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Landing distance required for dispatch for Aerodrome of intended landing (Destination) The landing distance at the aerodrome of the intended landing, as determined from the flight manual (AFM), is not to exceed 60 percent of the landing distance available on: a. The most suitable landing surface for a landing in still air; and, if more severe, b. Any other landing surface that may be required for landing because of expected wind conditions at the time of arrival.
C
on
fid
en
Landing distance required for dispatch for Alternate aerodromes The landing distance at any alternate aerodrome, as determined from the flight manual, is not to exceed 70 per cent of the landing distance available on: a. The most suitable landing surface for a landing in still air; and, if more severe, b. Any other landing surface that may be required for landing because of expected wind conditions at the time of arrival. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 13
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING These reference conditions cannot be exactly duplicated, therefore additional margin shall be added (see OM-A Chapter 11.5.4-11)
11. LANDING PERFORMANCE ASSESSMENTS AT TIME OF ARRIVAL The following policy applies: The Flight crewmembers shall assess landing performance based on conditions actually existing at time of arrival at the destination or alternate airport, as distinct from conditions presumed at time of dispatch. Those conditions include weather, runway conditions of intended use, the airplane’s weight, the aircraft configuration and with the means of deceleration that will be used for the landing. Once the actual/unfactored landing distance is determined an additional safety margin of at least 15% shall be added to that distance. Except under emergency conditions flight crewmembers should not attempt to land on runways that do not meet the assessment criteria and safety margins as specified in this requirement.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The decision to land rest basically with the PIC, who shall take into account: The actual/un-factored landing distance figure, corrected as applicable shall carefully be weighed for its realism under the prevailing operating conditions. If the actual/unfactored landing distance plus the specified safety margin is greater than landing distance available, a landing is not permitted. The margin mentioned above is intended to cover minor imperfections in flight handling and judgment. If gross deviations occur, the pilot shall not hesitate to execute Go-around or Rejected Landing. 11.5.5 FUEL DUMPING AND OVERWEIGHT LANDING
01. GENERAL An overweight landing is defined as a landing made at a gross weight in excess of the maximum structural landing weight as specified in each aircraft type FCOM. During a normal flight condition from departure aerodrome to intended destination aerodrome, planned or perform an overweight landing is strictly prohibited. In other case, the overweight landing can only be performed in exceptional condition, such as inflight turn back or diversion. These are guidance of when the overweight landing can be performed: 1. Any malfunction that would render the airplane un-airworthy 2. Any condition or combination, thereof, mechanical or otherwise, in which an expeditious landing would reduce the exposure to the potential of additional problems which would compromise safety 3. Serious illness of crew or passengers which would require immediate medical attention.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 14
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING It is recommended to make a holding or dump fuel when the normal dumping procedure can be followed correctly and all circumstances are favorable, to reduce the landing weight, so overweight landing can be avoided. Where overweight cannot be avoided, follow the respective FCOM procedure for each type of aircraft.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. FACTORS WHICH INFLUENCE FUEL DUMPING Test to determine safe methods of fuel dumping revealed the following facts. When dumping fuel from an aircraft in flight, the combustible gas envelope surrounding the liquid fuel spray, presents practically no hazard to external or internal components of the aircraft. Static discharges may however ignite sprayed fuel in an air stream. Even if ignition might occur, no hazard will have to exist as long as the fuel does not contact any part of the aircraft after leaving the dump-chute. When an external surface is contacted by ignited fuel, burning of the surface might continue after the source of ignition has disappeared. Hazard is increased by the presence of protuberances and irregularities on the surface of the aircraft, by deflections of flaps, control surfaces and gear or an increase of the angle of attack. The fuel dumping procedure as specified in the FCOM for the relevant aircraft type shall be strictly adhered to.
C
on
fid
en
No Fuel Should Be Dumped: Under weather conditions in which static electricity may be expected. In areas of turbulence. In case of engine fire. 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 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. 03. FACTORS WHICH INFLUENCE OVERWEIGHT LANDINGS In view of the increased aircraft weight, special attention shall be paid to the following items and conditions, when considering an overweight landing. Pilot’s physical condition : own limitations and fatigue. Weather : IMC or VMC, temperature, cross wind, turbulence etc. Runway : elevation, length, slope, obstructions (at both ends). Width and surface conditions.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 15
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING Aircraft system, flaps, etc.
: number of engines operating, serviceability of
Any landing with a weight in excess of the maximum allowed landing weight shall be reported in both the Aircraft Maintenance Log and a trip report. 04. OVERWEIGHT AND HARD LANDING INSPECTION Following any overweight landing report in the AML the engineer shall refer to the related aircraft AMM regarding the overweight landing inspection. At any weight, where a suspected hard landing is made, a hard landing shall be write down in the AML, and a hard landing inspection shall be conduct by the engineer referring to the related aircraft AMM. 11.5.6 USE OF REVERSE THRUST AND/OR BRAKES
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. GENERAL The takeoff and landing runway length requirements have been determined, during certification of the aircraft by the use of wheel brakes only, with engines delivering forward idle thrust. The use of reverse thrust, as laid down in the FCOM increases the operational safety margins and considerably increases the brakes and tire life, with no adverse effects to the engines.
on
fid
en
The use of Auto-Brake System (as installed) has its advantages on wet and contaminated runways (except if crosswind is close to FCOM limits) as well as in cases where minimum runway length is available only. Its use is at PIC’s discretion.
C
Excessive use of wheel brakes to gain an early runway turn-off point is undesirable, unless urgent operational reasons are involved. 02. REVERSE ON SLIPPERY AND SNOW-COVERED RUNWAYS Should directional problems occur on a slippery runway, differential application of reverse thrust must not be used in an attempt to regain directional control. Reverse thrust must be reduced to idle reverse, until the aircraft is under control. Reverse thrust when continued below 60 knots on powdery snow can result in the loss of forward visibility. 11.5.7 PARKING OF AIRCRAFT When parking an aircraft, the PIC remains responsible for the safe maneuvering, even when guided by marshaling signals. The purpose of marshaling signals is to aid the pilot when taxiing or parking, without affecting the pilot’s responsibility. For use of wheel blocks and parking brake under normal and adverse weather conditions see the relevant FCOM.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 16
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
11.5.8 POST-FLIGHT DELIVERY OF METEOROLOGICAL INFORMATION When meteorological information are required to be made during flight these should be delivered to the meteorological office at the station of next landing, either by the crew or via station management. It should be realized that in certain parts of the word, where the official meteorological observations network is rather scarce, the local MET office partly depends on the upper air information supplied by the aircrew.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.5
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 17
OM – A
11. FLIGHT PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.5 APPROACH AND LANDING
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 18
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS
11.6
CRITICAL FLIGHT CONDITIONS A. WIND SHEAR With reference to the basic information on this subject in FRG 5.1.2 and the aspects covered in the relevant FCOM, following rules and recommendations should be adhered to: −
Take-off If a wind shear in the take-off flight path is expected or known to exist, consideration should be given to the following:
Delay the take-off Choose a more favorable runway and/or climb out direction Use of full rated take-off thrust Delay of heading changes and/or restrictions of bank angle to 15° in the shear area.
A take-off should not be made in the direction of a reported shear if the takeoff is performance limited.
Approach If a wind shear in the approach area is expected:
en
fid
Consider holding or delay approach until wind shear ceased. Consider the need to use reduced landing flap setting if runway length permit. Maximize the use of autopilot and auto throttle if possible. Close monitor INS/ IRS data, IAS, rate of descent, pitch and thrust for early shear recognition. Use speed increment according FCOM.
on
C
−
tia Y F 20 os or l C 19 fir op a -0 / y 206
A take-off should not be made, or should at least be delayed when severe thunderstorm are present in close vicinity of the airport, for reason of uncertain wind/gust pattern normally associated with these phenomena.
Do not make large thrust reduction until beginning of flare. Consider the need to divert if prolonged severe thunderstorms are present in the approach area. −
Recovery If wind shear has been encountered, ground contact is prime task to be avoided. Apply maximum thrust as for go around, follow flight technique procedure in FCOM for particular type of aircraft.
−
Reporting If wind shear has been encountered, this should be reported immediately to ATC. Report should include altitude and amount of shear.
B. ENHANCED GROUND PROXIMITY WARNING The Enhanced Ground Proximity Warning System (EGPWS) consists of 7 (seven) mode that gives different alert/warning and provides forward looking terrain avoidance function. Flight crew shall be knowledgeable of the operation of such system. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
−
C
on
fid
en
Note: - If a terrain Caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists the alert may be regarded as cautionary and the Approach may be continued. - In case the warning is activated below 500 ft HAT, a go around is mandatory. - Activation of the glide slope warning may be disregarded in case of: An approach on a back beam ILS or circling approach for aircraft where the glide slope warning signal cannot be switched off. A change to a nearly parallel runway when on a visual approach. ii). Ground Proximity Warning Activation of the EGPWS Warning such as: “PULL UP” or “TERRAIN TERRAIN PULL UP” or other situations resulting in unacceptable flight toward terrain, either in IMC or VMC, requires immediate and aggressive pitch up maneuver that maximizes the performance of the aircraft, Refer to particular FCOM for accomplishing the maneuver procedure. Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under day light VMC condition prior to a terrain or obstacle Warning, the alert may be regarded as cautionary and the Approach may be continued. −
Reporting For reporting the activation of any mode of the EGPWS refers to OM-A Chapter 23.3.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS
C. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) TCAS provides back up to the air traffic services by alerting the flight crew to aircraft which represent or ma represent a collision hazard, and proven to be a very useful instrument for collision avoidance, even in low traffic environments. Pilots shall – in the interest of safety avail themselves of the use of the system at all times. Two modes corresponding to alert levels are provided by TCAS: The ″ traffic advisory ″ (TA) and the ″ resolution advisory ″ (RA). Stall, GPWS and wind shear warnings have precedence over TCAS advisories. Infringement of an ATC clearance based on information / advisory conveyed by TCAS lies within the authority of the Pilot-In-Command. −
Operational procedures Notwithstanding the above, neither information derived from the traffic display nor the issuance of a TA are meant for the crew as means to interfere with the ATC task to provide continuous positive separation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In principle, avoidance maneuver should be restricted to responding to an RA or to the visual acquisition of conflicting traffic. Vertical excursions from level flight should be kept at a minimum, in order to preclude a secondary collision hazard. ATC shall be informed at the earliest practical time of a RA occurrence and the pilot shall make a report using ASR form. Mode of Operations As a rule, TCAS shall be set on TA/RA during all phases of flight. Exception may be justified under certain condition such as visual contact with known traffic, approach to one of parallel runways or flying in known close proximity to other aircraft, where TA setting may be selected to prevent nuisance warning. (As installed, mode reverts to TA automatically when flying below 1000 ft AGL).
−
Traffic Advisories (TA) Pilots shall immediately attempt to establish visual contact with all airplanes in the vicinity in order to try to identify the intruder traffic.
C
on
fid
en
−
If visual contact is established, safe separation shall be maintained. If visual contact is not established, no avoiding action shall be taken unless the TA subsequently changes to RA. −
Resolution Advisories (RA) Pilot at the control shall immediately dis-engage the auto-pilot and manually apply positive and smooth control inputs in the direction and with the magnitude required by the RA (note that RAs do not require abrupt pitch control changes). In VMC scan airspace into which your aircraft is diverting. Never maneuver aircraft opposite to RA. While active, a RA has priority over a conflicting ATC instruction or clearance.
−
ATC Phraseology The following R/T phraseology shall be used to inform ATC of deviations from clearance when responding to TCAS RA.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS Situations After flight crew starts to deviate from any ATC clearance or instruction to comply with an TCAS resolution advisory (RA) After the response to an TCAS RA is completed and a return to the ATC clearance or instruction is initiated.
After the response to an TCAS RA is completed and the assigned ATC clearance or instruction has been resumed
After an ATC clearance or instruction contradictory to the TCAS RA is received, the flight crew shall follow the RA and inform ATC directly
- Pilot : CLEAR OF CONFLICT, RETURNING TO …. ( Assigned clearance) - (Controller : ROGER, or alternative instruction) - Pilot : CLEAR OF CONFLICT, (assigned clearance) RESUMED - (Controller : ROGER, or alternative instruction) - Pilot : UNABLE, TCAS RA - (Controller : ROGER)
TCAS “ RA “ compliance versus a/c performance restrictions When operating at airport outside the reference TCAS performance envelope (e.g. during take-off, climb, or in final landing configuration at airport with elevations above 5300 ft MSL, or temperature outside the range of ISA ± 28°C), precaution should be taken regarding RA compliance.
tia Y F 20 os or l C 19 fir op a -0 / y 206
−
Phraseology - Pilot : TCAS RA - (Controller : ROGER)
fid
en
At present, TCAS has limited capability to accept performance data from the aircraft on board systems. The TCAS “climb “and “increase climb” inhibits are determined based on assumptions regarding weight, altitude and temperature.
C
on
When operating outside these assumptions, the aircraft may not have the performance to execute a climb RA, even though TCAS does not consider the aircraft as climb inhibited. In this case, pilots should be aware that the RA will still be issued and that response should still be initiated. If the pilot is unable to attain 1500 fpm, he should establish a climb with the highest vertical speed practical under the given conditions. TCAS will continue to monitor the vertical separation that exists and will detect that the response is less than 1500 fpm. As a result of that situation TCAS has three options: 1. To leave the RA displayed for a longer period of time, to ensure that the desired separation is obtained. 2. To issue a reversal RA. 3. To issue an increase RA, that obviously cannot be followed. END OF 11.6
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.7 IN-FLIGHT RE-PLANNING
11.7
IN-FLIGHT RE-PLANNING In-flight re-planning or in-flight rerouting is a condition wherein a flight cannot follow the published flight plan due to: 1. 2. 3. 4. 5.
Technical problem that requires a diversion; ATC restriction regarding airway or flight level restriction en-route; Airport (destination, en-route alternate, destination alternate) restriction; Weather; and All other factor that makes the flight differ from the original flight plan.
In case of in-flight re-planning or in-flight rerouting is needed, PIC shall: 1. Coordination with Operation Company (OCC); 2. Calculate the trip fuel so it shall be sufficient to complete the flight; 3. Obtain the update the weather info; 4. Obtain Information for en-route alternate airport; and 5. Coordination with ATS.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.7
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
OM – A
11. FLIGHT PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.7 IN-FLIGHT RE-PLANNING
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
TABLE OF CONTENT 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 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.4.4.1
12.4.5 MIX FLIGHT RULE IFR AND VFR ............................................................... 41 12.4.6 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) .......................... 43 12.5
ALTIMETER SETTING PROCEDURES .................................................................... 1
en
12.5.1 DEFINITIONS ................................................................................................ 1 ETOPS ...................................................................................................................... 1
on
12.6
fid
12.5.2 TYPE OF ALTIMETER SETTINGS ................................................................ 1
C
12.6.1 GENERAL ………………………………………………………………………..... 1 12.6.2 APPROVED AIRCRAFT TYPE(S) FOR ETOPS FLIGHT .............................. 4 12.6.3 ETOPS AREA OF OPERATIONS .................................................................. 4 12.6.4 DIVERSION ................................................................................................... 5 12.6.5 ETOPS ALTERNATE AAIRPORT .................................................................. 7 12.6.6 ETOPS ALTERNATE MINIMUM .................................................................... 8 12.6.7 MINIMUM EQUIPMENT LIST (MEL).............................................................. 9 12.6.8 COMPUTERIZED FLIGHT PLAN .................................................................. 9 12.6.9 COMMUNICATION ........................................................................................ 9
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
12.1 GENERAL 12.1
GENERAL This chapter describes all navigation equipment and procedures related to flight operation conducted by Garuda Indonesia.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 12.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
12.2 AIRCRAFT INSTRUMENT, EQUIPMENTS AND/OR AVIONICS 12.2
AIRCRAFT INSTRUMENTS, EQUIPMENTS AND/OR AVIONICS All Aircrafts shall be equipped with: a) Instrumentation and/or avionics, readily visible to the intended pilot flight crewmember, necessary to conduct operations and meet applicable flight parameters, maneuvers and limitations; b) Equipment necessary to satisfy applicable operational communication requirements, including emergency communication; c) Avionics, equipment and/or components necessary to satisfy applicable navigation requirements, provide necessary redundancy and, as applicable, authorized by the State for use in RNP, MNPS and/or RVSM operations; d) Avionics, instrumentation and/or radio equipment necessary to satisfy applicable approach and landing requirements; e) Other components and/or equipment necessary to conduct operations under applicable flight conditions, including instrument meteorological conditions.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 12.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.2 AIRCRAFT INSTRUMENT, EQUIPMENTS AND/OR AVIONICS
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.3 NAVIGATION EQUIPMENT 12.3
NAVIGATION EQUIPMENT A. TCAS II All Garuda Indonesia’s aircrafts shall be equipped with serviceable TCAS II that meet authority requirements. B. Transponder Mode C All Garuda Indonesia’s aircraft shall be equipped with serviceable pressure altitude reporting transponder (mode C) C. Airborne Weather Radar Each Garuda Indonesia’s aircraft shall be equipped with serviceable airborne weather radar systems which meet authority requirements when operating in areas where thunderstorms or potentially hazardous weather conditions regarded as detectable with airborne weather radar, may exist along the route either at night or under Instrument Meteorological Conditions.
tia Y F 20 os or l C 19 fir op a -0 / y 206
D. Terrain Awareness and Warning System (TAWS) All Garuda Indonesia’s aircrafts in operation shall be equipped with a serviceable forward looking Terrain Awareness and Warning System (TAWS), normally known as Enhanced Ground Proximity Warning System (EGPWS), a GPWS that has a forward looking terrain avoidance function.
C
on
fid
en
E. Wind shear Warning System All Garuda Indonesia’s aircrafts shall be equipped with an approved airborne wind shear warning and flight guidance system, an approved airborne detection and avoidance system. Also should be equipped with a forward looking winds hear warning system, and flight crewmember shall be knowledgeable of the wind shear and the operation of such system. F. DFDR (Digital Flight Data Recorder)
All Garuda Indonesia’s aircraft in operation shall be equipped with a DFDR, which meet Authority requirement, that: 1) 2) 3) 4) 5) 6)
does not utilize photographic film or engraving metal foil; is capable of recording, as a minimum, the last 25 hours of aircraft operation; records time, altitude, airspeed, normal acceleration and heading; is of a type that is in accordance with requirements of the Authority; Is not of the analog type utilizing frequency modulation (FM) does not utilize magnetic tape
G. CVR (Cockpit Voice Recorder) All Garuda Indonesia’s aircraft in operation shall be equipped with a CVR that records the aural environment on the flight deck during flight and is capable of retaining recorded information either: 1) for the last 30 minutes of its operation, as a minimum, or 2) for a period of time in excess of 30 minutes in accordance with the requirements of the Authority. Does not utilize magnetic tape and wire CVR. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.3 NAVIGATION EQUIPMENT H. EQUIPMENT REQUIRED FOR PBN OPERATIONS See related FCOM for each type. I.
Electronic Navigation Data Electronic Navigation Data that Garuda Indonesia use shall have processes, approved or accepted by DGCA, if required, which ensure electronic navigation data products acquired from suppliers, prior to being used as a means for navigation in operations: 1) Are assed for a level of data integrity commensurate with the intended application; 2) Are compatible with the intended function of equipment in which it is installed; 3) Are distributed in a manner to allow insertion of current and unaltered electronic navigation data into all aircraft that require it.
END OF 12.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
J. GPS (Global Positioning System) All Garuda Indonesia’s aircraft must be fitted with GPS as a secondary navigation aid except those aircraft already fitted with INS, ONS, IRS or FMS.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 12.4
NAVIGATIONAL PROCEDURES
12.4.1 GENERAL The navigational procedures mainly depend on ATC requirements and the availability of ground based radio aids. Consequently the OM-C is the main source for detailed instructions on this subject. These instructions may also contain rules concerning the airborne navigation equipment, which are based on the following considerations. 12.4.2 LONG RANGE NAVIGATIONAL AIDS (USE OF LONG-RANGE NAVIGATION EQUIPMENT) A. PURPOSE Presents operational practices and procedures for the use of “electronic long-range navigation equipment” in oceanic or remote land areas. B. DEFINITIONS For this purpose, the following definitions apply:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1) Gateway A specific navigation fix where a flight transitions from short range (airways) navigation to long range (oceanic) navigation or vice versa. Such fixes ordinarily are airways navigation facilities (VOR, NDB, etc.) located at or near oceanic airspace entry/exit points. 2) Long range navigation Flight operation outside (beyond) the published service range of short range (airways) navigation facilities (i.e. VOR, VOR/DME, NDB). 3) Dead Reckoning (DR) A method of directing an aircraft and estimating its position by the application of time, direction and speed data to a previously determined position. 4) Cross Check This is a term of methods used to carefully monitor and verify navigation information so as to ensure compliance with a currently effective Air Traffic Control (ATC) clearance. The keystone of successful navigation is effective cross checking procedures. In order to minimize the exposure to human error, each manual insertion of input data into the navigation system should be carried out in its entirety by one crewmember and then recalled and verified by another. Cross checking procedures should include: a) Verification that all data inserted into the system is correct; b) Verification that the systems are operating properly; c) Confirmation that system controls and switches are properly configured to provide the desired information; and d) Frequent confirmation of navigation performance to ensure that the ATC assigned track is maintained and that the information presented by the systems remains reasonable. 5) Waypoint A geographic point specified for navigation, flight planning or air traffic control purposes. For automated navigation system (i.e. INS, IRS, FMC/IRS, Omega), a waypoint is usually inserted as latitude and longitude coordinates. For semiautomated navigation systems (i.e. Doppler), a waypoint is usually inserted as Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES a bearing and distance from previous position. Note: All Omega stations have been completely shut-down by the end of 1997. So, Omega navigation system is no longer in use within Garuda’s fleet. C. GENERAL NAVIGATION PRACTICES AND PROCEDURES. Experience indicates that the increased accuracy and reliability of modern automatic navigation systems can induce a degree of complacency in the operator which may result in the failure to routinely cross check system performance. Under these circumstances, human errors may remain undetected for excessive periods. Although navigation errors are infrequent occurrences, human errors have accounted for a majority of the errors attributed to aircraft equipped with automated systems.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Most inadvertent navigation errors have occurred when the equipment was functioning normally. The operating procedures prescribed were either inadequate or were not followed. A common error associated with automated system is incorrect programming of the oceanic waypoint latitudes by multiples of one degree (60 nautical miles (nm)). In an organized track system, this can result in the flight maintaining a wrong track with high precision and thereby constituting a serious threat to other aircraft properly occupying that track and flight level.
en
Vigilance and diligence in properly applying established procedures are essential ingredients of safe oceanic navigation.
C
on
fid
Although operational procedures (checklist) may differ slightly between specific navigation systems, many good practices and procedures are basic to all automated and semi-automated systems. These basic practices and procedures are presented in this paragraph: 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. a) The Navigation flight plan Since Garuda uses a computerized flight plan, this planning task has been greatly simplified. However, care should be taken to verify that all en route waypoints are correctly and legibly shown on the flight plan. Also, it is desirable to select a waypoint loading sequence and number each waypoint accordingly. If more than one copy of the flight plan is used by various crew member, designate one of the official copy to eliminate possible confusion, ensure that all necessary information (i.e. routing changes, estimated times of arrival, waypoint loading sequence) is recorded on this flight plan and this copy is used for all reports to ATC. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is desirable to plot the route of flight on the chart to increase its usefulness. Also, as the flight progresses, consideration should be given to plotting actual wind information on the chart as a means of evaluating the accuracy of the forecast.
C
on
fid
en
c) NOTAM Besides checking notices to airmen (NOTAM) for facilities at departure, destination and alternate airports, NOTAM concerning navigation aids or special airspace restrictions along the planned route of flight should be checked. 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 crosschecked. 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 Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES flight planning errors. This serve as a double check on waypoint verification and will also reveal an error in the flight plan should one exist. A difference in distance of more than 2 nm may indicate a programming or flight plan error. It is advisable not to transcribe waypoints coordinates from source documents (track messages, en-route charts, etc.) onto the flight plan for insertion into the navigation computers. In order to avoid errors in transcription, waypoint coordinates should be inserted in to the computers directly from the source documents.
Since the initial stages of the flight can be very busy, consideration should be given to ensuring the navigation system waypoint transfer switches are placed in auto to facilitate outbound tracking and waypoint change over during this period.
With systems such as INS/IRS, which navigate during ground operation. It is advisable to cross check present position, tax distance or ground speed as appropriate, prior to takeoff to confirm proper system operation and to ensure that the present position remains reasonable. While with FMS equipped, position is automatically updated during takeoff.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
2) En-route-within range of outbound gateway Flights should not continue beyond the outbound gateway unless the required long range navigation equipment is functioning properly. To confirm proper operation, certain cross-checks should be performed while within range of the gateway navigation aid. Since this may be the last positive position cross-check until the inbound gateway, the following practices may also provide valuable information for resolving any later navigation difficulties: 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. b) Gross error check A gross error check is a position accuracy cross-check, using normal airway facilities such as VOR, VOR-DME or NDB. The gross error check is usually accomplished by flying directly over the gateway (if possible) and subsequently establishing the aircraft on the outbound course using the gateway navigation aid. This check serves the following purposes:
Detects errors which may have occurred in position information since takeoff. Operation Manual Part A – 1st Edition
02 May 2018
▲
Page 4
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
Provides information which can be used to determine which system is most accurate for use as a steering reference. Provides an opportunity to correct position information, if necessary. Can be used to confirm that the aircraft is established on the outbound course and is tracking toward the next waypoint. Can be used to confirm that the aircraft is proceeding via the currently effective ATC clearance. Radio/nav switches. In case where flight instruments are used for the display of either airways (VOR) information or information from the long range navigation system, the radio/nav switches should be left in the RADIO position after passing the gateway navigation aid until the radio information begins to become degraded. Then switches should be placed in the NAV position. Most FMC/IRS systems does this automatically.
c) Compass deviation check Consideration should be given to performing a compass deviation check on systems, such as INS/IRS, which use true heading information from sources independent of the aircraft compass system.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The compass deviation can be determined by comparing the INS/IRS derived magnetic headings to each compass heading. This information may be used later in the flight to determine the most accurate system should a divergence between system occurs.
fid
en
The compass deviations can be applied to the respective compasses to determine the actual magnetic heading. Local variation can be applied to the true heading on each INS/IRS to obtain the derived magnetic headings.
C
on
The most accurate INS/IRS should be the one with a magnetic heading which compares favorably with the actual magnetic heading. 3) En-route : after passing the gateway The following practices should be used to monitor flight progress and confirm that the assigned route of flight is maintained: a) The system determined to be the most accurate during the gross error check, should usually be selected as the autopilot steering reference. b) Whenever possible, the system designated as a steering reference should routinely display present position information. c) Another system should be selected to routinely indicate cross-track information. d) Cross-track, distance to go, and track angle error, if available should be periodically cross checked to confirm that the track centerline is maintained. 4) En-route : approaching each waypoint When within approximately two minutes of each waypoint. The following practices should be used: a) Both pilots should verify that the subsequent waypoint in the navigation displays agrees with the currently effective ATC clearance.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 5
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES b) Position information on the navigation displays should be recorded and compared with the currently effective ATC clearance in order to ensure that the aircraft is where it is supposed to be. 5) En-route : after passing each waypoint Within several minutes after passing each Waypoint, the following practices should be used: a) Confirm that the navigation systems have switched to the next flight segment. b) Confirm that the aircraft is tracking along the next flight segment. c) Approximately 10 minutes after passing each waypoint, the present position information on the navigation displays should be plotted on a navigation chart or recorded on the flight plan to confirm that the ATC clearance is satisfied (not applicable to most Doppler systems). 6) En-route : approaching the inbound gateway Certain preparations should be made for the transition from long range navigation to airways navigation. The following practices are recommended:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
a) As soon as feasible, set up the navigation radios to receive the inbound gateway navigational aids. b) When the gateway navigation aids is providing reliable information, place the radio/nav switch in the radio position and steer the aircraft so as to acquire and maintain the proper inbound radial. c) Unless directed otherwise by ATC, the aircraft should be flown directly overhead the gateway. d) When overhead the gateway, record the position information from the navigation displays. This information can be used to confirm system accuracy. It is recommended that system accuracy computation be made after arrival to avoid conflicts with other cockpit duties during the critical periods of descend, approach and landing. 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. D. SPECIAL PRACTICE AND PROCEDURES – INS, IRS, FMC/IRS In addition to the general practices and procedures in paragraph 6, the following recommendation apply specifically to INS, IRS, FMC/IRS: 1) PRE FLIGHT a) Since INS, IRS, FMC/IRS are a dead reckoning device and not a position fixing device, any error induced during alignment will be retained and
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES possibly incremented throughout the flight unless removed through updating procedures. Therefore, during preflight, care should be exercised to ensure that accurate present position information is inserted into the INS, IRS, FMC/IRS. Although most INS, IRS, FMC/IRS will automatically detect large errors in present position, longitude errors may exist without activating a warning indication. Therefore when cross checking present position coordinates, be alert for the correct hemispheric indicator, as well as the correct numerical values. Since most INS, IRS, FMC/IRS cannot be realigned inflight, special procedures, such as ground alignment, may be required to correct a significant error in present position. If the INS, IRS, FMC/IRS in use have the capability of simultaneous loading by use of a remote feature (e.g. FMC’s CDU), care should be taken so that any data entered by this method is cross checked separately on each individual INS, IRS, FMC/IRS to detect data insertion errors.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b) The INS, IRS, FMC/IRS software identification and modification status codes should be verified to ensure that the proper equipment is installed and the appropriate operating checklist is used. c) The operating checklist should include a means of ensuring that the INS, IRS are ready to navigate and that the navigation mode is activated prior to moving the aircraft. Most FMC/IRS’s do this activation automatically. Any movement of the aircraft prior to activating the navigation mode may induce very large errors which can only be corrected by ground alignment. d) After the INS, IRS is placed in the navigation mode or the FMC/IRS alignment is ready in navigation mode, ground speed (or tax speed) should be checked when the aircraft is stationery. An erroneous reading of more than a few knots may indicate a faulty or less reliable unit. If this occurs, a check should be made on the malfunction codes. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 7
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 12.4.3 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) Aircraft authorized for operations in RVSM airspace shall provide the following functions when operating in defined RVSM airspace (VSM of 300 meters (1,000 FEET) applied above FL290): a) Indicates to the flight crewmember the flight level being flown; b) Automatically maintains a selected flight level; c) Provides an alert to the flight crewmember when a deviation occurs from the selected flight level. The threshold for the alert shall not exceed 90 m (300 FEET); d) Automatically reports pressure altitude. A. GENERAL OPERATING POLICY AND PROCEDURES Generally, flight crewmember operating procedures in RVSM airspace are no different than those in any other airspace; however, the implementation of RVSM necessitates some development and/or changes in procedures. Given the safety requirements and the effect large height deviations could have on the risk levels, crews should exercise increased vigilance to minimize the occurrence of deviations from the assigned flight level.
en
fid
C
That the aircraft is approved for RVSM operations. Letter “W” should be annotated in block 10 of the ICAO Flight Plan, or 2 nd line on the Garuda CFP. Reported and forecast weather conditions on the route of flight. Accounting for any aircraft operating restrictions related to RVSM airworthiness approval.
on
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight Planning Phase During flight planning, the flight crewmember and dispatchers (FOO) shall pay particular attention to conditions, which may affect operation in RVSM airspace. These include, but may not be limited to:
Pre-flight check / Before Takeoff Review aircraft maintenance log to ensure that maintenance action has been taken to correct defects to required equipment (also refer to MEL when necessary) and to ascertain the condition of equipment required for flight in the RVSM airspace are operational (unless restricted by other operations criteria), such as:
Primary altimeters (Captain’s and F/O’s) and/or ADC/static system, depending on the aircraft type
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
During external inspection of aircraft (may be accomplished by or maintenance personnel), ensure in good condition:
the static sources, the fuselage skin in the vicinity of each static source, and other component that may affect altimetry system.
Check (with current altimeter setting being set):
Autopilot (at least one in altitude keeping capability) Altitude alerting system (at least one)
Actual field elevation against displayed elevation on altimeter indicator, maximum 75 feet. The difference between the Captain’s altimeter and F/O’s altimeter within the aircraft limitations (FCOM).
Before takeoff, equipment required for flight in RVSM airspace should be operational, and indications of malfunction should be resolved.
Captain’s and FO’s altimeters, At least one automatic pilot (with altitude keeping capability: VNAV; or ALT HOLD; or V/S with 000 V/S selected), At least one altitude alerting system.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Inflight Procedures (refer to respective FCOM on RVSM Limitations) Before entering RVSM airspace, check the following equipment to be operating normally:
fid
Note:
C
on
In the event that any of the required equipment fails prior to the aircraft entering RVSM airspace, request a new clearance so as to avoid flight in this airspace. Within RVSM airspace:
During cleared transition between levels, the aircraft should not overshoot or undershoot the old or the new flight level by more than 150 feet. Unless required by circumstances (for example: turbulence; the need to retrim the aircraft; etc.), the autopilot should be operative and engaged during level cruise. Altitude alerting system should be operative and engaged (as applicable per aircraft type). At intervals of approximately one hour: Cross check Captain’s altimeter and F/O’s altimeter agree within 200 feet or aircraft limitation (as per aircraft type), whichever is lower. If not, considered defective and notify ATC. Use transponder (altitude reporting) according to the altimetry system being used to control the aircraft (operating autopilot).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Post Flight Make AML entries against malfunctions. In making aircraft maintenance log book entries against malfunctions in heightkeeping 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Inflight Contingencies Should the problem arise inflight that will affect the aircraft capability to maintain Cleared Flight Level (CFL), such as:
en
fid
on
failure of all automatic Altitude Keeping Devices aboard the aircraft; loss of redundancy of altimetry systems, or any part of these, aboard the aircraft; loss of thrust on an engine necessitating descent; any other equipment failure affecting the ability to maintain Cleared Flight Level (CFL); and greater than moderate turbulence
C
the basic concept of inflight contingency is as follows:
Notify ATC and coordinate a plan of action, if possible request an ATC clearance before deviating from assigned route or flight level. Follow established contingency procedures to leave the assigned route or track for that specific area (refer to OM-A Chapter 12.4.3-03 for Pacific area), and obtain ATC clearance. If unable to obtained revised ATC clearance in a timely manner and action is required to avoid potential conflict with other aircraft, then the aircraft should be flown at an altitude and/or on a track where other aircraft are least likely to be encountered. This can be accomplished by offsetting from routes or altitudes normally flown in the airspace. The Doc 7030 paragraphs entitled “Special Procedures for Inflight Contingencies” provide recommendations on the order of preference for the following pilot actions: The pilot may offset half the lateral distance between routes or tracks. The pilot may offset half the vertical distance between altitudes normally flown.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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.
Scenario 1:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Guidance for pilots in the event of equipment failures or encounters with turbulence in RVSM air space:
en
1) The pilot is unsure of the vertical position of the aircraft due to the loss or degradation of all primary altimetry systems, or 2) The pilot is unsure of the capability to maintain cleared flight level (CFL) due to turbulence or loss of all automatic altitude control systems.
fid
The Pilot should:
ATC can be expected to:
on
Maintain CFL while evaluating the situation;
C
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 interpilot 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:
Obtain the pilot’s intentions and pass essential traffic information.
(a) maintaining the CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.
(a) If the pilot intends to continue in RVSM airspace, access traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The Pilot should:
ATC can be expected to:
(b) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish adequate separation from other aircraft.
(b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible. (c) If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
Scenario 2:
The Pilot should
tia Y F 20 os or l C 19 fir op a -0 / y 206
There is a failure or loss of accuracy of one primary altimetry system (e.g., greater than 200 feet difference between primary altimeters)
on
fid
en
Cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify ATC of the loss of redundancy. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the preceding scenario.
C
Expanded Guidance In The Event Of Equipment Failure and Turbulence Encounter Scenarios: 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The Pilot should:
ATC can be expected to:
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 interpilot air-to-air frequency may be used.) Notify ATC of the situation and intended course of action. Possible courses of action include: (a) If the pilot intends to continue in RVSM airspace, access traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
(b) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish lateral, longitudinal or conventional vertical separation.
(b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible. (c) If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
Scenario 2:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) maintaining the CFL and route provided that the aircraft can maintain level.
Loss of redundancy in primary altimetry systems The Pilot should:
ATC can be expected to:
If the remaining altimetry system is functioning normally, couple that system to the automatic altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude keeping.
Acknowledge the situation and continue to monitor progress.
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;
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 13
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The Pilot should:
ATC can be expected to:
(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). Consider declaring an emergency. Notify ATC of the failure and intended course of action. Possible courses of action include:
Obtain pilot's intentions, essential traffic information.
(a) maintaining CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.
(a) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
(b) requesting ATC clearance to climb above or descend below RVSM airspace if ATC cannot establish adequate separation from other aircraft.
(b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
pass
tia Y F 20 os or l C 19 fir op a -0 / y 206
(c) If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
en fid on C
Scenario 4:
and
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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 interpilot 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) maintaining CFL and route ATC can (a) Assess traffic situation to determine if provide lateral, longitudinal or conventional the aircraft can be accommodated vertical separation. through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
C
on
fid
en
(b) requesting flight level change, if necessary. (b) If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot’s intentions. (c) Notify other aircraft in the vicinity and monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
Wake Turbulence Procedures The ATS authorities developed pilot and ATC procedures for aircraft experiencing wake turbulence. These procedures provide for the contingency use of a 2 NM lateral offset to avoid exposure to wake turbulence. The procedures have been published in State NOTAMS and AIPs and are planned for publication in Regional Supplementary Procedures. Transponder Failure in RVSM Transition Areas The specific actions that ATC will take in the event of transponder failure in RVSM transition areas will be determined by the provider States. (Transition areas are planned to be established between airspace where different vertical separation standards are applied).
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 15
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Special Emphasized Items The following items should also be reviewed:
Knowledge and understanding of standard ATC phraseology used in each area of operations; Importance of crew members cross checking each other to ensure that ATC clearances are promptly and correctly complied with; Use and limitations in terms of accuracy of standby altimeters in contingencies. Problems of visual perception of other aircraft at 1,000 ft (300 m) planned separation during night conditions, when encountering opposite and same direction traffic, and during turns; Characteristics of aircraft altitude capture systems which may lead to the occurrence of overshoots; Operational procedures and operating characteristics related to TCAS (ACAS) operation in an RVSM operation; Relationship between the altimetry, automatic altitude control, and transponder systems in normal and abnormal situations; Aircraft operating restrictions (if required for the specific aircraft group) related to RVSM airworthiness approval. (See limitations on appropriate FCOM). Use of track offset procedures to mitigate the effect of wake turbulence
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
B. PACIFIC RVSM The diagram on the right shows the cruising levels to be applied in RVSM designated airspace.
C
on
The levels that relate to the airspace in which RVSM separation will be applied are shown in bold text.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 16
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The picture below illustrates the RVSM areas in the Pacific Ocean.
Anchorage Arctic Anchorage Continental Anchorage Oceanic Tokyo Oceanic Naha Oceanic Oakland Oceanic Honolulu Center Moresby Center Brisbane Oceanic Nadi Area Control Center K Tahiti Control L Auckland Oceanic M Christchurch Center
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
A B C D E F G H I J
Note Anchorage Oceanic, Tokyo Oceanic, Oakland Oceanic, Honolulu Center, Moresby Center, Brisbane Oceanic, Nadi Area Control Center, Tahiti Control, and Auckland Oceanic are RVSM designated airspace.
Operating Procedures in Pacific Oceanic The operating procedures applied in the Pacific Oceanic RVSM are basically to follow the “General Operating Policy and Procedures” in paragraph 3 (OM-A Chapter 12.4.3-02). Weather Deviation Procedures The following procedures are intended to provide guidance. All possible circumstances cannot be covered. The pilot’s judgement shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance. If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft shall broadcast its position (including the ATS route designator or the track code, as appropriate) and intentions, on the frequency in use, as well as on frequency 121.5 MHz, at suitable intervals until ATC clearance is received. The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the centreline of its cleared route. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 17
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Obtaining ATC priority: When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response. The pilot still retains the option of initiating the communications using the urgency call "PAN PAN PAN" to alert all listening parties to a special handling condition which may receive ATC priority for issuance of a clearance or assistance. When controller-pilot communications are established, the pilot shall notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected. ATC will take one of the following actions:
if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or if there is conflicting traffic in the horizontal dimension, ATC will separate aircraft by establishing vertical separation or, if unable to establish vertical separation, ATC shall: advise the pilot that standard separation cannot be applied; provide essential traffic information for all affected aircraft; and if possible, suggest a course of action.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Communications not established or revised ATC clearance not available:
fid
if possible, deviate away from an organised track or route system; broadcast aircraft position and intentions on the frequency in use, as well as on frequency 121.5 MHz, at suitable intervals stating: flight identification (operator call sign), flight level, track code or ATS route designator, and extent of deviation expected (as a back-up, the VHF inter-pilot air-to-air frequency may be used); 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:
C
on
en
If contact cannot be established or revised air traffic control clearance or advisory is not available and deviation from track is required to avoid weather, the pilot shall take the following actions:
Route centerline track
Deviations> 10 NM
Level Change
EAST
LEFT
DESCEND 300 feet
000-179o magnetic
RIGHT
CLIMB 300 feet
WEST
LEFT
CLIMB 300 feet
RIGHT
DESCEND 300 feet
180-359o
magnetic
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 18
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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.
12.4.4 PERFORMANCE BASED NAVIGATION (PBN) Performance-based navigation is an area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace. Performance requirements are expressed in navigation specifications in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular airspace concept. Two fundamental aspects of any PBN operation are the requirements set out in the appropriate navigation specification and the navigation aid infrastructure (both groundand space-based) allowing the system to operate.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Navigation specification Set of aircraft and crewmember requirements needed to support performance-based navigation operations within a defined airspace. There are two kinds of navigation specification:
C
on
fid
en
1. RNAV specification. A navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1. 2. RNP specification. A navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH. Navigation aid (navaid) infrastructure Navaid infrastructure refers to space-based and or ground-based navigation aids available to meet the requirements in the navigation specification. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 19
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 components for the application of PBN:
fid
en
1) the navaid infrastructure; 2) the navigation specification; Applying the above components in the context of the airspace concept to ATS routes and instrument procedures results in a third component:
C
Airspace Concept
on
3) the navigation application.
Navigation PBN Concept
Com
ATS Sur
RNP spec. Include a req. for onboard Performance monitoring & Alerting
ATM
Navigation application
Nav Spec
Nav Infrastructur e
PBN Concept
Designation RNP X
Nav Spec
RNAV spec. Do not include a req. for On-board performance monitoring & Alerting
Designation RNAV X
Nav Spec. Designations Excluding Those used in Final App
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 20
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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 PRNAV/ 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/RNP5, RNP-10 operations are highlighted in bold. 01. PRE-FLIGHT PLANNING
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. Crew Qualification The flight crewmember must be trained, qualified and current for the intended route.
en
The flight crewmember must be qualified and current for P-RNAV/RNAV-1/ RNP-1, RNAV-2, RNP-2, RNP-4, B-RNAV/RNP-5, RNP-10 operations.
C
on
fid
B. Flight Planning For an aircraft with PBN approved, a “R” shall be inserted in the FPL Item 10. In addition: Item Number 18 18 18 18 18 18 18 18 18
Approval P-RNAV/RNAV-1 B-RNAV / RNAV-5 RNAV-2 RNP-2 RNP-4 RNAV-10 RNP-1 RNP-APCH RNP-APCH WITH BARO-VNAV
Code in Flight Plan “D1” “B1” “C1” “RNP2” “L1 “A1” “O1” “S1” “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,
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 21
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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. D. Minimum Equipment List (MEL) Any Navigation equipment unserviceability must be checked against MEL for effect on RNAV operations. Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. In certain areas, this may include the availability of an autopilot and/or a flight director to maintain track keeping accuracy. Where the responsible airspace authority has specified in the AIP that dual PRNAV systems are required for a specific Terminal Area P-RNAV procedure, the availability of dual P-RNAV systems must be confirmed.
en
E. Database
tia Y F 20 os or l C 19 fir op a -0 / y 206
This typically will apply where procedures are effective below the applicable minimum obstacle clearance altitude or where radar coverage is inadequate for the purposes of supporting P-RNAV. This will also take into account the particular hazards of a Terminal Area and the feasibility of contingency procedures following loss of P-RNAV capability.
C
on
fid
The onboard navigation database must be current and appropriate for the intended operation and include the relevant navigation aids, waypoints, and coded Terminal Area procedures for the departure, arrival and alternate airfields. The database must be provided by an approved supplier or be checked via an approved company procedure. 02. BEFORE START A. System Initialization At system initialization, the flight crewmember must confirm that the navigation database is current and verify that the aircraft position has been entered correctly. B. Check of the Active Flight Plan The active flight plan should be checked by comparing the charts, SID or other applicable documents, with the map display (if applicable) and the MCDU. This includes:
confirmation of the correct waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and correct identification, where possible, of waypoints as fly-by or flyover waypoints. Operation Manual Part A – 1st Edition
02 May 2018
▲
Page 22
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Pilots shall particularly focus on any segment of the P-RNAV/ RNAV-1/ RNP1, 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.
03. TAKEOFF
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 PRNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNAV-4, B-RNAV/ RNP-5 procedure.
C
on
fid
en
A. Prior to Takeoff Prior to commencing takeoff, the flight crewmember must verify that the RNAV system is available and operating correctly and, when available, the correct airport and runway data have been loaded. B. Line Up 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. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 23
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES B. Track Keeping Monitoring When using autopilot and/or flight director, particular attention should be paid to the selected/armed mode as the resultant track keeping accuracy may vary. Track keeping monitoring of a P-RNAV procedure below MSA will also require particular attention in degraded conditions such as engine failure, as both the vertical and the lateral obstacle clearance are more critical. 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. 05. DESCENT AND ARRIVAL A. Check of the Active Flight Plan As for departure, prior to the arrival phase, the flight crewmember should verify that the correct terminal procedure has been loaded. The active flight plan should be checked by comparing the charts with the map display (if applicable) and the MCDU. This includes again: confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, Where possible, which waypoints are fly-by and which are fly-over
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
Some P-RNAV procedures called open procedures are terminated by means of a heading segment to assist sequencing and to prevent automatic turns onto final approach.
C
on
If required, a check will need to be made to confirm that updating will include or exclude a particular navigation aid as appropriate. 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. B. System Accuracy Check For RNAV systems without GNSS updating, a reasonableness check is required during the descent phase before reaching the Initial Approach Waypoint (IAWP). For example, where feasible, display bearing/range to a VOR/DME on the RNAV system and compare it to the actual RMI reading of that particular navaid.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 24
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES It should be noted that:
For some systems the accuracy may be derived from the navigation mode or accuracy mode. Where the MCDU is not capable of displaying accuracy in decimal units, then an approved alternative means of checking will have to be followed.
GNSS specific: for GNSS based systems, absence of a triggered alarm is considered sufficient If the check fails, a conventional procedure must then be flown. Where the contingency to revert to a conventional arrival procedure might be required, the flight crewmember must make the necessary preparation and briefing. 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Manual entry or modification by the flight crewmember of the loaded procedure, using temporary waypoints or fixes not provided in the database, is not permitted.
en
Any published altitude and speed constraints must be observed, unless otherwise instructed by ATC.
C
on
fid
D. Track Keeping Monitoring As for departure, when using autopilot and/or flight director, particular attention should be paid to the selected/armed mode as the response to the track keeping demand may vary.
12.4.4.2
RNP APCH / RNAV (GNSS)
01. INTRODUCTION The ICAO has asked States to implement the operations described in the PBN manual (Doc 9613). RNP APCH approach procedures, published under the name RNAV(GNSS), will therefore become more generally adopted. Terminology used:
ABAS: Aircraft Based Augmentation Systems APV: Approach Procedure with Vertical Guidance FPA: Flight path Angle. LPV: Localizer Performance with Vertical Guidance PBN: Performance Based Navigation, Doc 9613 ICAO manual defining the RNAV and RNP navigation specifications. RNP(APCH) / RNAV(GNSS): The ICAO terminology (PBN Manual) which designates the RNAV(GNSS) approaches is RNP APCH. RNAV/GNSS system: terminology used in the guide to designate the Operation Manual Part A – 1st Edition
16 May 2017
▲
Page 25
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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. 02. OPERATIONAL CRITERIA An RNP APCH/ RNAV (GNSS) approach typically covers four possible types of approach procedure: approach Identified on the IAC by the minima line Identified on the IAC APV Baro VNAV approach by the minima line Non-precision approach LP Identified on the IAC (localizer performance) by the minima line Identified on the IAC APV SBAS approach by the minima line
chart chart chart
tia Y F 20 os or l C 19 fir op a -0 / y 206
Non-precision LNAV
chart
LNAV - MDA/MDH LNAV/VNAV - DA/DH LP – MDA/MDH LPV - DA/DH
en
When published on the same RNAV (GNSS) chart, these four final approaches have an initial and intermediate approach, as well as a common missed approach.
C
on
fid
A. Non-precision approach - RNAV(GNSS) LNAV or RNP APCH – LNAV RNAV (GNSS) LNAV approaches are not associated with a vertical track in space. Lateral guidance is by means of the RNAV/GNSS system and is based 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
B. APV BaroVNAV – RNAV(GNSS) LNAV/VNAV or RNP APCH LNAV/VNAV (localizer performance with Vertical guidance) Lateral guidance is by means of the RNAV/GNSS system and is based on GNSS positioning Vertical guidance uses the (baro) VNAV function Minima: DA/DH C. Non-precision Approach – RNAV (GNSS) LP or RNP APCH - LP (localizer performance) Lateral guidance equivalent to a localizer approach is provided by
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 26
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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.
D. APV SBAS – RNAV(GNSS) LPV or RNP APCH LPV Lateral and vertical guidance use the RNAV/GNSS system and are based on GNSS positioning using the GPS signal and the SBAS. This is for example the WAAS in the United States and EGNOS in Europe. Initial and intermediate approach An RNAV(GNSS) final approach procedure leading to LNAV, LNAV/VNAV, LP or LPV minima, may be preceded by either an initial and intermediate RNAV1 approach (generally preceded by an RNAV1 STAR), or by radar guidance as is the case on most of the large airport platforms.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Approach Minima For approach using an MDA(H), a missed approach must be initiated approximately 50 feet above the MDA(H) as it may be necessary to avoid descending below the MDA(H) during missed approach.
on
For approach using DA(H), the additional 50 feet above DA(H) is not required.
C
fid
en
The additional of 50 feet above the MDA(H) for Non Precision Approach for anticipating go around does not require additional prescribed minimum visibility.
03. PREFLIGHT PLANNING The availability of a GNSS service (constellation) sufficient to support the intended use of an RNP APCH procedure is to be determined prior to commencement of the procedure and crews must: Verify that the aircraft and operating crew are approved for the type of RNP APCH being planned; Confirm that the destination and alternate aerodrome requirements for the type of RNP APCH being planned are met; Confirm that the navigational database is current and appropriate for the region of intended operation and includes the navigation aids and waypoints required for the operation; Insert the appropriate identifier in the flight plan to indicate the RNP type (RNP APCH) as set out in the content of Fields 10 and 18 of in ICAO ATC Flight Plan (“R” and “S1S2”) Pilots must also verify that the aircraft position is correct. Pilots must verify proper entry of their ATC assigned route upon initial clearance and any subsequent change of route. Pilots must ensure the waypoints sequence depicted by their navigation system matches their
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 27
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
assigned route and the route depicted on the appropriate chart The aircraft RNP capability is dependent on operational aircraft equipment. The flight crewmember must be able to assess the impact of equipment failure on the anticipated RNP operation and take appropriate action. When the dispatch of a flight is predicated on flying a RNP approach requiring the use of the autopilot or flight director at the destination and/or alternate, shall determine that the autopilot and/or flight director is installed and operational. The availability of the navigation infrastructure, required for the intended routes, procedure, or instrument approaches (including any non-RNP contingencies) must be confirmed for the period of intended operations
tia Y F 20 os or l C 19 fir op a -0 / y 206
Selection of Alternate Aerodromes During Pre-Flight Concerning the alternate aerodrome: 1. When application of the operational regulations requires no alternate destination aerodrome: the destination aerodrome must be accessible by means of a conventional approach (non RNAV(GNSS)); 2. When application of the operational regulations requires at least one alternate aerodrome: The alternate aerodromes must be accessible by means of a conventional approach (non RNAV(GNSS)); 3. An RNAV(GNSS) approach cannot be used to select an alternate aerodrome at takeoff;
MDH/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; 300 feet.
C
on
fid
en
04. DETERMINATION OF OPERATIONAL MINIMA A. LNAV or LP minima The MDH/A selected must not be less than the greater of the following values:
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:
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 28
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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
05. GNSS COVERAGE AND AVAILABILITY OF THE RAIM FUNCTION It can use GNSS NOTAMs: Three types of NOTAM are to be considered:
GPS NOTAMs: concerning the operating status of the GPS constellation. RAIM NOTAMs: concerning the unavailability of the RAIM autonomous integrity monitoring function. These NOTAMs are supplied for each aerodrome for which an RNAV (GNSS) approach is published, leading to LNAV or LN AV/VNAV minima. EGNOS NOTAMs: concerning the unavailability of the LPV procedure with regard to the performance of the EGNOS system. These NOTAMs are supplied for each aerodrome for which an RNAV (GNSS) approach leading to LPV minima is published.
During pre-flight planning:
tia Y F 20 os or l C 19 fir op a -0 / y 206
For some avionics architectures, RAIM prediction may only be required in certain cases (depending on the availability of the constellation) and must be detailed in the appropriate sections of the supplement to the flight manual (AFM). In the case of GNSS systems comprising a RAIM function using barometric altitude data, and when this altitude data is not automatically transmitted to the GNSS system, the pilot must enter the appropriate altitude settings by hand (generally at the IAF or 30 NM from the destination aerodrome). If a RAIM prediction is required, a further AIM check can be made by the crew before starting the approach, if the estimated time of arrival (ETA) differs from that estimated during the pre-flight planning by more than 15 minutes.
C
on
fid
en
1. For an LNAV or LNAV/VNAV approach The operator must ensure the availability of the RAIM function (or any equivalent function) at the estimated time of arrival (ETA) +/-15 minutes, using either the RAIM prediction NOTAMs or the on-board equipment prediction tool (or software performing the same function as that of the onboard equipment). In this latter case, information about any possible satellite unavailability must be input into the predictive program.
2. For an LP or LPV approach The operator must ensure the availability of the procedure by using the SBAS NOTAMs (e.g. in Europe EGNOS NOTAMs). To make an APV SBAS (LPV) approach, no RAIM prediction is required, because integrity is managed directly by the SBAS geostationary satellites.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 29
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 06. OPERATIONAL PROCEDURES A. Prior to commencing the approach procedure In addition to the usual final approach procedures, and before commencing the approach (before the IAF), the pilot shall check that the correct procedure, including missed approach, has been loaded, by comparison with the approach charts. This check shall concern the following points:
RNP 0.3 is displayed in the FMS. The sequence of the various waypoints: the procedure contains all the waypoints indicated in the approach to be carried out and these waypoints are in the same order as on the published chart concerning the procedure. The reasonableness of the tracks and distances of the various approach segments and, for the final approach segment, its length and route.
Note: This at least involves checking the flight path displayed on the navigation screen (ND, MFD...) against the approach chart.
The final angle of descent in the case of APV Baro VNAV, LPV approaches, or if the (Baro) VNAV function is used. That the GNSS sensor is used for position computation; and If barometric aiding is used that the current airport barometric altimeter setting is entered.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Air Traffic Control (ATC) tactical interventions in the terminal area may include radar headings, or ‘direct to’ clearances which bypass the initial legs of an approach, intercept an initial or intermediate segment of an approach, or require insertion of waypoints loaded from the database. In accepting ATC instructions, the flight crewmember should be aware of the implications for the navigation system, which may include: Adequacy of turn guidance; Establishment on next segment prior to descent; and Where VNAV is used, flight planned limiting altitudes not observed. As a general rule ‘direct to’ tracking to the intermediate fix (IF) is acceptable provided groundspeed is limited and the track change at the IF does not exceed 45 degrees.
C
on
Note:
fid
en
Display selection: Approach procedure path is displayed; and Cross-track deviation monitoring is available.
07. PROCEDURES FOR USE OF THE (BARO) VNAV FUNCTION There are two possible situations for using the (Baro) VNAV function:
Either to manage the vertical plane of non-precision approaches (to help with CDFA) Or to carry out an APV (Baro) VNAV (required function)
Note: There are associated risks when using (Baro) VNAV function, therefore use extra precaution. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 30
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES In both cases, the pilots must take the usual precautions: 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 transition to
300ft 300ft
QNH correct (e.g. 1006 HPa)
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Display error of 10 HPa (e.g. 1016 HPa instead of 1006 HPa) glide slope offset 300 ft downwards risk of CFIT
C
on
fid
It is also important for the pilot to have recent altimeter setting information. The crew should thus request confirmation of the altimeter setting before passing the FAF. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 31
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES D. Case of temperatures below minimum temperatures published on the approach chart On the RNAV (GNSS) approach charts for which there is an APV (Baro) VNAV approach (presence of LNAV/VNAV minima), a minimum temperature use is published.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
As a general rule, pilots should not use the FMS (Baro) VNAV function when the temperature is below the temperature limit published on the approach chart.
C
The associated non-precision approach (LNAV) can be performed but management of the vertical plane should use another flight technique (vertical speed (V/S) or flight path angle (FPA). Pilots should then apply the cold temperature corrections necessary to comply with the different published minimum altitudes, i.e.:
The altitude heights for the final segment (FAF, SDF, altitude/distance table); The MDA/H; and The V/S and/or FPA values.
1. If temperature variations cannot be compensated for by avionics system, APV (Baro) VNAV approach is not allowed when temperature transmitted to the crew is lower than limit temperature published on the approach chart. 2. If temperature variations can be compensated for by avionics system, APV (Baro) VNAV approach is allowed but pilots must then apply cold temperature corrections required to comply with DA/DH.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 32
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES E. Case of radar guidance According to the information published in the AIP, for certain approaches, the air traffic controllers can provide radar guidance to the final approach segment prior to the FAF. In this case, the RNAV/GNSS system must be capable of indicating the horizontal deviation relative to the extended final approach segment, in order to facilitate interception of the extended final approach segment. Guidance leading to interception of the final axis less than 2NM before the FAF should not be accepted.
Manual input of the coordinates into the GNSS system by the pilot for use in the terminal area is not authorized. "Direct to" clearances to the IF can be accepted provided that the resulting track change does not exceed 45°, as the aircraft must not intercept the final segment less than 2NM from the FAF, in order to ensure stabilization of the final flight path. "Direct to" clearances to the FAF must not be accepted. "Direct to" clearances to a waypoint which does not belong to the procedure must not be accepted.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Final Approach: Aircraft is established on the final approach course no later than the final approach fix. Descent in the final segment is not commenced unless: The correct approach mode is enunciated; or RNP 0.3 is selected and available.
en
fid
08. Occasional operational procedures
C
on
Occasional procedures suited to the architecture of the navigation system, the failures and alarms linked to the RNAV/GNSS equipment and to the display system, must be developed by the operator on the basis of the information supplied by the aircraft manufacturer (AFM, FCOM, etc.). In the event of a redundant or complex installation (e.g. multi-sensor), partial or multiple failure situations must be envisaged and the associated procedures developed. A. Missed approach Go-around must take place in each of the following cases:
If the navigation system display is flagged invalid; In the case of loss of integrity alert; If the integrity alerting function is not available; or If Flight Technical Error (FTE) is excessive.
The standard for limitation of cross-track error/deviation (the difference between the computed path and the displayed aircraft position) is ½ the navigation accuracy for the segment, which is:
0.5 nm for the initial, intermediate segment and missed approach; and 0.15 nm for the final approach segment.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 33
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES LNAV, LNAV/VNAV and LPV approaches Loss of the function checking the position integrity or position error alarm (e.g.: GPS Primary loss, Unable RNP, RAIM loss/not available, RAIM position error/alert, etc.) Suspected database error. Loss of RNAV/GNSS guidance (case of architectures without lateral deviation indicator in the PFD). Discrepancy between the two RNAV/GNSS devices for an installation certified with two systems. Excessive technical error (excessive deviation noted on the lateral deviation indicator) LNAV/VNAV and LPV approaches In the event of loss of vertical guidance (even if lateral guidance is still displayed) Excessive flight technical error (excessive deviation8 observed on the vertical deviation indicator)
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Case of LPV to LNAV reversion For LPV approaches, some systems allow LPV to LNAV reversion if the vertical signal is lost or degraded. In this case, if LPV to LNAV reversion takes place before the FAF/FAP, the crew can envisage continuing with the approach to the LNAV minima. However, if reversion occurs after the FAF/FAP, go-around is required, unless the pilot has in sight the visual references required to continue the approach.
C
on
fid
Unless otherwise instructed by ATC, a missed approach must be performed according to the published procedure. The missed approach must thus be carried out in compliance with the following requirements: A-01
Missed approach protected by conventional navigation means If the missed approach flight path is based on conventional navigation means and the approach has to be aborted for a reason independent of the operation of the RNAV/GNSS system, the crew may continue to use the RNAV/GNSS system to follow the missed approach procedure, while monitoring its guidance with the required conventional means.
A-02
Missed approach protected by dead-reckoning navigation If the missed approach flight path is based on dead-reckoning navigation and if the approach has to be aborted for a reason independent of the operation of the RNAV/GNSS system, the crew may continue to use the information from the RNAV/GNSS system to follow the missed approach procedure
A-03 RNAV protected missed approach (not relying on conventional radio navigation means) If the missed approach flight path is an RNAV procedure and if the approach has to be aborted for a reason independent of the Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 34
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES operation of the RNAV/GNSS system, the crew must continue to use RNAV/GNSS system guidance to follow the missed approach procedure. 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
B. RNAV protected holding pattern Different RNAV (GNSS) holding patterns can be published:
Holding pattern for systems with the hold function capability Holding pattern for systems without the hold function capability
en
a) Systems with the hold function:
C
on
fid
All the holding patterns published may be performed using this function. They are coded and incorporated into the navigation systems databases. The length of the outbound leg is defined by distance information. b) Systems without the hold function:
Holding patterns can be performed manually, unless otherwise specifically mentioned (hold function required) on the approach chart. They will be performed using the basic functions of the RNAV/GNSS systems:
Suspension of sequence of Waypoints to be overflown Activation of the Waypoint acting as the basis for the holding pattern Selection of the radial showing the inbound leg (e.g. by means of the OBS, etc.) Compliance with the end of the outbound leg, which can be defined either by a time or by a distance from the active Waypoint (holding pattern reference).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 35
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
(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 seated at his duty station. Sample of the NAT/MNPS Airspace
C
on
fid
en
The vertical dimension of NAT/MNPS Airspace is between FL285 and FL420 (i.e. in terms of normally used cruising levels, from FL290 to FL410 inclusive). The lateral dimensions include the following Control Areas (CTAs): REYKJAVIK, SHANWICK, GANDER and SANTA MARIA OCEANIC plus the portion of NEW YORK OCEANIC which is North of 27°N but excluding the area which is west of 60°W & south of 38°30'N Pilots MUST NOT fly across the North Atlantic neither within MNPS Airspace, nor at flight levels 290 to 410 inclusive anywhere within the NAT Region, unless they are in possession of the appropriate Approval(s) issued by the State of Registry or the State of the Operator.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 36
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: European RNAV route normally identified by the route designator: UL, UM, UN, UP, UA, followed by a three digit number (e.g. UM782) Application of the separation minimum results in accommodation of more traffic close to optimum routes.
on
fid
en
To ensure compliance with MNPS/RNP the accuracy performance must be monitored. The monitoring activities include flight crewmember reports of excessive deviations from the assigned track (depending on the RNP requirements) and routine surveillance by ATC.
C
The implicit conditions of the concept of MNPS/RNP are that awareness of the accuracy requirements and the highest operating standards must be maintained. For operation in RNP airspace (Europe Basic RNAV/RNP-5; Tasman Sea/RNP-10; Central East Pacific/RNP-10), study: OM-C for relevant additional Route Information for those RNP airspaces (Europe Basic RNAV, Tasman Sea, Central East Pacific). OM-A Chapter 12.4.2 – The use of long range navigation equipment (INS, IRS/FMC). B. PLANNING THE MNPS/RNP AIRSPACE Ensure the aircraft is approved for RNP operation. Ensure the A/C’s navigation equipment’s are RNP capable. In case of system deficiency, consult relevant FCOM, MEL and/or Operating Limitations in RNP airspace. Include “R” in the field 10 of the ATC flight plan.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 37
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES C. OCEANIC CLEARANCE REQUEST Efficient traffic flow planning by ATS requires an early request for the oceanic clearance. Give an accurate OCA boundary estimate as planned longitudinal separation by ATC is based solely on this estimate. D. ACCURACY IN MNPS/RNP AIRSPACE Traffic separation requirements in RNP airspace necessitate high operating standards both for navigation and for ATS procedures. With the autopilot coupled to the navigation system, infringement of separation standards may originate from: navigation system performance navigation system handling (waypoint insertion errors, incorrect updating, “finger trouble”) ATS system loop errors Along track inaccuracies Equipment handling errors
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Equipment handling errors (of which half were waypoint insertion errors) ICAO reports, is the largest single cause of observed gross navigational errors in MNPS/RNP airspace. The risk of making such error can be reduced by cross checking of entries in navigational systems and subsequent monitoring of the system. (See OM-A Chapter 12.3.2 - The use of long range navigational equipment’s - INS, IRS/FMC)
on
ATS system loop errors
C
By definition an ATC system loop error is any error caused by a misunderstanding between the pilot and ATS regarding the assigned flight level, air speed or route to be followed (caused in dispatch, error in coordination between ATS units or pilots misinterpretation of clearances). Careful adherence to clearance read-back and position reporting procedures give ATS opportunities for an early detection of such errors. Along track inaccuracies Accurate along track navigation includes careful application of the Mach No. technique, accurate position reporting and the use of correct GMT in reporting these positions. For system performance monitoring and updating procedures refer to FCOM. E. CHANGE OF FLIGHT PLAN WHILE OVER THE OCEAN The oceanic clearance issued is a strategic clearance intended to provide a safe separation from oceanic entry to track termination fix. When the flight progresses, tactical changes to the flight plan may be requested; e.g. Mach, climb to a higher (opposite) flight level. The need to request such changes for the purpose of fuel conservation is fully understood Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 38
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES by ATC. However, message relay by communicators of GP stations and intracenter coordination by air traffic controllers cause a time lag. To minimize time lag effects, Ocean airspace planners recommend: Give advance notice to the step-climb request. The ideal lead-time of approximately 40 minutes is obtained if the step-climb is requested at the reporting point prior to the position at which the step- climb is desired; Unless ATC has already responded, repeat the request for the step-climb when reaching the position previously indicated for that purpose; Preferably request a change to the flight plan with a position report. If it is not done it is helpful to include a reference to the current flight level and route. In case a route change is requested, ensure that the revised ATC clearance includes the new routing from the exit oceanic airspace to the first landfall point or coastal fix. F. PRACTICES IN MNPS/RNP AIRSPACE-ROUTINE Navigation Obtain optimum accuracy performance Cross check system entries carefully. Monitor navigation performance closely for precise adherence to assigned track and Mach number. Refer to FCOM should a degradation of navigational performance occurs.
Oceanic Clearance Make sure there is no doubt on the full details of the oceanic clearance. Report position timely and in the correct format to foster detection of ATS system loop errors.
Flight Logging shall be performed by flight crewmember as follows Accurately perform standard flight logging (ETO, ATO, FL); In addition, all oceanic clearances and re-clearance shall be recorded on the flight plan. Complete the question ‘Did an excessive deviation more allowable requirements from the assigned track occur?’ Fill up the RNP-10/ RNP-5 (B-RNAV)/ RNP-1 (P-RNAV) questionnaire each first flight of the month.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
G. REDUCTION IN NAVIGATION CAPABILITY There are two navigational requirements for planning to fly through MNPS/RNP airspace (other than via specially designed routes). For any degradation of navigation equipment consult FCOM (minimum operating limitation in RNP airspace): By reference to the navigation performance to be achieved (INS-FMC/ IRS), or The need to carry stand by equipment with comparable performance characteristics.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 39
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Dispatch with unserviceable inertial systems Two systems remain available: Normal tracks may be selected. A single system remains available: Dispatch could be considered along the special routes. Operation with unserviceable navigation system. Dual system operation. An accurate system should command navigation. In addition to FCOM directives a compass deviation check could be made. Compass check: In long range navigation environment a loss of triple inertial system operation also means, that the monitoring of navigation performance may be difficult. A compass check made prior to entering long range navigation environment can assist in discriminating an inaccurate or faulty inertial system in case system diverges. In case a further reduction in navigation capability occurs, MNPS/RNP capability could be lost.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Incapability to meet MNPS/RNP The MNPS requirements for A-330 and 737 are dual FMC/IRS.
fid
en
The consequences of degradation in navigation performance capability below the specified requirements depend on the position relative to MNPS/RNP airspace: Failure occurs before the MNPS boundary is reached. Failure occurs after the MNPS boundary is crossed.
on
a) Failure occurs before entering the MNPS/RNP airspace:
C
The following options are available: Obtain a (re)clearance below or above MNPS/RNP airspace Reroute around MNPS/RNP airspace Obtain a (re)clearance via one of the special routes. Land at a suitable aerodrome or return. Special Routes: Subject to special requirements, partial loss of MNPS/RNP capability may be compensated by navigation along special routes. The special routes established are company routes which may partially follow ATS designated routes. The special routes may be used in dispatch and for inflight rerouting. b) Failure occurs while in the MNPS/RNP airspace: The most suitable action asses the prevailing circumstances (e.g. performance of the remaining navigation system, remaining portion of MNPS/RNP airspace, etc.)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 40
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
Consider the preparation of a proposal to ATC with respect to the prevailing circumstances (e.g. re-clearance above or below MNPS/RNP airspace, turn back, re-clearance to the special routes, etc.). Notify ATC and consult with ATC.
Reduced navigation monitoring possibilities may partly be compensated by checking the navigation system against the compass system or visual sighting of other aircraft. Via ATS or directly on VHF, aircraft (preferably on the same track/level) may be called, obtaining from the drift, magnetic heading or wind details. If a fault system cannot be discriminated when indications diverge widely or when a remaining system fails, change in altitude should be considered: H. CONTINGENCIES IN MNPS/RNP AIRSPACE - TURN BACK, INABILITY TO MAINTAIN FLIGHT LEVEL, SEVERE WEATHER AVOIDANCE ETC The action advisories below provide guidance for action if continuation in accordance with the ATC clearance is not possible. This could occur in cases of inability to maintain the assigned FL due to weather, aircraft performance, pressurization failure, etc. The advisories are applicable primarily when rapid descend, turn back or both are required.
Action guidance
fid
on
Try to obtain a revised ATC clearance, use telephony distress or urgency signal as appropriate. If prior clearance cannot be obtained, broadcast on 121.50 and give : 1. Position ( including track code or route designator ) 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).
C
en
Initial action:
tia Y F 20 os or l C 19 fir op a -0 / y 206
As all emergency conditions cannot be covered, pilot’s judgment shall determine the sequence of action taken, having regard to the specific circumstances:
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). 12.4.5 MIX FLIGHT RULE IFR AND VFR When certain portions of a commercial flight are conducted under VFR (may be conducted by day VFR only), these procedures are as follows: 01. FLIGHT PLANNING PHASE During flight planning, the flight crewmembers and dispatchers (FOO) should pay attention to conditions, which affect operation in IFR and VFR airspace. These include, but may not be limited to: Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 41
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
That the aircraft is approved for IFR and VFR operations. Ensure that ICAO Flight Plan Form Item 8 must be annotated with letter “Y” if the flight initially will be operated under the lFR, followed by one or more subsequent changes of flight rules; or “Z” if the flight initially will be operated under the VFR, followed by one or more subsequent changes of flight rules as appropriate. E.g.: FPL-GIA7113-ZS Specify in Item 15 ICAO Flight Plan point or points at which a change of Flight Rules is planned. The point at which the change of flight rules is planned, expressed as appropriate, as follows: VFR if from IFR to VFR, (e.g.: N0267F160 ....JILAT W12 BAC VFR DCT SBG....) IFR if from VFR to IFR, (e.g.: N0267F150 DCT BAC IFR W12 JILAT HILIS1C ....) Ensure Charts for IFR and VFR are on board and update. Weather: Reported, forecast or combination of weather conditions for IFR and the portion of VFR flight shall meet the IFR/VFR weather minimum (Departure, Enroute and Destination as applicable). See OM-A 9.5.1. NOTAM: Check airport facilities, navigation aids, communications at departure, destination and alternate airports are consistence with IFR and VFR requirements. Equipment Preflight: Ensure DDG/MEL concerning Navigation equipment for IFR and VFR is fulfilled.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. TAKEOFF (refer to respective FCOM and limitations)
en
From IFR to VFR
fid
IFR Takeoff Minima: see OM-A Chapter 9.5.1-06
C
on
Follow standard IFR Takeoff procedures. Before entering VFR position/way point 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 that cancelled IFR. If the VFR weather cannot be attained and maintained, follow IFR rule, take safe course of action, or consider diverting to Airport that meet IFR facility for safe of action. From VFR to IFR VFR Takeoff Minima: see OM-A Chapter 9.5.1-11 Follow standard VFR Takeoff procedures, maintain VMC and climb to at or above minimum VFR altitude (see OM-A Chapter 9.4.2-(h) and/or approved chart). Before joining IFR way point/position or airway, make sure the altitude/ Flight level is at or above minimum IFR Altitude/ FL such as MORA/ GRID MORA/ MSA (see OM-A Chapter 9.4.2-(f) and/or approved chart). Then report to ATC to cancel VFR. If expected altitude/ FL still below minimum IFR Altitude/ FL, maintain VMC climb to minimum IFR Altitude/ FL then join IFR waypoint/ IFR route. Then report to ATC to cancel VFR. Otherwise take safe course of action, or consider diverting to Airport that meet VFR requirement for safe of action.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 42
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 03. INFLIGHT PROCEDURES (refer to respective FCOM and Limitations) From IFR to VFR Maintain IFR Rule. Before entering VFR position/way point makes sure the weather is consistence with VFR weather (OM-A Chapter 9.5.1-11) and the weather can be attained and maintained then at VFR position/way point report to ATC to cancel IFR. There after continue VFR Flight. If the VFR weather cannot be attained and maintained, follow IFR rule, take safe course of action, or consider diverting to Airport that meet IFR facility for safe of action. From VFR to IFR Maintain VFR Rule. Before joining IFR way point/position or airway, make sure the altitude/ Flight level is at or above minimum IFR Altitude/ FL such as MORA/ GRID MORA/ MSA (see OM-A Chapter 9.4.2-(f) and/or approved chart). Then report to ATC to cancel VFR. There after continue IFR Flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If expected altitude/ FL still below minimum IFR Altitude/ FL, maintain VMC climb to minimum IFR Altitude/ FL then join IFR waypoint/ IFR route. Then report to ATC to cancel VFR. Otherwise take safe course of action, or consider diverting to Airport that meet VFR requirement for safe of action.
en
12.4.6 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)
on
fid
The following basic requirements apply to the use of the Strategic Lateral Offset Procedures (SLOP):
C
a. Strategic Lateral Offset Procedures shall be applied only by aircraft with automatic offset tracking capability; 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
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 43
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.4 NAVIGATIONAL PROCEDURES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 44
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 12.5 ALTIMETER SETTING PROCEDURES 12.5.1 DEFINITIONS The following ICAO definitions are used: The vertical distance of a level, point or object considered as a point measured from mean sea level
HEIGHT
The vertical distance of a level, a point or an object considered as a point measured from a specified datum.
ELEVATION
The vertical distance of a point or a level on or affixed to the surface of the earth measured from mean sea level
FLIGHT LEVEL
Surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hPa. Flight levels are separated by specific pressure intervals
TRANSITION ALTITUDE
The altitude in the vicinity of an aerodrome at or below which the vertical position of an aircraft is controlled by reference to altitudes.
TRANSITION LEVEL
The lowest flight level available for use above the transition level.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
ALTITUDE
C
on
TRANSITION LAYER
The airspace between the transition altitude and the transition level
12.5.2 TYPE OF ALTIMETER SETTINGS
Three different types of altimeter settings used in the method under considerations are: Standard, QNH and QFE. Altimeter Settings
Altimeter Indications/Readings
Reference Datum
Standard
1013.2 hPa / 29.92 inHg
Flight Level
QNH
Local Mean Sea Level Pressure
Altitude
QFE
Aerodrome or Threshold elevation
Height above reference elevation
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 01. STANDARD ALTIMETER SETTING PROCEDURES The procedures are intended for use in providing adequate vertical separations between airplanes and adequate terrain clearance during all phases of flight. Garuda Indonesia flight crewmember shall use the following procedures: During takeoff and on the ground, both pressure altimeters are set on QNH pressure. After takeoff when airplane passes the transition altitude, both altimeters shall be set to standard pressure 1013 hPa or 29.92 inHg. Up to transition level of destination / alternate airport, both pressure altimeters shall maintain standard pressure settings. When airplane passes transition level, or as instructed by ATC both pressure altimeters shall be set on destination / alternate QNH. Prior to landing, pilots must always obtain the airport QNH. 02. CHECKING OF BAROMETRIC ALTIMETERS
tia Y F 20 os or l C 19 fir op a -0 / y 206
Before leaving the ramp, the pressure scale of all altimeters shall be set to the actual aerodrome QNH, except that standby and metric altimeter may be set to standard. The altimeter indications obtained shall be observed and checked against the elevation of the aerodrome at the location of the airplane. 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 made at any stage of the flight. The Pilot, during flight shall ignore any error that is within tolerance noted during pre-flight check on the ground.
After each setting of altimeters, the readings on the flight deck shall be compared.
If an altimeter indication is not within the specified tolerance, follow procedure as outlined in FCOM.
C
on
fid
en
03. QNH CORRECTION DUE TO BAROMETRIC VARIATIONS QNH of Nearest Station 1050 1045 1040 1035 1030 1025 1020 1015 1013 1010 1005 1000 995 990 985 980 975
Correction (feet) + 1000 + 860 + 720 + 590 + 460 + 320 + 180 + 50 0 80 - 220 - 380 - 510 - 630 - 780 - 920 - 1080
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES Example: Planned FL : 160, ISA Temp MEA : 15.000 Ft 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.
04. ALTITUDE CORRECTION DUE TO COLD TEMPERATURE A. Background If the outside air temperature (OAT) is different from standard atmospheric temperature (ISA), the barometric altimeter error will result due to non-standards air density. Larger temperature difference from standards result in larger altimeter error. When temperature is altitude.
warmer colder
than ISA, true altitude will be
higher lower
than indicated
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Extremely low temperature creates significant altimeter error and greater potential for reduced terrain clearance. This errors increase with higher airplane altitude above altimeter source. Based on that concept: Altimeter correction should be considered when altimeter error become appreciable, especially where high terrain and / or obstacles exist near airports in combination with very cold temperatures (- 30C / - 22F or colder). En-route minimum altitude and / or flight level correction should also be considered where terrain clearance is a factor.
C
Coordination with local and en-route ATC facilities for each cold weather airport or route in their system should be exercised which include: Confirmation that minimum assigned altitude or flight level provides adequate terrain clearance for the coldest expected temperatures. Cold weather altitude correction procedures to be used for published procedure, to include the table being used. A determination of which procedures or routes, if any, that has been designed for cold temperature and can be flown as published without altitude corrections. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If correcting an altitude above 5000 feet, use linear extrapolation for simplicity (e.g. to correct 10.000 feet, use twice the value for 5000 feet).
en
fid
on
Altitude corrections apply to QNH and QFE Operations If the altitude correction results in level off altitude between 100 foot increment, set the altitude selector to the next higher 100-foot increment. Altimeter cursor / MDA / DA setting (as installed) should be set at the adjusted minimum altitudes for the approach. Pilots should not correct altimeter barometric reference setting. ATC assigned altitudes and / or flight levels may be refused if pilot determine that terrain clearance is not adequate. ATC must be advised. ATC assigned altitudes or flight level accepted by pilot should not be adjusted for temperature.
C
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES Table 1. Cold Temperature Altitude Corrections. Applicable to Facility (airport) elevation less than 2000 feet Airport Temp º C
Height above facility (altimeter source)-feet 200
300
400
500
600
700
800
900
1000
1500
2000
3000
4000
5000
0
20
20
30
30
40
40
50
50
60
90
120
170
230
290
-10
20
30
40
50
60
70
80
90
100
150
200
290
390
490
-20
30
50
60
70
90
100
120
130
140
210
280
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
Increment figure to published altitude in feet
tia Y F 20 os or l C 19 fir op a -0 / y 206
Table 2: Cold Temperature Altitude Corrections. Applicable to Facility (airport) elevation between 2000 and 4000 feet Height above facility (altimeter source)-feet 200
300
400
500
600
700
0
20
20
30
30
40
40
-10
20
30
40
50
60
-20
30
50
60
80
-30
40
60
80
-40
50
80
-50
60
90
fid
on
70
90
100
100
120
140
100
130
150
180
120
160
190
220
C
800
900
1000
1500
2000
3000
4000
5000
50
50
60
90
120
170
230
290
80
90
100
150
200
300
400
500
120
130
150
220
290
440
580
730
160
180
200
290
390
580
780
980
200
220
250
370
490
740
990
1240
250
280
310
460
610
920
1230
1540
en
Airport Temp º C
Increment figure to published altitude in feet
Example: Airport elevations Reported OAT
: 1000 feet : - 40ºC
Fix
Published altitude (PA)- feet
Height above facility (PAelevation)-feet
Procedure turn
4000
3000
720
4720
FAF
3000
2000
480
3480
MDA
1500
500
120
1620
Correction value Indicated alt to fly (from table) (PA+correction value)
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES For Low Temperature Altitude Correction En-route and simplified Low Temperature Altitude Correction in TERMINAL AREA see OM-A Chapter 9.4.1.
05. METRIC / FEET CONVERSION TABLE Some states require the altitude calculation and indications in meters. Flight crewmembers shall thoroughly study the route manual and be familiar as to which destinations these measurements are used. The relationship between flight levels and altimeter indications are shown for reference usage. Value in meters are approximate: Number 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430 440 450
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Meters - 300 0 150 300 450 2.440 3.050 3.960 4.570 5.490 6.100 6.400 6.700 7.010 7.320 7.620 7.930 8.230
on
Feet - 1.000 0 500 1.000 1.500 8.000 10.000 13.000 15.000 18.000 20.000 21.000 22.000 23.000 24.000 25.000 26.000 27.000
C
Number - 10 0 5 10 15 80 100 130 150 180 200 210 220 230 240 250 260 270
Feet 28.000 29.000 30.000 31.000 32.000 33.000 34.000 35.000 36.000 37.000 38.000 39.000 40.000 41.000 42.000 43.000 44.000 45.000
Meters 8.540 8.840 9.150 9.450 9.760 10.060 10.370 10.670 10.980 11.280 11.590 11.890 12.195 12.500 12.800 13.110 13.410 13.720
Note: The expression of an aircraft’s vertical displacement in flight levels is taken as a positive indication that the altimeter is set to 1013.2 hPa standard setting and not to QNH.
06. PRINCIPLE OF OPERATIONS The standard altimeter setting procedures is based on the principle that the transition from en-route standard altimeter setting (1013.2 hPa) to a landing altimeter setting (QNH) takes place during descent and from a takeoff QNH to an en-route standard setting (1013.2 hPa) during climb. This concept enables aircraft operating well above critical terrain to operate along continuous isobaric surfaces, without the necessity for frequent altimeter adjustments, which often necessitate large altitude adjustments, and upset previously established vertical separation. However, the procedure requires adequate precautions in determination usable, i.e. safe flight levels over high terrain. ATC ensures that the lowest flight level in use will provide at least 1.000 feet terrain clearance. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 6
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 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.
Transition Level
tia Y F 20 os or l C 19 fir op a -0 / y 206
From the foregoing it is evident that a transition altitude always has a fixed value.
Transition Layer
on
fid
en
The transition level has no fixed value but varies with the QNH value of the airport or area concerned. It is periodically established by ATS and passed to aircraft in routine approach and landing or takeoff instructions.
C
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 the airport or area concerned. The transition layer shall normally occupy an area in the vicinity of an airport only. Note: Although no longer required under the ICAO procedure, certain States prescribed a minimum a thickness of 1.000 feet for the transition layer. In that case the application of the standard altimeter setting procedure automatically provides for at least 1.000 feet vertical separation between aircraft flying on 1013.2 hPa (at or above the transition altitude). Where States do not prescribe a minimum thickness for the transition layer, the minimum required vertical separation of 1.000 feet is obtained by instructing aircraft concerned to maintain specific flight levels or altitudes ensuring such separation.
Altimeter Setting Changes Takeoff and initial climb are executed on the valid airport QNH while passing through the transition altitude the altimeter is set to the standard setting of 1013.2 hPa.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES
Descent and Landing Descent is executed on the standard setting of 1013.2 hPa until: reaching the transition level, or instructed by ATC Thereafter after, further descend and landing is executed on the valid airport QNH. Note: In cases where more than one airport is in close proximity ATC procedures may involve the use of a common QNH setting for control purposes. Airport QNH values would then be used only for takeoff, initial climb, approach and landing.
07. PICTORIAL SUMMARY The following diagram is a pictorial summary of the main features of the standard altimeter setting procedures (Not to Scale). FLIGHT LEVEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
POINT OF TRANSITIONS: CHANGE FROM STD SETTING TO QNH
HOLDING LEVELS
TRANSITION LEVEL
TRANSITION LEVEL
en
TRANSITION LAYER
TRANSITION ALTITUDE (COMMON TO “ A “ AND “ B”)
on C
POINT OF TRANSITIONS: CHANGE FROM QNH TO 1013.2 hPa
NOTE: NOTE:
- All- All flight at or below Transition Altitude shall set toshall QNHset Flight at or below Transition Altitude
TRANSITION ALTITUDE 3400 ‘
ALTITUDE
fid
HOLDING
75 70 65 60 55 50 45
QNH
- All- All flight at or below Transition Altitude shall set toshall 1013.2 Flight at or above Transition Altitude sethPa to 1013.2
hPa
END OF 12.5
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 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. 01. Basic Rule When planning an ETOPS operation, the route is planned to remain within the threshold flying time limit, in still air, with respect to all specified suitable en-route alternates. This planning shall consider ETOPS Significant Time-Limited System minus 15 minutes (i.e. airplane's most limiting fire suppression system time for those cargo and baggage compartments required by regulation to have fire-suppression systems). 02. En-Route Airport (ERA)
tia Y F 20 os or l C 19 fir op a -0 / y 206
The selected En-Route Airport must be nominated in the ATS flight plan together with the current maximum diversion time (i.e. 90, 120 or 180 minutes ETOPS). For an ETOPS en route airport, the following additional points should be considered:
en
Availability of an ATC facility; and Availability of at least one let down aid (ground radar would also qualify) for an instrument approach.
C
03. Weather Minima
on
fid
A valid official forecast for the ETOPS En-Route Airport is required. The weather 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. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS The ETOPS critical fuel scenario shall be applied. In the case of a verification/proving flight, the block fuel shall be based on the highest fuel figure of a Non-ETOPS flight plan and the intended ETOPS flight plan (if applicable). ETOPS Fuel Planning For ETOPS a specific fuel planning, also called “critical fuel reserves”, must be established. The ETOPS fuel planning is split in two parts:
First parts a standard fuel scenario from departure point to the critical point (CP). Second parts the critical fuel scenario from CP to diversion airport.
The critical fuel scenario is based on a combination or single failure of an engine failure and or a depressurization failure occurring at the critical point. A descend is initiated to FL100 and continued with a single engine cruise to the diversion airport.
tia Y F 20 os or l C 19 fir op a -0 / y 206
However, flight above FL100 is allowed if the aircraft is equipped with supplemental oxygen for maximum diversion time for flight crewmember and a percentage for passenger in accordance with applicable Airworthiness authority’s requirements.
en
Depending on the strategy and on the one engine out speed selected for the single engine diversion scenario, the highest fuel requirement must be considered.
fid
This scenario result in the block fuel requirement referred as the ETOPS critical fuel planning.
Fuel burn off (including descend, cruise to TOD to 1500 feet) from CP to 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.
C
on
This critical fuel planning consist of:
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 bestexperienced judgment in studying the meteorological conditions expected on route to assess the final block fuel required.
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 05. Technical Requirements The procedure for compliance with ETOPS maintenance requirement are contain in the Garuda Indonesia ETOPS Maintenance Procedure Manual and ETOPS Operation Manual. A more stringent MEL applies. 06. Release to Service An ETOPS pre-flight inspection must be carried out and signed for by a type licensed Technician prior to each departure. However, if during an ETOPS flight a Non-schedule landing has to be made for other reasons than technical malfunctions, the Pilot in Command may release the aircraft to service for continuation of the ETOPS flight. 07. Destination Alternates
tia Y F 20 os or l C 19 fir op a -0 / y 206
When destination alternates are selected requiring a route that cannot be covered by the Non-ETOPS rules, the critical fuel scenario should be calculated for the diversion route. ETOPS rules are applicable to the diversion route and the time window and critical fuel scenario have to be calculated. This alternate may be used as En-Route Airport and cover the route into destination when this is below landing minima.
en
ETOPS weather minima are applicable to such a destination alternate.
C
on
fid
Aircraft shall be prepared to re-dispatch flight plan from the point of diversion to the alternate and adjust the required fuel figures for critical fuel scenario by means of the Performance Chart/Table from the FCOM. 08. Route Selection
If any point along the route the distance to a suitable airport exceeds the authorized ETOPS time limit, (i.e. 90, 120 or 180 minutes) another route must be constructed. 09. ETOPS Summary On the Company computerized flight plan the ETOPS related information is provided in the ETOPS summary. The time windows for the respective En-Route Airport are specified together with the calculations required for the critical fuel scenario. The information is given in the flight sequence:
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 EnRoute 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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS
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.
12.6.2 APPROVED AIRCRAFT TYPE(S) FOR ETOPS FLIGHT Currently only two type of Garuda Indonesia’s aircraft are approved for ETOPS flight:
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.
AIRBUS A330-200/300
tia Y F 20 os or l C 19 fir op a -0 / y 206
The operation procedure published in separate document which is the B777300ER ETOPS Operation Manual. The content and revision of this manual is under responsibility of the Chief Pilot B777.
fid
en
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 maximum diversion distances of 1200 NMS.
C
on
The operation procedure published in separate document which is the A330200/300 ETOPS operation manual. The content and revision of this manual is under responsibility of the Chief Pilot A330.
12.6.3 ETOPS AREA OF OPERATIONS ETOPS operations are allowed within a well-defined area of operation. The size of the area depends on the maximum diversion time granted, the selected one engine out diversion speed and the number and location of the selected adequate diversion airports. The area of operation is determined in still air and generally ISA conditions, considering the relevant aircraft performance with one engine inoperative, the remaining engine at MCT or less. Therefore, the area operation is determined once, not reassessed for each flight otherwise one or more adequate airports happen to be unsuitable. The aircraft performance level considered for the calculation is associated to a unique aircraft weight, which is called the aircraft reference weight.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS a. Aircraft reference weight The aircraft reference weight is defined as the highest estimated gross weight values at the critical points of the various routes being considered within the given area of operation. The computation will be done considering a takeoff at the maximum take weight and a standard speed schedule, in still air and ISA or delta ISA conditions, taking to account different sets of en route alternates (thus resulting in different CP locations). Calculations for Garuda Indonesia is made by the aircraft manufacturer and the Garuda Indonesia performance and engineering department.
ETOPS Segment
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. Diversion speed schedule / maximum diversion, distance considering the aircraft reference weight and the selected one engine inoperative diversion cruise flight level, providing the best True Airspeed (TAS). Basically the resulting TAS at the diversion flight level, combined with the maximum diversion time allowed, provides the maximum diversion distance. For example, the Airbus A-330 FCOM provides performance data tables for maximum diversion distance for a sample of diversion times, based on several reference weights and a selected speed schedule.
The ETOPS segment starts at the EEP and finishes when the route is back and remains within the 60 minutes area from an adequate airport.
fid
en
An ETOPS route can contain several ETOPS segment well separated from each other. Equal time point
C
on
An ETP on the aircraft route, which is, located at the same flying time from two suitable diversions airports. The ETP position can be determined using a computerized flight planning, or graphically on a navigation or plotting chart. 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS Maximum diversion time The maximum diversion time (75, 90, 120, or 180 minutes) from an en-route alternate airport is granted by the DGCA and is included in the ACL. It is used only for determining the area of operation, and therefore is not an operational time limitation for conducting a diversion, which has to cope with the prevailing weather conditions. Maximum diversion distance Is the distance covered in still air and ISA (or delta ISA) conditions within the maximum diversion time at the selected one-engine-out diversion speed schedule and at the associated cruise altitude (including the descent from the initial cruise altitude to the diversion cruise altitude). It is used for dimensioning the area of operations. DIVERSION STRATEGIES For non-ETOPS operations, in case of an engine failure, either the standard or the obstacle clearance strategy is considered for diversions.
on
fid
en
The standard strategy corresponds to a descent at cruise Mach / standard IAS down to the LRC ceiling and a diversion at the LRC speed. The obstacle clearance strategy corresponds to a drift down at the lowest maneuvering speed clean configuration until obstacles are cleared, then the standard strategy applies, as both these strategies are associated to lower speeds, it would restrict the maximum diversion distance consequently reducing the area of operation, in contradiction with the ETOPS objective which are to increase the operational capabilities.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
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 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. Criteria for Selecting the Diversion Strategy The minimum criteria for selecting on ETOPS diversion strategy, in term of speed schedule, are the route structure and the maximum diversion time allowed. The route structure will indicate the obstacles to be cleared and the location of the selected adequate airports which should be well distributed along the route. The maximum diversion time allowed will permit the definition on the minimum speed schedule required to ensure a minimum overlap of the circles centered on each adequate airport.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 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. 12.6.5 ETOPS ALTERNATE AAIRPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
a. No person may dispatch or release an airplane for an ETOPS flight unless enough ETOPS Alternate Airports are listed in the dispatch or flight release such that the airplane remains within the authorized ETOPS maximum diversion time. In selecting these ETOPS Alternate Airports, Garuda Indonesia must consider all adequate airports within the authorized ETOPS diversion time for the flight that meet the standards of this part. b. No person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release unless, when it might be used (from the earliest to the latest possible landing time)— The appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the ETOPS Alternate Airport minima specified in the company's operations specifications; and The field condition reports indicate that a safe landing can be made. c. Once a flight is en route, the weather conditions at each ETOPS Alternate Airport must meet the requirements of OM-A Chapter 9.5.1 d. No person may list an airport as an ETOPS Alternate Airport in the dispatch or flight release unless that airport meets the public protection requirements of OM-A Chapter 9.2.1 and OM-A 9.2.5. Considering Time-Limited Systems in Planning ETOPS Alternates For ETOPS up to and including 180 minutes, no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport (at the approved one-engine inoperative cruise speed under standard conditions in still air) would exceed the approved time for the airplane's most limiting ETOPS Significant System (including the airplane's most limiting fire suppression system time for those cargo and baggage compartments required by regulation to have fire-suppression systems) minus 15 minutes.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 12.6.6 ETOPS ALTERNATE MINIMUM
Add 200 ft to the higher DA(H) or MDA(H) of the two approaches used.
Add 1/2 sm or 800m4 to the higher authorized landing minimum of the two approaches used.
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
C
Note:
Alternate Airport IFR Weather Minimum Visibility3 Add 1 sm or 1600m to the landing minimum.
3/4 sm (1200 m) or RVR 4000 (1200 m) 1/2 sm (800 m)4 or RVR 1800 feet (550 m)
en
300 feet 200 feet
on
For airports with at least one operational navigational facility providing a straight-in non-precision approach procedure, or Category I precision approach, or, when applicable, a circling maneuver from an instrument approach procedure. For airports with at least two operational navigational facilities, each providing a straight-in approach procedure to different suitable runways* One useable authorized Category II ILS IAP. One useable authorized category III ILS Instrument Approach Procedure (IAP).
Alternate Airport IFR Weather Minimum Ceiling2 Add 400 ft to the MDA(H) or DA(H), as applicable.
fid
Approach Facility Configuration 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 Conditional
forecast 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).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 8
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS a. Period of validity (time window opening) For each alternate airport, the dispatch weather minima must be ensured during a certain period. This period of validity starts one hour before the earliest ETA at this airport and finishes one hour after the latest ETA. In the GARUDA computerized flight plan a clear format suitable alternates indicates the time from opening to closing of each airport proposed as an alternate (period of validity ), based on schedule departure time. b. Lower than published weather minima Lower than published weather minima at alternate airports may be considered for aircraft and crew certified CAT 2 or CAT 3 approach and landing operation, after suffering any failure in the airframe and / or propulsion systems which would result in a diversion to an en-route alternate airport. This is subject to approval for certain operators by the national authority on a case by case basis.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In principal, an aircraft approved for lower than standard minima will be dispatched with the next highest level of approach minima to which it is type design approved on one engine (for example CAT 2 aircraft will be dispatched on CAT 1 minima. 12.6.7 MINIMUM EQUIPMENT LIST (MEL) The airlines MEL, is based on the master equipment list established by the aircraft manufacturer. The MEL must contain restriction required for ETOPS operation stating:
fid
en
“For ER operations”… or “Except for ER operations”.
on
12.6.8 COMPUTERIZED FLIGHT PLAN
C
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 operations such as:
A block fuel with ETOPS extra requirements En-route alternate suitable (period of validity) giving airports and time opening / closing based on scheduled departure, e q: WRRR 1425/1820 YPDN 1610/1835 etc. ETP information’s (Lat. Long, distance, time to, expected FOB) ETOPS fuel scenario summary from each ETP, giving data’s on the fuel status and capabilities in case one engine fail and or pressurization fail at each ETP or CP.
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.6 ETOPS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT Table of Content
CHAPTER 13 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
Table of Content
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.1 GENERAL
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 13.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.1 GENERAL
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.2 PLANNED OPERATING CONDITIONS
13.2
PLANNED OPERATING CONDITIONS The following factors shall be considered when computing the fuel required for a flight: - airplane mass; - notice to airman; - meteorological conditions; - MEL/CDL; - expected air traffic control routing and delays that are expected inflight (e.g. airways congestion); - For IFR flights, one instrument approach at destination including a missed approach; - For VFR on a portion of flight, the weather for that portion of VFR flight shall meet the VFR weather minimum (Departure, En-route and Destination as applicable); and - Procedures prescribed for en-route loss of pressurization or failure of one engine and any other conditions that might cause increased fuel and/or oil consumption. - The longest SID and STAR or fuel equal to the longest SID/STAR
tia Y F 20 os or l C 19 fir op a -0 / y 206
In principle the optimum altitude must be planned with all factors above are taken into account, except that for short distance flight the cruise altitude selected should allow for a minimum horizontal cruise segment of 5 minutes or according to related FCOM. For long distance flight the optimum altitude step schedule must be followed inflight planning.
C
on
fid
en
Where the applicable data and/or procedures are not known, conservative assumptions should be made. END OF 13.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.2 PLANNED OPERATING CONDITIONS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.3 FUEL SUPPLY
13.3
FUEL SUPPLY No person may release / dispatch or takeoff an airplane for operations within Indonesia, unless there is enough fuel supply, considering airplane mass, notice to airman, meteorological condition; , to include the following: a. Taxi Fuel The amount of fuel expected to be consumed before takeoff taking into account local conditions at the departure aerodrome and auxiliary power unit (APU) fuel consumption. b. Trip Fuel The amount of fuel required to enable the airplane to fly from takeoff, or the point of in-flight re-planning, until landing at the destination aerodrome taking into account the operating conditions in the data provided by the manufacturer. Note: The trip fuel is based on “Planned Operating Condition”. This amount shall include fuel for takeoff, climb, cruise, descent, approach and landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Contingency Fuel Contingency Fuel is the increment of fuel necessary for the flight to compensate for any unforeseen factors.
on
fid
en
It shall be 5 (five) percent of the planned trip fuel or the fuel required from the point of in-flight re-planning based on the consumption rate used to plan the trip fuel, but in any case, shall not be lower than the amount required to fly for 15 (fifteen minutes) at holding speed at 1500 feet above the destination aerodrome in standard conditions.
C
d. Destination Alternate Fuel The Company requirement, at least 1 (one) alternate airport is listed as a destination alternate aerodrome for all revenue flights. Destination alternate fuel shall fulfill:
(i) Where a destination alternate aerodrome is required, the amount of fuel required to enable the airplane to: (A) Perform a missed approach at the destination aerodrome; (B) Climb to the expected cruising altitude; (C) Fly the expecting routing; (D) Descend to the point where the expected approach is initiated; and (E) Conduct the approach and landing at the destination alternate aerodrome; or (ii) Where two destination alternate aerodromes are required, the amount of fuel, as calculated in (4)(i) above, required to enable the airplane to proceed to the destination alternate aerodrome which requires the greater amount of alternate fuel; or (iii) Where a flight is operated without a destination alternate aerodrome, the amount of fuel required to enable the airplane to fly for 15 minutes at holding
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.3 FUEL SUPPLY speed at 450 m (1500 feet) above destination aerodrome elevation in standard conditions; or (iv) Where the aerodrome of intended landing is an isolated aerodrome: For a turbine-engine airplane, the amount of fuel required to fly for 2 hours at normal cruise consumption above the destination aerodrome, including final reserve fuel; Note: Calculation is based on LRC, planned landing weight and a realistic flight level.
e. Final reserve fuel The amount of fuel calculated using the estimated aircraft mass on arrival at the destination alternate aerodrome or the destination aerodrome when no destination alternate aerodrome is required, or a pre-calculated value for each airplane type and variant in the fleet rounded up to an easily recalled figure:
f.
Additional Fuel
tia Y F 20 os or l C 19 fir op a -0 / y 206
For turbine engine aircraft the amount of fuel to fly for 30 minutes at the height of 1500 feet above the airport in standard conditions.
The supplementary amount of fuel required if the minimum fuel calculated in accordance with trip fuel, contingency fuel, destination alternate fuel and final reserve fuel is not sufficient to:
C
on
fid
en
Allow the airplane to descend as necessary and proceed to an alternate aerodrome in the event of engine failure or loss of pressurization, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, then: (a) To fly for 15 minutes at holding speed at 1500 feet above the aerodrome elevation in ISA, make an approach and landing; (b) Allow an airplane engaged in ETOPS to comply with the ETOPS critical fuel scenario as established by the Authority; (c) Meet additional requirements not covered above. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.3 FUEL SUPPLY
h. Extra Holding Fuel Fuel uplifted in addition to minimum block fuel, to compensate the requirements from specific aerodromes. Usually extra holding fuel is needed to mitigate traffic congestion in specific aerodromes. Information of how much extra holding fuel needed can be found in NOTAM. 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.
END OF 13.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.3 FUEL SUPPLY
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.4 EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT a. No person may dispatch or release for flight a turbine-engine powered airplane with more than two engines for a flight more than 90 minutes (with all engines operating at cruise power) from an Adequate Airport unless the following fuel supply requirements are met: 1) The airplane has enough fuel to meet the requirements of OM-A Chapter 13.3 2) The airplane has enough fuel to fly to the Adequate Airport— (i) Assuming a rapid decompression at the most critical point; (ii) Assuming a descent to a safe altitude in compliance with the oxygen supply requirements of OM-A Chapter 20.4; and (iii) Considering expected wind and other weather conditions. 3) The airplane has enough fuel to hold for 15 minutes at 1500 feet above field elevation and conduct a normal approach and landing. b. No person may dispatch or release for flight an ETOPS flight unless considering wind and other weather conditions expected, it has the fuel otherwise required by this part and enough fuel to satisfy each of the following requirements: 1) Fuel to fly to an ETOPS Alternate Airport. Fuel to account for rapid decompression and engine failure. The airplane must carry the greater of the following amounts of fuel: Fuel sufficient to fly to an ETOPS Alternate Airport assuming a rapid decompression at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of OM-A Chapter 20. Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engineinoperative cruise speed) assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen requirements of OM-A Chapter 20.4; or Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine inoperative cruise speed) assuming an engine failure at the most critical point followed by descent to the one engine inoperative cruise altitude. 2) Fuel to account for errors in wind forecasting. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section, Garuda Indonesia must increase the actual forecast wind speed by 5% (resulting in an increase in headwind or a decrease in tailwind) to account for any potential errors in wind forecasting. 3) Fuel to account for icing. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), Garuda Indonesia must ensure that the airplane carries the greater of the following amounts of fuel in anticipation of possible icing during the diversion: (i) Fuel that would be burned as a result of airframe icing during 10 percent of the time icing is forecast (including the fuel used by engine and wing antiice during this period). (ii) Fuel that would be used for engine anti-ice, and if appropriate wing anti-ice, for the entire time during which icing is forecast. 4) Fuel to account for engine deterioration. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind
C
on
fid
en
13.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.4 EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT
OM – A
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 13.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY
13.5
PREFLIGHT POLICY 01. BASIC BLOCK FUEL A. Dispatch to destination with one (or two) alternate(s) Basic block fuel is the total of: Basic Block Fuel
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)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: If two alternates are required, the alternate demanding the highest amount of fuel, shall be used. FCOM Procedures e.g. The MEL may require an increase of the trip fuel. During FMC pre-flight, enter final reserve fuel 30 minutes for international flight and domestic flight.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY
2
3
4
1
APU Starting Taxi
3. ALTERNATE FUEL Go-around at destination Climb Cruise Descent to 1500 feet Deceleration Approach
2. TRIP FUEL
4. FINAL RESERVE FUEL Turbine engine 30 minutes holding speed Turbo-propeller 30 minutes normal cruising speed
C
on
fid
en
Takeoff Climb Cruise Descent to 1500 feet Deceleration Approach
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. TAXI FUEL
B. Dispatch to an isolated airport Basic block fuel is the total of: Basic Block Fuel:
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)
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY C. Planned Re-Dispatch (PRD) (reserved)
02. EXTRA FUEL There are two kinds of extra fuel: - Economical extra fuel (fuel tankering) - Operational extra fuel (discretionary fuel) When tanking extra fuel, the following conditions or circumstances should be considered:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Unfavorable weather and/or adverse runway conditions (departure as well as destination); Additional fuel burned to carry the extra fuel; Secondary costs, such as increased engine and landing gear. ZWF fluctuations Severe flight level restrictions Potential short cuts, resulting in an overweight landing TOW restrictions on consecutive airports - actual landing distance and dispatch landing distance required. On time departure Noise problems In case of other overriding circumstances.
en
The Captain will take the final decision on the amount of extra fuel.
on
fid
a. Economical extra fuel (Fuel Tankering) Payload and operational conditions permitting, it is Garuda Indonesia’s policy to tank extra fuel above the basic requirement, if this results in net cost savings.
C
For CAT C aircraft applies:
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.
Note: List of Economical Tanking Stations is issued by Operations Support, and available at Flight Dispatch (CGKOWGA). b. Operational extra fuel (discretionary fuel) Discretionary fuel is considered as operational extra fuel. Refer to OM-A chapter 13.2 for the details of discretionary fuel.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY
03. FUEL FREEZE CONSIDERATION DURING EXTENDED OPERATIONS For ETOPS Fuel, Refer to OM-A Chapter 10.1. Regarding the use of standard fuel freeze temperature (see OM-A Chapter 10.1), fuel temperature analysis and en route fuel temperature monitoring for the specific fuel used in operation, the flight crewmember shall: -
Determine the actual fuel freeze temperature during extended operation (e.g. Polar Operations) in order to prevent in-flight freezing of fuel. Periodically monitor fuel tank temperature in order not to exceed temperature limit and take appropriate course of action according to FCOM/QRH (e.g. increase speed, change altitude and/ or deviate to a warmer air mass to achieve a TAT equal to or warmer than the fuel temperature limit).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 13.5
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.6 INFLIGHT POLICY
13.6
INFLIGHT POLICY 01. GENERAL Fuel quantity aboard must be determined conservatively. The lowest of the calculated fuel versus indicated fuel quantities must be taken. The PIC shall manage fuel inflight. The air traffic delay information shall be requested from ATC, to ensure that minimum fuel upon landing will be the greater of the approved minimum quantity or final reserve fuel.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Original Dispatch or Flight Release, Re-dispatch or Amendment of Dispatch or Flight Release: a) No person may allow a flight to continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate airport that was specified in the dispatch or flight release are forecast to be at or above the alternate minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport. However, the dispatch or flight release may be amended en-route to include any alternate airport that is within the fuel range of the aircraft as specified in OM-A Chapter 13.2 b) No person may allow a flight to continue beyond the ETOPS Entry Point unless— 1) Except as provided in paragraph (c) of this section, the weather conditions at 2) each ETOPS Alternate Airport required by Section 121.624 are forecast to be at or above the operating minima for that airport in company's operations specifications when it might be used (from the earliest to the latest possible landing time); and 3) All ETOPS Alternate Airports within the authorized ETOPS maximum diversion time are reviewed and the flight crew advised of any changes in conditions that have occurred since dispatch. c) If paragraph (b)(1) of this section cannot be met for a specific airport, the dispatch or flight release may be amended to add an ETOPS Alternate Airport within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima. d) Before the ETOPS Entry Point, the pilot in command for a supplemental operator or a dispatcher for a flag operator must use company communications to update the flight plan if needed because of a re-evaluation of aircraft system capabilities. e) No person may change an original destination or alternate airport that is specified in the original dispatch or flight release to another airport while the aircraft is en-route unless the other airport is authorized for that type of aircraft and the appropriate requirements of OM-A Chapter 4.4.3 through OM-11.5.2 and OM-B 1.1 are met at the time of re-dispatch or amendment of the flight release. f) Each person who amends a dispatch or flight release en-route shall record that amendment.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.6 INFLIGHT POLICY
02. INFLIGHT FUEL MANAGEMENT With regard to the expected quantity of fuel upon landing, a flight can operate in three different phases. During flight the PIC shall be continuously aware in which phase the flight is operating. Phase of Flight
Estimate Fuel Upon Landing
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)
EMERGENCY PHASE
Less than final reserve fuel
tia Y F 20 os or l C 19 fir op a -0 / y 206
NORMAL PHASE OPERATION As long as a flight is operating in the normal range no special conditions, apart from regularly checking the weather forecasts at destination and alternate (s), are required.
C
on
fid
en
ABNORMAL PHASE OPERATION Entering the abnormal phase clearly poses a greater risk when bound for an airport with a single runway and/or unreliable weather conditions, than when heading for a multiple runway, well equipped, stable weather airport. All relevant factors such as weather, approach aids extensive vectoring, traffic congestion and number of usable runways of the selected airports must be weighed carefully. Since it is impossible to cover all variables related to a safe and economical flight in the abnormal phase, the following should be regarded as general guidance and be adapted as circumstances dictate. Replacing of the original alternate by another available alternate demanding less fuel, thus the flight may be back in the normal phase. Ultimately a choice has to be made between:
Continuation of the flight to, or holding over destination and Diversion to an alternate (which may be an ‘en-route’ alternate). In this case the alternate becomes the destination.
Either choice may lead to a situation where no alternative is left. The decision to continue the flight to original destination or holding over destination whenever the estimated arrival fuel quantity at the original destination is less than alternate + 30 minutes holding fuel can be made, as long as these conditions are met: -
The ceiling at least 2000 feet above airport elevation; The visibility is not less than 5 kilometers; and
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.6 INFLIGHT POLICY -
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
EMERGENCY PHASE OPERATION The PIC shall immediately declare an emergency when the calculated usable fuel predicted to be available upon landing at the nearest airport where a safe landing can be made is less than the planned final reserve fuel. The “MAYDAY, MAYDAY, MAYDAY - FUEL” call must be used to advise ATC regarding the situation. An emergency due to low fuel suggests the need for traffic priority to ensure a safe landing. Report remaining usable fuel in minutes and which action will be taken.
C
on
fid
en
EN-ROUTE RE-DISPATCH (reserved)
END OF 13.6
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.6 INFLIGHT POLICY
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
14. ALL WEATHER OPERATIONS TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1.8 TROPICAL CYCLONS ................................................................................. 12
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
14. ALL WEATHER OPERATIONS
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
14.1
ADVERSE WEATHER / HAZARDOUS ATMOSPHERIC CONDITIONS Following are compilations of adverse weather / hazardous atmospheric conditions and recognitions and recommended practice and procedures for operating in and / or avoiding those conditions. The background information on various meteorological phenomena is found in FRG chapter 5. Flight crewmember is to refer to FCOM type for technical or avoidance procedures regarding adverse weather operations.
14.1.1 SLIPPERY, WET AND CONTAMINATED RUNWAY Flight crewmember shall assess the runway conditions, before Takeoff or Landing, including the effect of type and depth of contaminants on airplane performance. (See OM-A Chapter 14 the general idea of the braking conditions).
tia Y F 20 os or l C 19 fir op a -0 / y 206
The assessment shall include: Effect of Slippery/Wet on runway surface. Effect of slush, standing water, ice or snow on runway surface. Cross wind and tail wind limit for takeoff and landing. 01. Definition and Characteristic of runway conditions
on
fid
en
Dry: No visual indication of moisture or contamination on the runway surface. Properly maintained runways with grooves or porous pavement have been shown to provide braking action approximately equivalent to a dry runway when they are wet.
C
Damp: 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 surface of water, more than 3mm deep or by slush, or loose snow, equivalent to more than 3mm of water. The contaminants are lying on that portion of the runway where the high speed part of the takeoff roll will occur. A Runway that has an accumulation of snow or ice. Reduce tire to ground friction and additional drag force (resist ability to accelerate) due to contaminant therefore affects acceleration and deceleration.
C
Slush: Snow saturated with water that will splatter when stepped on. (approximate density = 0.85 kg/liter) Wet Snow:
If compacted by hand, snow will stick together and tend to form snowball. (Approximate density=0.4 kg/liter). Snow with high water contents when compacted by hand with gloves, snowball is formed and water droplets may appear on the surface. If the temperature is at or above -10C (300F), the snow is considered wet.
Dry Snow:
Snow can be blown if loose, or if compacted by hand will fall apart again upon release. (Density = 0.2 kg/liter). If the temperature is below -10C (300F), the snow is considered dry.
Compacted Snow: Snow has been compressed. (Friction coefficient typically = 0.2). Icy:
A condition that friction coefficient is 0.05 or below.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
02. Performance on Slippery, Wet or Contaminated Runway The performance corrections on contaminated runway are usually provided for 3mm, 6mm, and 13mm contaminant (standing water/slush) or Slippery/Wet runway (Good, Medium, Poor). For contaminant over 6mm and at or below 13 mm, apply whichever is the lower figure of the allowed takeoff weight between the two data. When runway conditions are reported for each third portion, average friction coefficient or contaminant depth of the last two third runways should be applied for takeoff/landing performance. The takeoff performance data can be given based on Braking Action or based on Runway Conditions. Refer to Aircraft Operating Manual for particular type of aircraft. Slippery/Wet Runway and equivalent table: STANDING WATER
SLUSH
WET SNOW
DRY SNOW
< 3mm (Air Bus)
< 2mm (Air Bus)
< 4mm (Air Bus)
<15mm (Air Bus)
< 3mm (Boeing)
< 3mm (Boeing)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Contaminated Runway:
-
-
SLUSH
WET SNOW
DRY SNOW
≥ 3mm (Air Bus)
≥ 2mm (Air Bus)
≥ 4mm (Air Bus)
≥ 4mm (Air Bus)
en
STANDING WATER
fid
A linear equivalence between depth of slush and snow: WET SNOW
6mm (1/4 inch)
C
2mm (0.08 inch)
on
SLUSH
DRY SNOW
4mm (0.16 inch)
15mm (0.59 inch)
13mm (1/2 inch)
50mm (2 inch)
03. Determining Runway Condition
General: Only the runway within 75 feet of either side of the runway centerline is used in the determination of contamination type. If the PIC determined that contaminant covers a portion of the runway which will not be needed for takeoff, including distance for rejected or an engine fail during takeoff, that runway need not be considered contaminated. The PIC has final authority and discretion with respect to the determination of contaminant type. Table: mm to inches conversion: Contaminated mm to Inches conversion mm
0
6.35
10
12.7
25.4
50.8
101.6
152.4
inches
0
0.25
0.4
0.5
1
2
4
6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS Table: Runway Braking Action (ICAO) Measured Coefficient (µ)
Estimated Braking Action
≥ 0.4
Good
0.39 to 0.36
Medium to Good
0.35 to 0.30
Medium (or Fair)
0.29 to 0.26
Medium to Poor
≤ 0.25
Poor
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. Braking Action
DRY
-
Damp
fid
C
on
Wet
RA, SN 2 Water < 3 mm Slush < 2 mm Wet Snow < 3 mm Dry Snow < 15 mm
en
Light RA, Light SN 1
Water ≥ 3 mm Slush ≥ 2 mm Wet Snow ≥ 3 mm Dry Snow ≥ 15 mm Heavy Rain
tia Y F 20 os or l C 19 fir op a -0 / y 206
Runway Surface Condition
ICE
Normal Good
Medium [or fair]
Poor
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS 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.
When depth of slush or snow exceeds the following: Conditions
tia Y F 20 os or l C 19 fir op a -0 / y 206
Values
fid
en
Slush/Standing water
on
Wet Snow
C
Dry Snow Icy
Wind Limitation
13mm
25.4mm 50.8mm
Do not T/O or Landing.
: - 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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.
14.1.2 TAIL- AND CROSSWIND RESTRICTIONS 01. Limitations
tia Y F 20 os or l C 19 fir op a -0 / y 206
When planning a flight, the tail- and crosswind limitations as published in the relevant FCOM’s shall be taken into account. Under marginal tail- or crosswind conditions the local circumstances, such as length and width of the runway, runway condition, surrounding obstacles, etc. should be duly taken into account. Attention is drawn to the fact that the required runway length increases rapidly with increasing tailwind. In applying crosswind limitation on takeoff and landing, the Pilot In Command shall use steady wind. For example: If surface wind is reported 20 knots gusting 25, the airplane may takeoff or landing if the crosswind limit stated in FCOM is 20 knots or less.
fid
en
For N-1 ferry flights and abnormal runway conditions, more stringent tail- and crosswind limitations are applicable, which are given in the relevant FCOM.
on
02. Determination of Tail- And Crosswind Components
C
Wind direction in meteorological charts and weather reports is always expressed in degrees true, whereas the runway direction on landing charts is given as degrees magnetic. Therefore the runway direction should be converted to degrees true (or the wind to degrees magnetic) when computing crosswind components. For reason of simplification, winds in reports from the tower are presented in degrees magnetic and can be used directly with the magnetic runway direction. 14.1.3 COLD WEATHER OPERATIONS / ICING CONDITIONS 14.1.3.1
GENERAL Cold weather operations require special and very careful flight preparation. Icing conditions shall occur when low temperature is accompanied by precipitation. It should be known that icing of the airplane is one of the most dangerous flight hazards The rate at which icing formation to accumulate on an airplane inflight depends mainly on temperature, quantity, and the size of super-cooled water-droplets suspended in the atmosphere.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS 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 welldeveloped 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Before takeoff, PIC shall take on to account: weather conditions, taxi times, hold over times, and other relevant factor.
Whenever the PIC is doubtful about the airplane’s icing condition, visual inspection of the wings shall be performed, and if require, return to the ramp.
on
fid
en
PIC shall bear in mind that the following factors can reduce the hold over time: Heavy precipitation High wind speed Jet blast Very low fuel temperature with full or nearly full fuel tanks.
C
Flight crewmember member shall assure that prior to each flight all safety critical items that are susceptible to icing condition are thoroughly inspected during crew walk around, including: Pitot/static ports; Free movement of flight control surfaces (as applicable); Presence of frost, snow or ice on critical surfaces; Aircraft structural integrity (damage).
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 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS snow may reasonably be expected to adhere to the aircraft, unless Garuda Indonesia has an approved ground deicing/anti-icing program in its operations specifications and unless the dispatch, release, and takeoff comply with that program. d. When the use of De-icing/Anti-Icing is likely to occur, see procedures in OM-A Chapter 10.9. The hold over time table shall readily accessible to flight crewmember. The aircraft shall not commence takeoff unless the critical surfaces are clear of any deposits which might adversely affect the performance and/or controllability of the aircraft, and: In freezing rain and freezing drizzle unless adequate ice protection can be provided by anti-ice fluid; During heavy fall of wet snow (temperature around 0ºC); If snow, ice or frost has gathered on the airplane, when the runway braking action is reported “ poor “ (braking coefficient less than 0.25)
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1.4 THUNDERSTORM Thunderstorms are associated with a number of phenomena, which justify the advice to avoid such areas by a considerable margin. Hazards associated with thunderstorms are Gust, Turbulence, Lightning Strike, Static Discharge and Hail.
en
When operation near or in a thunderstorm cannot be avoided, follow instructions for operations in turbulence in OM-A Chapter 16.
fid
a. Gust
C
on
A gust is a sudden and short-lived increase in wind speed. It may affect airplane attitude during flight, and under extreme conditions may damage airplane parts or structure. 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).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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
Moderate
tia Y F 20 os or l C 19 fir op a -0 / y 206
Slights discomfort. Moderate changes in airplane attitude and/or altitude accompanied by small variations in airspeed, walking is difficult, loose object move around. Severe
en
Extreme
C
on
fid
Abrupt changes in airplane attitude and/or altitude. The airplane may be out of control for short period accompanied by large variations in airspeed. Occupants are forced violently against seat belts. Loose objects are tossed around. Turbulence in which the airplane is violently tossed about and is practically impossible to control, and may cause structural damage. Report as Extreme Turbulence. b. Turbulence may be related to the following types: Convective, Orographic, CAT and Wake Turbulence.
Convective turbulence: Caused by thermal instability and is met in connection with the development of any thunderstorm activities. It can cause extreme air motion with vertical speed up to 6000 feet/min. Severe turbulence is encountered mostly in connection with thunderstorm activity.
Oro-graphic turbulence: Mountain waves at the lee side of a mountain may cause severe turbulence called orographic turbulence. Typical signs are lenticular, rotor clouds and clouds with “water-fall” appearance. The strongest turbulence may be found in rotor clouds.
Clear Air turbulence (CAT): large wind shears with rapid changes of wind direction horizontally and/or vertically. This type of turbulence is particularly significant since its presence cannot be detected before it is encountered.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Wake turbulence:
fid
Aircraft location; Time of occurrence in UTC; Turbulence intensity; Whether turbulence occurred in or near clouds; Airplane altitude / flight level; Type of airplane; Duration of turbulence.
en
C
on
Wake turbulence is generated by a pressure exchange between the lower and upper surface of the wing. The pressure exchange causes counter rotating vortices trailing from the outer wingtips (Vortex). 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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 10
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
c. Wake Turbulence Separations (Radar Separations) and encounter avoidance On the same runway
Parallel runway
Leading Airplane
Following Separation Airplane
J
J
*
H
6 Nm
M
7 Nm
L
8 Nm
H
4 Nm
M
5 Nm
L
6 Nm
H
3 Nm
M
3 Nm
L
4 Nm
H
3 Nm
M
3 Nm
L
3 Nm
H
M
L
When airport use parallel runway, both may at the same time be used for landing traffic. When runways are less than 760 m apart and crosswind not exceeding 10 knots, the possibility exist that the wake vortices generated by an airplane using the up-wind runway is drifting across to the down-wind runway. Flight crewmember shall alert to this form of wake vortex propagations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
*When a wake turbulence restriction is not required then separation reverts to radar separation minimum as prescribed by the appropriate ATS authority.
When no radar separations available and approaches are separated by time 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.
C
on
Do not misinterpret wake turbulence separations with aircraft separations due to ATS requirements (FRG 4.6.8)
14.1.6 VOLCANIC ASH CLOUDS Flying through an ash clouds shall be avoided by all means because of extreme hazards for the engines and airplane. Volcanic ash can extend for several hundred miles away, and eruptions may send ash plumes up to 40.000 feet. Neither volcanic dust nor ash clouds can be detected by the weather radar. If an airplane enters an ash cloud the flight crewmember can expect: - Smoke, Dust or acrid odors similar to electric spark in the cockpit; - In darkness, heavy static discharges (St. Elmo’s fire) around windshield or engine inlets; - Engine surge, overheat or even engine failure; - Unreliable airspeed, Pressurization and / or electrical system degradation.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 11
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
For detail procedure see FCOM for specific type of aircraft. 14.1.7 HOT WEATHER CONDITIONS Airplane operations in (extremely) high temperature conditions presents problem of a different nature than those associated with cold weather. High ground temperature has important effects on passengers and crew comfort and generally decrease aircraft performance. Ground Preparations - Keep airplane interior as cool as possible; unnecessary door closed, all gasper outlets open. - Reduce heat generation in the cockpit; windshield air, foot vents and other air outlet shall be left open. Excess heat is affecting all electronic and computer equipment. - When external cooling required, the supply shall be plugged in immediately after engine shut down, and should not be removed until just prior to engine start.
Taxi Out - 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. - Care for residual brake energy indications.
Takeoff - High temperature, temperature inversion, combined with short runway or high elevations inflict performance penalties which must be taken in to account. Consider to use alternate takeoff procedures (No Packs Takeoff, improve climb performance, etc.) - Observe fuel temperature limitations. - 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1.8 TROPICAL CYCLONS Tropical Cyclone (TC) known as hurricane or typhoons is associated with extremely strong winds, severe turbulence, CBs and very heavy precipitations. Although most Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 12
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. If the alternate is situated in the area where the TC has passed, airport operations may be affected by possible damage. It is advisable to select alternate well outside the affected area. END OF 14.1
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 13
OM – A
14. ALL WEATHER OPERATIONS
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
OM – A
15. INCAPACITATION OF CREWMEMBER TABLE OF CONTENT
CHAPTER 15 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
15. INCAPACITATION OF CREWMEMBER 15.1 INTRODUCTION
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.)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 15.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.1 INTRODUCTION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
15. INCAPACITATION OF CREWMEMBER 15.2 TYPES OF INCAPACITATION
15.2
TYPES OF INCAPACITATION (a) Obvious incapacitation; Means total functional failure and loss of capabilities. In general will be easily detectable and of prolonged occurrence. Among possible causes are heart disorders severe brain disorders, internal bleeding, food poisoning, etc. (b) Subtle incapacitation; Is a more significant operational hazard, because it is difficult to detect and the effect can range from partial loss of function to complete unconsciousness. Among the possible causes might be minor brain seizures, hypoglycemia (low blood sugar), other various medical disorders, extreme fatigue or preoccupation with personal problems. Because a flight crewmember may not be aware of, or capable of rationally evaluating his/her situation, this type of incapacitation is the more dangerous. Causes and effects Incapacitation may range from minor cases of physiological upsets associated with inter-current mild disease or mental stress which may result in reduced levels of judgment or physical coordination up to a complete collapse.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Things that can cause mild incapacitation: Body pain such as toothache, headache, gastroenteritis, delayed effects of alcohol, drug or medications, common disorder (i.e. cold). Heart trouble, an acute infection thrombosis, epilepsy, hypo-glycerin (extremely low level sugar) and others belong to the more serious causes of a sudden collapse. END OF 15.2
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.2 TYPES OF INCAPACITATION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
15. INCAPACITATION OF CREWMEMBER 15.3 RECOGNITION OF INCAPACITATION
15.3
RECOGNITION OF INCAPACITATION Early recognition of incapacity is very important. A silent collapse shall hardly be detected during normal cruise phase, as communications may sometimes decline to minimum. This requires that all crewmembers monitor each other very closely. “Closely” means observing other crewmember for any “abnormal” reaction, action and/or behavior. One good method is to use the term “two communication rule”, meaning that one crewmember’s comment must be answered by the other. If for instance the pilot monitoring report the airplane is being to the left of track, it is essential that the pilot flying not only correct this problem, but confirm verbally. If a crewmember does not answer any question or checklist item in normal way, there is reason to believe that there may be the beginning of a subtle incapacitation. At the worst, he/she may simply have fallen asleep.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Other symptoms of the beginning of an incapacitation are: Incoherent speech; Strange behavior; Irregular breathing; Pale fixed facial expression; Jerky motions that are either delayed or to rapid.
C
on
fid
en
If any of these are present, incapacitation must be suspected and action taken to check the state of a crewmember. END OF 15.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.3 RECOGNITION OF INCAPACITATION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
15. INCAPACITATION OF CREWMEMBER 15.4 ACTION TO BE TAKEN WHEN PILOT INCAPACITATION
OM – A
ACTION TO BE TAKEN WHEN PILOT INCAPACITATE First Step Take over control by announcing “I Have Control”, engage autopilot. Aviate, Navigate and Communicate; Declare emergency either Distress or Urgency whichever is applicable; Summon Flight Attendant(s) immediately for assistance; The objective is not to interfere with the pilot duties performance that might endanger to safety of the flight. Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. This may include involving FA to restrain the incapacitated pilot.(e.g. have the incapacitated pilot seat pulled back, reclined, shoulder harness fastened and locked (OM-B2 Ch 10.10.1); If above action might interfere or endanger to the safety of the flight, have the incapacitated crewmember removed from his seat. In any case his seat shall be moved fully back to prevent obstruction of flight controls, switches, levers, etc. Assistance of other crewmember might be required; If necessary, reset COMM and NAV to remaining pilot side. 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. Check if a type qualified company pilot is on board to replace the incapacitated crewmember; 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.
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
15.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.4 ACTION TO BE TAKEN WHEN PILOT INCAPACITATION
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
15. INCAPACITATION OF CREWMEMBER 15.5 ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATION
OM – A
ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATE First Step One FA report to cockpit crew using cabin – cockpit communication protocol. PIC declare URGENCY or EMERGENCY whichever is applicable; Have the incapacitated crewmember seated with recline position. Assistance of other crewmember or passengers might be required.
Second Step
Third Step 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 airplane and to the ambulance as quickly as possible. Complete the air safety reporting and other required form. Arrange for the parking of the aircraft.
C
on
fid
en
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.5
END OF 15.5
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
15. INCAPACITATION OF CREWMEMBER
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.5 ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATION
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.5.4 FUELING WITH PASSENGERS ARE EMBARKING, ON BOARD OR DISEMBARKING ........................................................................................... 2 16.5.5 USE OF SEAT BELTS FOR PASSENGER AND FLIGHT ATTENDANT ....... 4 CHILD RESTRAIN SYSTEM ..................................................................................... 1
16.7
RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT 1
16.8
FLIGHT DECK DOOR ............................................................................................... 1
16.9
CARRIAGE OF TRAVEL SLEEPING DEVICE .......................................................... 1
C
on
fid
en
16.6
Operation Manual Part A – 1st Edition 01 Mar 2018
■
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT 16.1 GENERAL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
This means that all flight attendants shall, in the critical phases during taxiing and prior to takeoff / landing, concentrate on their designated task of securing the cabin and shall, if necessary firmly and politely refuse service request by the passengers.
C
on
fid
en
The flight attendants shall in this flight phase’s refrain from distracting the flight crewmembers from concentration on their duties (unless safety requires such distractions), and shall assist the flight crewmember, in due time the “CABIN READY” or the “CABIN NOT READY“ report. END OF 16.1
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.2 COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FA
OM – A
16.2
COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FLIGHT ATTENDANT A combined crew briefings for Flight Crewmember and flight attendant shall be conducted by the pilot in command prior to flight duty at least once on the first flight of the day. The PIC shall inform the particulars: known deficiencies of cabin / safety equipment, special passengers / load, expected meteorological conditions, etc., and events pertinent to the operations of the flight. When a tour of duty for the whole crew start at home base, the PIC or FA-1 should verify that the flight attendant is proficient in and familiar with the relevant emergency items and procedures.
END OF 16.2
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Pilot In Command or by delegation of the PIC, FA-1 concludes the FA briefing by allotting to each individual FA regarding the emergency station (tasks the crew member is to perform on board and the station he/she is to occupy prior to/during/after takeoff and landing).
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.2 COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FA
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
16.3
FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING Before each departure from home base and outstation where aircraft change and/or a change in-flight attendant composition exist, a flight safety and security briefing shall be given by FA-1. The FA briefing should include, but not be limited to: -
assignment of takeoff/landing positions; review of emergency equipment; passengers requiring special attention; the silent review process (The silent review process is the self-review of individual actions in the event of emergencies); review of applicable emergencies; security or service-related topics that may impact on passenger or crew safety; and any additional information pertinent to safety issue/company safety issue, including review of new procedures, equipment and systems as applicable.
The flight attendant shall check the emergency equipment and conditions by using the cabin pre-flight checklist. The cabin preflight check shall be performed:
-
As soon as the flight attendants are aboard prior the first journey or after aircraft changes, or When the aircraft has been left unattended by flight attendants for any period of time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
-
fid
en
Deficiency of flight safety equipment must be reported to cockpit crew via FA-1, to be written in the Aircraft Maintenance Log for rectifications.
C
on
16.3.1 CABIN READY REPORT With respect to security reasons, the reporting shall be done via interphone. Refer to OM-B2 for alternative means when interphone is unable. CABIN READY covers the following preparations:
DOORS ..........................................
closed and free of obstacles
SLIDES ...........................................
armed / automatic
INFANT LIFE-VEST.......................
distributed
PASSENGER .................................
briefed.
CABIN PREPARATIONS ...............
completed (see OM-A Chapter 17).
Normally the above items must be completed within approximately 5 minutes after the last passenger doors closed, but can be prolonged until prior to takeoff, at the latest. If the cabin has not reported ready, whilst takeoff is imminent the PIC should call FA-1 for further coordination.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
16.3.2 EMERGENCY EQUIPMENT (a) Life Vests When conducting overwater operation, all Garuda Indonesia’s flight shall equipped with minimum of one life jacket or equivalent individual floatation device for each person on board which accessible from individual seating positions. The number of infant life vests that must be on board the aircraft is equal to total infant accepted on board on each aircraft type (see OM-B2 Chapter 7). For demonstration purpose, a number of life vests without CO2 cartridges are on board. Note: Number and location of Life Vests are described in FCOM/OM-B2 Chapter 7. (b) Rafts/Dinghies There are two types of raft in Garuda’s aircraft:
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 to carry all passengers when making emergency landing on water. The life raft shall not be removed from airplane unless for maintenance inspections. Refer to FCOM/OM-B2 for locations and specifications.
on
2) Life Raft
fid
en
The raft shall be equipped with survival equipment, including pyrotechnic distress signal device.
C
For a flight over routes on which the airplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 KM (400 NM), whichever lesser, sufficient number of life raft including pyrotechnic distress signal device to accommodate all passengers in case of ditching shall be carried. (c) Escape Slide Except for ATR72-600 and CRJ1000, all Garuda Indonesia aircraft types are equipped with the passenger emergency evacuation devices (escape slides / slide raft) located on each door exits with automatic operation and manual deployment as back up. The emergency evacuation devices that deploys automatically must be armed during taxi, takeoff and landing. Some of this emergency evacuation devices can be used as flotation device only, which in details can be seen in FCOM/OM-B2 Chapter 7. (d) ULD (Underwater locating Device) For all flight used over routes on which the airplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 km (400 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
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. (e) Survival Equipment In each life raft or slide/raft an emergency pack is carried which contains tools and equipment generally needed to affect survival, including the pyrotechnic distress signal device. (f) Emergency Locator Transmitter (ELT)
All aircraft shall be equipped with one automatic ELT or two ELT’s of any type that operate on 121.5 MHz and 406 MHz simultaneously. For aircraft that individual Certificate of Air worthiness first issued after 01 July 2008 shall be equipped with a minimum of two ELT’s that operate on 121.5 MHz and 406 MHz simultaneously, one of which shall be automatic. Notwithstanding the above requirement, all aircraft shall be equipped with a minimum of one automatic ELT that operates 121.5 MHz and 406 MHz simultaneously.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(g) Crew Protective Breathing Equipment (PBE)
(h) Medical Supplies
on
fid
en
The legal requirement for protective breathing equipment is fulfilled with at least 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 and instructions.
C
All Garuda aircrafts are provided with Medical Supplies comprising sufficient numbers of First Aid Kits and Emergency Medical Kits. First Aid Kit (FAK) The minimum number of First Aid Kit for passenger aircraft shall not less than:
No of Passenger Seat No of First Aid Kit 0 - 50 1 51 - 150 2 151 - 250 3 More than 250 4 The First Aid Kits shall be distributed as evenly as practicable throughout the passenger cabin. The First Aid Kits should be readily accessible to flight attendant, and in view of the possible use of medical supplies outside the aircraft in an emergency situations, should be located near an exit.
Emergency Medical Kit (EMK)
An Emergency Medical Kit for the use of a doctor, or qualified persons in treating inflight medical emergencies. One Emergency Medical Kit shall be in every aircraft. Operation Manual Part A – 1st Edition
02 Jan 2019
▲
Page 3
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
Emergency Medical Kit should be stored in an appropriate secure location.
Universal Precaution Kit (UPK) A Universal Precaution Kit in the aircraft for the use of Flight Attendant in managing incidents of ill health associated with a case of suspected communicable disease and in the case of illness involving contact with body fluids. One Universal Precaution Kits shall be carried for use by flight attendant in managing: a. Episodes of ill health associated with a case of suspected communicable disease; b. Cases of illness involving contact with body fluids. Note: additional kit(s) should be carried at times of increased public health risk (e.g. an outbreak of a serious communicable disease with pandemic potential).
(i) Portable Fire Extinguisher
tia Y F 20 os or l C 19 fir op a -0 / y 206
Number and location of First Aid Kit, Emergency Medical Kit and Universal Precaution Kit are described in FCOM or OM-B2 chapter 7.
Each aircraft is provided with sufficient number of Portable Fire Extinguisher. The Portable Fire Extinguisher is a Halon type of which, when discharged will minimize the hazard of toxic gas concentration.
fid
en
Number and location of Portable Fire Extinguishers are described in FCOM or OMB2 chapter 7.
on
(j) Crash Axe
C
All aircraft shall be equipped with at least one crash axe or crow bar located in the flight deck. (k) Portable Battery Megaphone
All aircraft shall be equipped with portable battery megaphone as follows:
Aircraft with maximum seating configuration of more than 60 and less than 100: Minimum one megaphone; Aircraft with a maximum seating configuration of more than 100 shall be equipped with two megaphones.
Each megaphone shall be readily accessible for use by crewmembers during an emergency evacuation. Number and location of Portable Battery Megaphone are described in FCOM or OM-B2 chapter 7. (l) Flashlight All Aircrafts shall be equipped with a flashlight (torch) at each crewmember station. END OF 16.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
16. CABIN SAFETY REQUIREMENT 16.4 FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING
OM – A
16.4
FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING Detailed instructions for each type of aircraft seat locations are found in the respective type FCOM. In general these instructions come to the following seating arrangements:
During each takeoff and landing, crew seats or vacant passenger seats near the doors or vacant passenger seats next to or near over wing emergency exists should be occupied. One flight attendant must be seated within reach the cabin attendant’s panel. At least one flight attendant in each cabin compartment must be so seated that he/she can keep a watch on the passengers.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
16. CABIN SAFETY REQUIREMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.4 FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
16.5
FLIGHT CREWMEMBER PROCEDURES
AND
FLIGHT
ATTENDANT
INFLIGHT
SAFETY
16.5.1 URGENT INFORMATION Flight Attendants must immediately inform FA-1 whenever smoke, fire unusual sounds or other abnormal situations are observed. FA-1 must contact the cockpit crew verbally or via interphone according table below: -
During Taxi, climb, cruise or descend Takeoff
-
Rejected Takeoff
-
Go-around Final approach and landing
Inform
Immediately As soon as aircraft is airborne. After command: “Flight Attendant and Passengers remain seated” As soon as aircraft level off As soon as aircraft left the landing runway
16.5.2 SMOKING ON BOARD
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda apply a non-smoking policy on all flights in the Cabin and/or in the Cockpit either in the ground and/or inflight. These No Smoking policy is applied to all types of cigarettes, either conventional or electronic.
fid
en
No person may tamper with, disable, or destroy any smoke detector installed in any airplane lavatory.
on
16.5.3 GROUND STOP WITH PASSENGER ON BOARD (TRANSIT)
C
When passengers are onboard during transit, the safety precaution shall be complied: (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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
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.
(c) Exits: See OM-A Chapter 16.5.4 below PASSENGERS
ARE
EMBARKING,
ON
BOARD
OR
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.5.4 FUELING WITH DISEMBARKING
Fueling an aircraft with passengers is embarking, on board or disembarking is allowed provided:
en
fid
on
It is not prohibited by local regulation. At least one cockpit crew shall standby in the cockpit with interphone contact ready to communicate with ground engineer. Provides notification to the flight crewmember onboard the aircraft when fueling is about to begin and has been completed; The SEATBELT sign is OFF. PIC brief the Flight Attendants, and shall ensure that the following crewmembers are on board: FA-1 or appointed duty FA. One Flight Attendant in the neighborhood of each of the specified exits. When situation arises which endangers the safety of the occupants, the FA-1 shall initiate a rapid disembarkation via stairs or aviobridge or air stair. An evacuation via all usable exits shall be considered only in case of fire.
C
The main passenger entrance door must remain open with ramp or Jet-way in place. All other doors should remain closed, with mode selector to “MANUAL”. One FA station at each pair of cross aisle exits. One main exit aft of the wing should remain closed with the mode selector set to “ARMED” until completion of refueling. (See OM-B2 Chapter 2.1) Station Manager/Duty Officer: The Station Manager/Duty Officer shall ensure that boarding ramps, stairs or clear areas are made available. Technician: Whenever a situation arises which endangers the safety of the occupants, he will alert the crew directly or via interphone.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
Exits shall be available for disembarkation/evacuation during refueling with passenger on board: ATR72-600
B 737-800
B737-8*
CRJ1000
A330 -200/300
B777-300ER
Door 2L Door 1L, 2R Entry doors Fwd & Aft Entry doors Fwd & Aft Door 1L Door 1R Door 11 Door 21 Door 12 Door 22,13,23,24 Door 14 Door 1L Door 1R Door 2L Door 2R, 3L, 3R Door 4L, 4R, 5R Door 5L
Note:
Air Stair / Boarding Ramp Clear Area Forward Entry Door: Boarding Ramps or stairs Aft Entry Door: Clear area or stairs Forward Entry Door: Boarding Ramps or stairs Aft Entry Door: Clear area or stairs Stairs / Boarding ramps Clear Area Boarding Ramps or stairs Clear area Boarding Ramps or stairs Clear area Clear area or stairs Boarding ramps or stairs Clear area Boarding ramp or stairs or clear area Clear area Clear area Clear area or stairs
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
*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 embarking can only be done when catering service is completed and the area is clear.
C
on
fid
The primary escape route for passenger at the upper deck is via the main deck. Where a choice between ramp cq. Stairs and clear area is given normally a boarding ramp or stairs will be placed. Only in case of incidental shortage of equipment a clear area for slide deployment may replace a boarding ramp or stairs behind the wing. In this case, the crew will be informed before or upon arrival so that the FSM/FA-1 can brief the Flight Attendant concerned. Attention: i)
ii) iii) iv) v)
Evacuation areas on the ground beneath aircraft exit doors (not in use for aircraft servicing) are kept clear of obstructions; The clear area must measure 3 x 10 meters. No ground equipment may be placed in these areas. Where a boarding bridge is in use, an interior access path is maintained from the aircraft to the terminal; Where a boarding bridge is not in use, passenger steps are positioned at the aircraft door(s) normally used for boarding; Local regulations may necessitate deviations from the above exit arrangement. Tanking should in principle be done from the right hand side. The fuel truck should not be in the (dis)embarkation path.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
16.5.5 USE OF SEAT BELTS FOR PASSENGER AND FLIGHT ATTENDANT (a) Taxi, Takeoff and Landing
The "Fasten Seat Belt" sign shall be turned on during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command. All passengers shall have their seat belts fastened during taxi, takeoff and landing. Flight Attendant guarding an exit shall have their seatbelt fastened when seated during taxi. Flight Attendant shall fasten their seat belt during takeoff and landing. Flight Attendant must check that all passengers have their seat belts fastened when the “Fasten Seat Belt” sign is on. When seat belt sign is on during cruise, Flight Attendant shall consult PIC whether they should be strapped down or not in connection to the amount of expected turbulence.
(b) Turbulence Conditions
tia Y F 20 os or l C 19 fir op a -0 / y 206
After each takeoff, immediately before or immediately after turning the seat belt sign off, an announcement shall be made that passengers should keep their seat belts fastened, while seated, even when the seat belt sign is off. When entering turbulence is expected, the “Fasten Seat Belt” sign shall be switched on, and if relevant information is available, inform FA-1. Light Turbulence - Flight attendant make announcement to passenger - If trolley stowage is not necessary, drink and meal service may be continued except hot drinks. - Flight Attendant shall check that all passengers have their seat belts fastened; infants are taken out of cradles. - Flight Attendant shall check that baggage and personal electronic devices can not cause injury due to the expected turbulence.
Moderate, Severe or Extreme Turbulence
C
on
fid
en
-
-
Flight crewmember announce: “FLIGHT ATTENDANTS AND PASSENGERS - RETURN TO YOUR SEATS AND FASTEN YOUR SEATBELTS IMMEDIATELY” Flight attendant make announcement to passenger Flight Attendants must: Stop serving immediately; Stow trolleys as quickly as possible and secure galley equipment; Place trays with soft drinks, coffee and tea-cans, etc. in empty trolley garage or on the floor; Instruct passengers to stow (PVS screen) and hand luggage, switch off and stow personal electronic devices, Return to their seat and fasten seat belt.
Flight crewmember shall fill Air Safety Report form when encountering significant turbulence inflight. END OF 16.5 Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
16. CABIN SAFETY REQUIREMENT 16.6 CHILD RESTRAIN SYSTEM
16.6
CHILD RESTRAIN SYSTEM The uses of child restraint system according, either prepared by Garuda Indonesia or furnished by the child’s parents is allowed provided the child holds a ticket for an approved seat. The restrain system must be properly secured to an approved forward facing seat, and the child must be properly secured in the restrain system, and, must not exceed the specified weight limit for the restrain system. The child is accompanied by a parent, guardian or attendant designated by the parent or guardian to care for the safety of the child during flight.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.6 CHILD RESTRAIN SYSTEM
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.7 RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT
OM – A
16.7
RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT All galley equipment and serving cart when not in use must be securely locked in its place. Crew baggage which is carried in a passenger or crew compartment must be securely located accordingly to prevent shifting damage to the structure during emergency landing condition.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.7
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.7 RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT 16.8 FLIGHT DECK DOOR
16.8
FLIGHT DECK DOOR All aircraft shall be equipped with reinforced flight deck door that meet the following requirements: 1. Resist forcible intrusion by unauthorized person and be capable of withstanding impacts meet standard required by authority. 2. Resist penetration by small arms fire and fragmentation devices to a level equivalent to level IIIa of the US National Institute of Justice Standard (NIJ) 0101.04 or its equivalent. 3. A means to monitor from the flight deck side of the door the area outside the flight deck door to identify persons requesting entry and to detect suspicious behavior and potential threats. 4. Capable of being locked and unlocked from either pilot station;
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.8
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.8 FLIGHT DECK DOOR
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT 16.9 CARRIAGE OF TRAVEL SLEEPING DEVICE
CARRIAGE OF TRAVEL SLEEPING DEVICE Passenger may carry Travel Sleeping Device as carry-on baggage, with provision as follow:
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. Seat belt must be fastened while using the device.
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.9
C
on
fid
en
Below is example of Travel Sleeping Device allowed in Garuda Indonesia’s flight:
Bed Box
Inflatable Box
END OF 16.9
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.9 CARRIAGE OF TRAVEL SLEEPING DEVICE
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES TABLE OF CONTENT
OM – A 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.2.7 EMERGENCY SITUATION ............................................................................ 3
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES TABLE OF CONTENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.1 PASSENGER ANNOUNCEMENT POLICY
OM – A
17.1
PASSENGER ANNOUNCEMENT POLICY With due consideration of passenger service as described in OM-A Chapter 10.8, and in addition to the passenger briefing as depicted below, the pilot in command shall make passenger announcement regarding safety related matter, including turbulence, non-normal and emergency situations. The announcement may be delegated to FA-1 when a condition does not allow the pilot to perform, and only when there is no possibility of miss-information to passenger if the announcement is delegated to flight attendant.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 17.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.1 PASSENGER ANNOUNCEMENT POLICY
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.2 PASSENGER BRIEFING
OM – A 17.2
PASSENGER BRIEFING
17.2.1 PRIOR TO EMBARKATION At check in, passengers shall be briefed on which articles are prohibited to carry at their person, in their hand baggage or even in checked baggage (ref OM-A Chapter 10.4.3.2). Prior to boarding the passenger shall be briefed on the “NO SMOKING” requirements and on all provisions relevant to their safety before and during embarkation. 17.2.2 PRIOR TO FIRST AIRCRAFT MOVEMENT Communication and coordination between the flight crewmember and the flight attendant shall be conducted to ensure a combined and coordinated process in addressing cabin readiness prior to first aircraft movement, takeoff and landing. These procedures are out lined in OM-B2 Chapter 2.3.
en
fid
on
Observation of the “ NO SMOKING “ signs which have remained switched on, the airplane being on the ground, prohibition of smoking during flight; Backs of the seat in the upright position and tray tables are stowed; Location of the emergency exits; Location and use of floor proximity escape path markings; Stowage of hand baggage; Ban of the operation of any portable electronic device that can adversely affect the performance of the airplane’s system; Location and contents of the safety briefing cards;
C
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.2.3 PRIOR TO TAKEOFF When airplane’s doors have been closed and armed, a designated FA shall brief the passengers orally on the following provisions:
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: Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.2 PASSENGER BRIEFING
OM – A
1. An oral briefing to passenger regarding the location and operation of life preservers, life rafts, and other floatation means, including demonstration of the method of donning and inflating a life preservers shall be made by appropriate crew member at least before entering the over water part of the flight. 2. But when taking off or landing at airports where the takeoff or landing path is directly heading over water that in the event of mishap, ditching is likely to occur, the briefing shall be made before takeoff. 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
17.2.4 CLIMB AND CRUISE
fid
en
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 been advised as to the most appropriate manner of assisting the person so as to prevent pain and further injury.
C
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 shall be advised to keep the seatbelt fastened when seated, despite the “FASTEN SEAT BELT” sign has been switched off. 17.2.5 PRIOR TO LANDING The “FASTEN SEAT BELT“ sign shall be switched on in due time prior to landing in order to brief the passengers to occupy their seats, so enabling the FA to properly secure the cabin without disturbance. The designated FA shall verbally brief the passengers:
On the imminence of approach and landing; On the requirement of observing the “NO SMOKING” sign. On the requirement of observing the “ FASTEN SEAT BELT “ sign and re-fasten the seat belt, to stow the tray tables, to adjust the seat to the up-right position and to re-stow hand baggage in its proper location. On the restriction on the use of portable electronic devices.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.2 PASSENGER BRIEFING
OM – A
17.2.6 AFTER LANDING The passenger shall be reminded either orally or by illuminated signs about observing the smoking ban, keeping safety belts fastened until the airplane has come to a full stop and the engines have been turned off. 17.2.7 EMERGENCY SITUATION In an emergency, passenger shall be instructed in such emergency action as appropriate to the circumstances. The emergency evacuation procedure and demonstration as carried out in accordance with CASR 121 are described in OM-B2.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 17.2
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.2 PASSENGER BRIEFING
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS TABLE OF CONTENT
OM – A CHAPTER 18
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS TABLE OF CONTENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.1 GENERAL
OM – A 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18. 1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.1 GENERAL
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.2 MINIMUM EQUIPMENT LIST
OM – A 18.2
MINIMUM EQUIPMENT LIST (MEL) The Minimum Equipment List (MEL) is a manual consist of:
Minimum Equipment List as required by CASR (MEL); An Operating Procedure, when MEL item calls for flight crew actions (OP); Maintenance Procedure, when MEL item calls for maintenance personnel actions (M); Configuration Deviation List covering configuration deficiency externally (CDL), except for A330-200/300 and ATR 72-600;
MEL is guidance for dispatching the aircraft in such condition with inoperative instrument or equipment within acceptable safety level is maintained by appropriate design redundancies, procedures and limitations. The MEL is compiled in assisting PIC and licensed Aircraft Maintenance on duty in deciding whether to dispatch or not, an aircraft with an inoperative system, missing item or part, for the aircraft to be dispatched within the allowable standard airworthiness requirements.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The MEL shall not deviate from the Aircraft Flight Manual limitations, Emergency Procedures, or Airworthiness Directives, and all equipment related to the airworthiness and the operating regulations of the aircraft not listed in MEL must be operative. It does not include components which are obviously required, so as component of minor significant which are obviously not required. The aircraft shall not depart with the defect that has not been processed in accordance with the MEL.
on
fid
en
The dispatch directive in the MEL is applicable until commencement of the takeoff run. If dispatch within the limitations of the MEL is not possible consult Maintenance Control Center or Chief Pilot where specific assessment will be performed to obtained dispatch authorization for conditions, limitations and procedures.
C
System numbers are based on the Air Transport Association (ATA), where specification number 100 and items are numbered sequentially. For details in how to use the MEL layout, refer to related aircraft type MEL. MEL is an integral part of Aircraft Operation Manual and will be approved by Directorate General of Civil Aviation as legal basis for dispatch. END OF 18.2
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.2 MINIMUM EQUIPMENT LIST
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.3 ATTENTION TO FLIGHT CREWMEMBER
OM – A
18.3
ATTENTION TO FLIGHT CREWMEMBER
The flight crewmember has the authority to reject an aircraft if, prior to each flight, the PIC is dissatisfied with any aspect of airworthiness and maintenance. The Pilot in Command shall make careful evaluation of all operational consequences for the whole route to be operated. The evaluation shall ensure that unacceptable reduction of aircraft performance or operational safety level is avoided. Crew workload shall be considered, hence necessitates good coordination with maintenance personnel. Ensure through crew briefing that each crew member is aware to the non-standard condition. When referenced to MEL for the continuation of the flight, the PIC shall assure that no maintenance handling (M) is written in the required action column.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.3 ATTENTION TO FLIGHT CREWMEMBER
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.4 ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER
OM – A
18.4
ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER Dispatch with an inoperative item or missing part shall not be considered if repair or replacement can be made within the available time. The source of the failure must be known. The inoperative system shall be isolated that it cannot adversely affect other system or indicative isolation may require deactivation of applicable CB, disconnection or removal. Provision of INOP placard. The INOP placard shall be affixed to or near the instrument, warning light, pulled CB, control switch or lever to indicate that the relevant part is inoperative and must not be used. If INOP marking cannot be considered self-explanatory, a notation to which component is affected should be made accordingly. Consider taking spares on board if the aircraft is operated through station where no such spares are available in order to affect a repair en-route when circumstances permitted. Make AML entry and transfer to the HIL.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18.4
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.4 ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.5 COORDINATION
OM – A 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.)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.5 COORDINATION
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
19. SPECIAL FLIGHT TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
19.2.3 PROVING FLIGHT......................................................................................... 4
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
19. SPECIAL FLIGHT
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
19. SPECIAL FLIGHT 19.1 REVENUE NON SCHEDULED FLIGHT
19.1
REVENUE NON SCHEDULED FLIGHT
19.1.1 GENERAL Garuda Indonesia as Flag and Domestic carrier is authorized to conduct nonscheduled flight under the provision of ACL A30. The Over flying and landing permits, necessary for the execution of the flight will be applied for and on behalf of Garuda Indonesia. Non scheduled flights consist of: VVIP Flight Hajj Flight Charter Flight (include Joy Flight) Extra Flight (include Charity Flight) Positioning/Delivery/Re-delivery Flight. Rights and obligations of the chartering company (or individuals) and Garuda Indonesia in the case of charter or wet lease (hajj) are laid down in the agreement signed by both parties. This is normally contained in the standard Garuda Indonesia contract.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When group leader is involved, the PIC is requested to contact him either through the ground staff or the cabin attendants for the purpose of establishing liaison. If practicable, this should be done before the flight, otherwise at an early stage of the flight. Deal all problems related to that particular group through the group leader.
on
(a) VVIP Flight
fid
en
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 personnel at en-route or terminal stations.
C
A flight normally used to transport the President and/or the Vice President of the Republic of Indonesia. Special procedures are enforced. (b) Hajj Flight
The flights conducted during the Hajj season to transport Hajj Pilgrim during a period of three months every year. The hajj flight using Garuda operated aircraft or wet lease aircraft. (c) Charter Flight A charter flight is a flight whereby the total useful capacity of the aircraft i.e. saleable seats and space, is allocated for the chartering party. In case the chartering party wishes to make alterations in the schedule of an agreed charter, the crew or Garuda Indonesia personnel concerned can only comply with such requests upon receipt of explicit approval from Garuda Indonesia. Unless otherwise agreed, Garuda Indonesia shall have allocated space of the chartered aircraft not used by the chartering party. No revenue loads whatsoever (except aircraft spare parts) may be carried to or from a station where a permit for a technical landing only has been granted.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
19. SPECIAL FLIGHT 19.1 REVENUE NON SCHEDULED FLIGHT
(d) Extra Flight Flights normally conducted during the certain period of time to increase seat capacity to accommodate customer demands. (e) Positioning/Delivery/Re-delivery Flight Flight conducted for the purpose of transferring the aircraft from a station (to another) without carrying passenger or fly-in (new /leased aircraft) or returning (leased) aircraft. 19.1.2 FUEL CARNETS A fuel carnet is an international form on which fuel and oil can be obtained on credit. It is only used when landings are intended at airports not normally included in the Garuda Indonesia network.
tia Y F 20 os or l C 19 fir op a -0 / y 206
19.1.3 WEATHER MINIMA Normal Garuda Indonesia destination, alternate and en-route alternate minima are applied for all non-scheduled flights.
C
on
fid
en
19.1.4 ROUTE AND AIRPORT QUALIFICATION The route and airport qualification in accordance with OM-A Chapter 6.5.4 also applies for non-scheduled destinations. END OF 19.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT
19.2
NON-REVENUE FLIGHT
19.2.1 TEST FLIGHT 01. GENERAL CASR 91 sub part E and CASR 43 regulate that a test flight should be carried out after aircraft undergone maintenance, preventive maintenance, rebuilding, or alteration in a manner that may have appreciably change airplane flight characteristics or substantially affected its operation inflight. Engineering and Maintenance personnel who are required as part of their duties, must be present in the aircraft during the test flight. A satisfactory ground acceptance is required prior to the test flight. Ground Acceptance is a procedure of Pre-Test Flight, in order to perform ground technical function & to fulfill operational test to be done. Ground Acceptance can be done in two ways: a. Ground Acceptance requires Flight Crewmember, or b. Ground Acceptance with No Flight Crewmember. (It requires Technical Accomplishment List for Flight Crewmember).
en
02. TEST FLIGHT CATEGORY
on C
Category B
03. PROCEDURES
Test flight that is performed after major overhaul check, for airplane performance test. Test flight is performed for other than checks in category A.
fid
Category A
tia Y F 20 os or l C 19 fir op a -0 / y 206
A test flight is not required if prior to flight, ground test, inspection, or both show conclusively that the maintenance, rebuilding, or alteration has not appreciably changed the flight characteristics or substantially affected the flight operation of the airplane.
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.
04. TEST FLIGHT CREWMEMBER The Flight crewmembers for test flight are set up in accordance with the test flight category:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT PIC must be at least CCP FO may be at least one of the following, in priority order: CCP, FIA , FIS or GI. PIC must be at least FIA FO may be a regular FO The FO shall have ample experienced on the A/C type concerned.
Category A
Category B
Note: FA may be on board for entertainment and service system function check as required. 05. CATEGORIZATION DIRECTIVES No
SUBJECT
REMARK
CAT
OVERHAUL
Beside the functional test flight, some tests are also required in accordance with the work done on particular aircraft system or structure
2
STRUCTURE
Performance test in relation with the structure repair or modifications
A
3
VERTICAL & HORIZONTAL STABILIZER
Replacement or removal / installation of: - Vertical stabilizer, or - Horizontal stabilizer, either one or both
A
Replacement or removal / installation of one or & more of the following flight control surfaces: - Aileron, Rudder, Elevator, Stabilizer. - Flap, Slat, Spoiler/Lift Dumper.
A
6** 7
C
5
A
en
fid
CONTROL SURFACE FLAPS
on
4*
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
AIRPLANE COMPONENT
Installation or replacement with a new type of component in the airplane, which may affect flight performance or characteristics.
A
ON GROUND
By any reason the aircraft has been on the ground for more than 30 days
B
- Vibration or other condition affecting airworthiness (causes not revealed through test on ground) - Through affecting airworthiness has been eliminated, but result of action taken cannot be check without a test flight. - On request or ascertainment by any special cases, i.e. —airplane system check, airborne equipment check, etc.
B
REQUIREMENTS
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT No
SUBJECT
8 ***
PRE/REDELIVERY TEST FLIGHT
REMARK -
Before delivering to Garuda or returning the aircraft/s to the owner Demonstration Flight
CAT B
06. CREW SCHEDULING
tia Y F 20 os or l C 19 fir op a -0 / y 206
9 VVIP - On request or ascertainment by any B special cases. *** Note: (According to OM-A Chapter 19.2-01) 5* Test Flight is not required when, at the end of the task detailed in AMM, pass series of ground tests that ensure the system operate as per design. Operational Ground Acceptance required. 7** Test Flight is not required if Maintenance Prolonged Ground Inspection has been carried out. Operational Ground Acceptance required. 10*** The PIC may be CCP or FIA assigned by Chief Pilot.
Over haul / D- Check, it takes about 35 days.
Flight Crewmembers should be informed within 7 days before commencing Test Flight.
en
Engine replacement and aircraft performance Test Flight;
fid
Flight Crewmembers will be informed within 2 days before commencing test Flight.
C
on
Information will be sent to VP Flight Operations (JKTOFGA) for the purpose of scheduling The Flight Crewmembers and to VP Operation Planning and Control (JKTOGGA) for the purpose of Flight Approval. 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.
07. PERSONNEL ON BOARD Apart from Flight Crewmember, only officially designated person directly concerned with the execution of test flight may be on board. 08. DEVIATION FROM RULE Any deviation from this standard test flight rule may only be done upon VP Flight Operations approval.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 3
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT
19.2.2 TECHNICAL FERRY FLIGHT 01. INTRODUCTION A technical ferry flight is a flight, made to transfer an aircraft with a serious technical deficiency to home base or station where repairs can be made. Reason for a technical ferry flight can be an inoperative engine - on three or four engine aircraft - or another discrepancy that make the aircraft unfit for commercial operation. 02. PERMISSION TO FERRY For the execution of a technical ferry flight, Garuda Indonesia has been granted a special flight permit with continuous authorization as laid down in ACL D84. Movement Control (OGM), after a preliminary check on necessity and feasibility of the ferry, will act as coordinator between Flight Operations, Technical Department and ferry Crew. 03. CREW COMPLEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
Technical ferry flight shall be executed by at least the minimum cockpit crew, depending on availability in the order as indicated below: CCP FIA/ FIS Pilot assigned by Chief Pilot
en
Note: For an N-1 ferry, The Pilot shall be Qualified as such.
on
fid
Apart from the assigned cockpit crew members, generally no cabin personnel or other persons should be on board a technical ferry flight, except as indicated in OM-A 5.4-02 Standard Crew Complements.
C
When the Captain has the impression that leaving the originally scheduled flight attendant behind might be over restrictive for a particular case, exemption may be requested from chief pilot or his deputy. 04. OPERATIONAL REQUIREMENTS
A technical ferry flight may be considered when: It has become absolutely clear that local repair is impossible or impractical ; The aircraft is certified for the operation after inspected and authorized by Engineering Department. Specific operational requirements, as stated in the FCOM or OM-A can be fulfilled. The assigned crewmembers must make themselves fully acquainted with the relevant procedures as stated in the FCOM, or as provided on behalf of VP Flight Operations. 19.2.3 PROVING FLIGHT Proving flight is performed to demonstrate and validate the effectiveness of the overall company procedures for operations in all applicable fields. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT
Initial airplane proving tests. Garuda Indonesia may not operate an aircraft before the aircraft is proven for use in air carrier or cargo operations as appropriate unless an aircraft of that type has had, in addition to the aircraft certification tests, proving tests acceptable to the DGCA, including a representative number of flights into enroute airports. Proving tests for kinds of operations. Unless otherwise authorized by the DGCA, for each type of airplane, Garuda Indonesia must conduct proving tests acceptable to the DGCA for each kind of operation it intends to conduct, including a representative number of flights into enroute airports. Proving tests for materially altered airplanes. Unless otherwise authorized by the DGCA, for each type of airplane that is materially altered in design, Garuda Indonesia must conduct proving tests acceptable to the DGCA for each kind of operation it intends to conduct with that airplane, including a representative number of flights into enroute airports. Definition of materially altered. For the purposes of stated Paragraph above, a type of airplane is considered to be materially altered in design if the alteration includes: - The installation of power plants other than those of a type similar to those with which it is certificated; or - Alterations to the aircraft or its components that materially affect flight characteristics. No passengers may be carried in an aircraft during proving tests, except for those needed to make the test and those designated by the DGCA. However, mail, express parcels, or other cargo may be carried when approved by the DGCA.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 19.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
19. SPECIAL FLIGHT
tia Y F 20 os or l C 19 fir op a -0 / y 206
19.2 NON-REVENUE FLIGHT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
20. OXYGEN REQUIREMENT TABLE OF CONTENT
CHAPTER 20 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
20.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
20. OXYGEN REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
20. OXYGEN REQUIREMENT 20.1 DEFINITIONS
20.1
DEFINITIONS PROTECTIVE OXYGEN
: Protective oxygen not mixed with cabin air.
SUPPLEMENTAL OXYGEN
: Oxygen mixed with cabin air.
FULL DEMAND SYSTEM
: With the control lever in “100% OXYGEN”, position the oxygen system delivers supplementary oxygen.
DILUTER DEMAND SYSTEM
: With the control lever in “NORMAL OXYGEN” position the oxygen system delivers supplementary oxygen.
CONTINUOUS FLOW SYSTEM
: The continuous system delivers a continuous flow of oxygen to continuous flow type masks (with rebreather bag), usually called “paper masks”.
EMERGENCY OXYGEN
: When operated on “EMERGENCY OXYGEN”, the flow is very high.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Therefore the system should only be used to revive a crew member, when a mask is leaking severely, or when the regular valve Is unserviceable.
END OF 20.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
20. OXYGEN REQUIREMENT 20.1 DEFINITIONS
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
20. OXYGEN REQUIREMENT 20.2 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED
OM – A
20.2
CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED Adequate breathing oxygen must be provided to the crew and passengers for sustenance in case of depressurization, smoke or toxic gas emission. The PIC shall ensure that flight crewmembers engaged in performing duties essential to safe operation inflight use supplemental oxygen continuously whenever cabin altitude exceeds 10000 ft. Additional "First Aid Oxygen" is required for passengers when the flight is planned to fly above 25000 ft. This First Aid Oxygen must still be available after a depressurization (Description and use of Oxygen system and equipment are indicated in the FCOM). Note: All GA aircraft is certified to operate above FL 250, except ATR72-600 that maximum operating altitude is FL 250, and that each flight crewmember is provided with a quick donning type oxygen mask.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 20.2
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
20. OXYGEN REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
20.2 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
20. OXYGEN REQUIREMENT 20.3 APPLICATIONS
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. The required of two hours supply mentioned above is excluding the oxygen that will be used to fulfill the requirements when one pilot shall put on and uses oxygen as mentioned below:
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
- If flight is conducted above FL 410 one Pilot at the control of the aircraft shall put on and use his oxygen mask as supplemental oxygen.
C
- 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 pilot at the control shall put on and use his oxygen mask as supplemental oxygen until the other pilot has returned to his duty station.
Extra oxygen supply: must be on board, when it is known beforehand that a passenger, who needs extra oxygen for medical reason, will board the aircraft. The Garuda Sentra Medika supplies special oxygen sets for this purpose. END OF 20.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
20. OXYGEN REQUIREMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
20.3 APPLICATIONS
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
20. OXYGEN REQUIREMENT 20.4 REQUIREMENTS FOR CREW AND PASSENGER
OM – A
20.4
REQUIREMENTS FOR CREW AND PASSENGER (a) First aid oxygen The quantity of oxygen required as first aid must be enough to provide 2% of passengers and no less than 2 passengers with undiluted oxygen at a flow rate of at least 3 liters per minute (Standard Temperature Pressure Dry) for the entire flight after cabin depressurization at cabin pressure altitudes above 8,000 feet. This quantity of oxygen must be added to the required oxygen quantity for the case of emergency descent. The first-aid oxygen equipment shall be capable of generating a mass flow to each user of a least 4 liters per minute. Means may be provided to decrease the flow to not less than 2 liters per minute at any altitude. (b) Supplemental oxygen for sustenance To operate a pressurized aircraft above 10.000 feet, the quantity of supplemental oxygen on board for sustenance must be established for the most critical point of the flight from the standpoint of oxygen need in case of depressurization.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The cabin pressure altitude is considered the same as the aircraft altitude following cabin depressurization. In case of depressurization, aircraft which operate up to 25.000 feet which is able to descend to 14.000 feet within 4 minutes or aircraft which operate above 25.000 feet which is able to descend to 10.000 feet within 10 minutes, the amounts of passengers oxygen required are as follow:
C
on
fid
en
(i) For flight at cabin altitude 10.000 feet, up to and including 14.000 feet, enough oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration, for 10 percent of the passengers. (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 passengers. (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.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
20. OXYGEN REQUIREMENT 20.4 REQUIREMENTS FOR CREW AND PASSENGER
OM – A
(c) Crew Protective Breathing Equipment An easily accessible quick donning type of breathing equipment for immediate use is required for each cockpit crewmember. Portable protective breathing equipment is required at each flight attendant station, in galleys and cargo compartments. This equipment must protect the eyes, nose and mouth of each crewmember while on duty and to provide oxygen for a period of not less than 15 minutes. The oxygen required for breathing protection can be included in oxygen required for sustenance, for depressurization and in first aid oxygen.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 20.4
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2.5.6 LITHIUM BATTERIES .................................................................. 7 21.2.6
CLASSIFICATION ...................................................................................... 9
21.2.7
LABELING ................................................................................................ 10
en
21.2.7.1 HAZARD LABELS ...................................................................... 10
fid
21.2.7.2 HANDLING LABELS................................................................... 12 RADIOACTIVE MATERIAL ....................................................................... 13
21.2.9
LOADING DANGEROUS GOODS ............................................................ 14
C
on
21.2.8
21.2.10 CARGO COMPARTMENT FIRE CATEGORY .......................................... 14 21.2.11 DANGEROUS GOODS INCIDENT ........................................................... 14 21.3
LIVE ANIMAL ............................................................................................................. 1 21.3.1
GENERAL ................................................................................................... 1
21.3.2
SPECIAL INSTRUCTION............................................................................ 2
21.4
CARRIAGE OF ARM .................................................................................................. 1
21.5
STRONGLY SMELLING CARGO ............................................................................... 1
21.6
HUMAN REMAINS ..................................................................................................... 1
21.7
PERISHABLE CARGO ............................................................................................... 1
21.8
VALUABLE CARGO ................................................................................................... 1
21.9
LIVING HUMAN ORGANS AND BLOOD SHIPMENTS .............................................. 1 21.9.1
LIVING HUMAN ORGANS SHIPMENTS .................................................... 1
21.9.2
BLOOD SHIPMENTS.................................................................................. 1
21.10 AIRCRAFT ON GROUND (SPARE PARTS) .............................................................. 1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
21. SPECIAL LOAD TABLE OF CONTENT
21.11 UNDEVELOPED FILM ............................................................................................... 1 21.12 COMPANY MAIL ........................................................................................................ 1 21.13 MIXED LOADING RESTRICTIONS............................................................................ 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.14 TEMPERATURE SETTING REQUIREMENT ............................................................. 1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.1 GENERAL
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
END OF 21.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
These commodities must be mentioned on the special load notification to Captain (NOTOC), unless stated otherwise. NOTOC must be completed in English.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
21. SPECIAL LOAD
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.1 GENERAL
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
21.2
DANGEROUS GOODS
21.2.1 GENERAL Dangerous Goods are substances possessing potentially hazardous characteristics. These characteristics will not necessarily make their transport by air become hazardous, provided that the applicable regulatory precautions are complied with. In order to carry Dangerous Goods by air transport safely, the Dangerous Good items have to be correctly packed, marked, labeled, checked, accepted, handled and loaded to the aircraft properly. For further details, see Garuda Indonesia Dangerous Goods Handling Manual onboard the aircraft. The latest edition of IATA Dangerous Goods Regulations for the practical working document for the processing and handling of dangerous goods by air is available at all Garuda Indonesia station and Cargo Offices. 21.2.2 POLICY In carrying dangerous goods, Garuda Indonesia classifies items as follows:
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. Dangerous Goods as Cargo Dangerous Goods as cargo are accepted, as long as conform to all procedures and requirements as laid down in IATA Dangerous Goods Regulations.
en
B. Munitions or Implements of War Goods that can be classified as munitions or implements of war with a caliber of more than 9 mm must not be carried on any Garuda Indonesia aircraft.
fid
C. Firearm
C
on
Unloaded Firearm, with caliber of equal to or less than 9 mm are not permitted in the aircraft cabin. They must be placed in the Security Item Container provided for in the cargo compartment (forward or bulk subject to aircraft type). 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. 2. Cartridges or Bullets as Cargo Cartridges or bullets might also be carried as cargo. Unlike carriage as a baggage, carriage cartridges or bullets as a cargo is not associated with a certain passenger but rather as a commodity.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
According to IATA Dangerous Goods Regulation cartridges or bullets that might be carried on aircraft is division 1.4S. There is no limitation of cartridges or bullets carried as cargo per flight. However, bullets or cartridges must be packed with maximum net quantity of bullets or cartridges per package is 25 kg.
E. Carriage of Dangerous Goods on the Flight Deck. The Dangerous Goods are prohibited from being transported on the flight deck of an aircraft, except in accordance with limited restrictions specified in the IATA DGR (Provision for Dangerous Goods carried by Passenger or Crew). 21.2.3 SAFETY PRECAUTION Shipments containing Dangerous Goods shall not be accepted for carriage unless it fully complies with the requirements of the Garuda Indonesia Dangerous Goods Handling Manual and IATA Dangerous Goods Regulations. 21.2.4 RESPONSIBILITIES
tia Y F 20 os or l C 19 fir op a -0 / y 206
To be allowed to transport Dangerous Goods, both shipper and operator must have an approval from the Authority. To get this approval they must make clear that the safety requirement have been met and that personnel is properly trained and will receive recurrent training.
C
on
fid
en
The Shipper must: Ensure that his personnel is fully qualified Ensure that the article or substances are not prohibited for transport by air Classify each item of dangerous goods into nine classes Limit the quantity contained in each package to the maximum allowed Use the correct type of packaging Put the required labels and markings on the package Enter the required details on the shipper declaration for dangerous goods stating that the goods have been properly prepared for transport and sign it The Operator must:
Ensure that his personnel is fully qualified Inspect each package for leakage or damage and for correct labels and markings when offered for transportation Complete a comprehensive checklist and only accept the consignment if all relevant requirements have been complied. Inspect each package for leakage or damage before loading into a ULD or bulk loading of the aircraft. Inspect each ULD for evidence of leakage or damage before loading on and again after unloading from the aircraft. Inspect each package unless carried in a ULD, for evidence of leakage or damage upon unloading from the aircraft. Correctly position, segregate and secure each package or ULD aboard the aircraft Provide NOTOC to PIC
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
The Pilot in Command must: Receive and retain, full written details of all dangerous goods loaded on the aircraft in Special Load notification to Captain (NOTOC); Check the contents of the NOTOC and sign this document as an acknowledgement; Check the actions to be taken in the event of dangerous goods incident and/or emergency response procedure. Review IATA DGR, Chapter 2.8.2 List of State Variations, e.g.: (If an In-flight emergency occurs within Malaysian airspace, the Pilot in Command must inform the appropriate air traffic service unit, for information of aerodrome authorities, of any DG on board the aircraft. The information must include the primary hazard, subsidiary risks for which labels are required and the quantity and location aboard the aircraft of the dangerous goods. If the situation permits, the information should also include the proper shipping name, class or division, and in the case of Class 1, the compatibility group).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight crewmembers should be familiar with the general philosophy of the transportation of Dangerous Goods by air as described in the IATA Dangerous Goods Regulations (DGR) including the Company policies, so they can monitor the system where possible and can properly carry out their own judgment and responsibilities. 21.2.5 DANGEROUS GOODS LIMITATION
21.2.5.1 ACCEPTABLE DANGEROUS GOODS
C
on
fid
en
Dangerous goods that may be carried on aircraft as cargo provided they are properly prepared for transport in accordance with the IATA DGR. However, generally they are not permitted in passengers or crew baggage 21.2.5.2 FORBIDDEN DANGEROUS GOODS
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. 21.2.5.3 DANGEROUS GOODS IN OPERATOR’S PROPERTY Items which would normally be considered as Dangerous Goods, but are necessary or used for the operation of the aircraft (IATA DGR 2.5).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
21.2.5.4 DANGEROUS GOODS IN EXCEPTED QUANTITIES Very small quantities of Dangerous Goods for which special provision have been made for transport which except them from usual provision for Dangerous Goods, including documentation not mentioned in NOTOC, hazard label, and segregation in loading. Any incident involving leakage or spillage of a package containing excepted quantities of Dangerous Goods must be reported, therefore, each package is labeled with a special red hatched label (as shown) for easy identification. 21.2.5.5 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW Item carried by passenger or crew which normally considered as Dangerous Goods, but excepted on conditional basis, mostly for practical reasons.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Provisions for Dangerous Goods Carried by Passengers or Crew taken from IATA Dangerous Good Regulation Subsection 2.3.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
21. SPECIAL LOAD
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2 DANGEROUS GOODS
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
21. SPECIAL LOAD
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2 DANGEROUS GOODS
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS 3. If the wheel chair cannot be loaded, stowed, secured and unloaded in an upright position, the battery must be removed and the wheel chair may be carried as checked baggage without restriction. The removed battery must be carried in a strong rigid packaging as follows:
Packaging must be leak tight, impervious to battery fluid and be protected against upset by securing to pallets or by securing them in cargo compartments using appropriate means for security (other than by bracing with freight or baggage) such as restraining straps, bracket or holders Batteries must be protected against short circuit, secured upright in these packaging and surrounded by compatible absorbent material sufficient to absorb their total liquid contents, and These packaging must be marked ‘BATTERY, WET, WITH WHEEL CHAIR’ and be labeled with the “Corrosive” label, and with the packaged orientation label.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
4. The barometer must be packed in a strong outer packing, having sealed inner liner or a bag of strong leak proof and puncture resistant material impervious to mercury from the package, irrespective of its position. 5. Halogen diving lamps are only allowed with the power source or bulb disconnected and sealed. 6. Electronic cigarettes (e-cigarettes) including e-cigars and vaporizers when carried by passengers or crew must be in carry-on baggage only. They must be protected from inadvertent activation and must not be charged on board the aircraft. Spare batteries must be protected either in their original packaging or by otherwise insulating the terminals and be in carry-on baggage only.
on
fid
Dangerous Good Kit Garuda aircraft are provided with dangerous goods kit, which should be used by the flight attendant when confronted with dangerous goods problem in the cabin.
C
Dangerous goods kit contains:
Absorbent material 2 pairs of gloves 2 polyethylene bags 4 binding strips
21.2.5.6 LITHIUM BATTERIES A. Electric Wheelchair mobility aids and assistive devices Wheelchairs, mobility aids and assistive devices that are powered by lithium batteries and required for use by passengers will be allowed on board as checked-in baggage in conformance to the requirements stated in IATA Dangerous Goods Regulations. The general requirements are as follows: - The power rating of the lithium battery must not exceed 300Wh or for a device that is fitted with two (02) batteries required for operation, the power rating of each lithium battery must not exceed 160Wh. - A maximum of one (01) spare lithium battery not exceeding 300Wh or two (02) spares each not exceeding 160Wh may be carried in the passenger
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS cabin of the aircraft. The spare batteries are not allowed as checked-in baggage. Wheelchairs, mobility aids and assistive devices with non removable battery(ies) Battery(ies) that cannot be removed from the wheelchair, mobility aid or assistive device: - The battery(ies) must protected from short circuit by insulating the terminals (e.g. by taping over exposed terminals); - The battery(ies) is securely attached to the wheelchair, mobility aid or assistive device; - Electrical circuits have been inhibited to prevent accidental activation.
Wheelchair, mobility aids and assistive devices with removable battery(ies) Battery(ies) that can be removed from the wheelchair, mobility aid or assistive device: - The battery(ies) must be protected from short circuit by insulating the terminals; - The battery(ies) must be carried in the passenger cabin.
B. Smart Luggage
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda Indonesia allow passenger to bring Smart Luggage with removable battery only, with provision as follow:
on
fid
en
1. Checked baggage: the luggage may be checked-in, as long as its batteries are uninstalled and taken out from the luggage. 2. Carry-on on board: the batteries remain installed and no need to be taken out from the luggage.
C
Note:
Garuda Indonesia strictly prohibit passengers from checking in or carrying Smart Luggage with non-removable batteries. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS Below is the quantity of power banks allowed to be carried onboard:
Table 1. Quantity of Power Banks Allowed to be Carried Onboard Maximum Allowable Watt-hour MiliampereRemarks Quantity per Passenger (Wh) hour (mAh) or Crew 0 – 100 0 – 20.000 20 pcs With Garuda 101 – 160 20.001 – 32.000 2 pcs Indonesia approval > 160
NOT ALLOWED
> 32.000
-
Source: IATA Dangerous Goods Regulation 59th Edition
Note: 100 Wh = 20.000 mAh; 160 Wh = 32.000 mAh; assuming voltage is 5V. Only power bank with clear cell capacity label is allowed to be carried as carryon baggage.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The power bank and/or lithium battery are strictly prohibited to be used during flight. In addition, passengers or crew are also not allowed to use power bank and lithium batteries during the flight, either in the form of charging activities or connect the power bank connection with other electronic devices.
C
These classes are:
on
fid
en
21.2.6 CLASSIFICATION Dangerous goods are divided into nine classes reflecting the type of risk involved. Note that the order in which they are listed does not imply a relative degree of danger.
Class 1 Class 2
Class 3 Class 4
Class 5 Class 6 Class 7 Class 8 Class 9
: Explosives : Division 2.1 – Flammable gas Division 2.2 – Nonflammable liquid, non-toxic gas Division 2.3 – Toxic gas : Flammable liquid : 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 : Division 5.1 – Oxidizer Division 5.2 – Organic peroxides : Division 6.1 – Toxic substances Division 6.2 – Infectious substances : Radioactive material : Corrosives : 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
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 9
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
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: 21.2.7.1
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. HAZARD LABELS The most important Hazard labels of each class or division are:
RXS
Class 2: Division 2.1 – Flammable gas (e.g. Butane)
on
fid
RFG
Note: IMP (load message) codes are used extensively within The airline industry for quick reference Class 1 : Explosives 1.4.S is the only division normally transported by passenger aircraft it consist of articles and substances which present no significant hazard (e.g. Cartridges for Weapon)
C
RNG
RCL
RPG*
tia Y F 20 os or l C 19 fir op a -0 / y 206
IMP Code
en
Hazard label
Division 2.2 – Non-flammable, non-toxic gas (e.g. Carbon dioxide or liquefied Nitrogen) When refrigerated liquefied gasses (gasses which, when packed for transport are partially liquid because of its low temperature) are transported such as air, argon, helium, neon and nitrogen, use IMP code RCL Division 2.3 – Toxic gas (e.g. Hexafluoroacetone) Note: Normally not to be transported on passenger aircraft. Class 3: Flammable liquid (e.g. Paint, Alcohol)
RFL
RFS
Class 4 Division 4.1 – Flammable solid (e.g. Celluloid, Matches)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 10
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
RSC
RFW
ROX
ROP
Division 4.3 – Dangerous when wet Substances that in contact with water are liable to become spontaneous flammable or to give off flammable gasses (e.g. Calcium, Magnesium silicide) Class 5 Division 5.1 – Oxidizer A substance that may generally cause or stimulate the combustion of other material by yielding oxygen. (e.g. Potassium Chlorate, Calcium chlorate) Division 5.2 – Organic peroxides An organic material (liquid or solid) that can be ignited readily by an external flame and then decomposes with accelerating rate. Class 6 Division 6.1 – Toxic substances (e.g. Arsenic, Chloroform)
C
on
fid
RPB
Note: IMP (load message) codes are used extensively within The airline industry for quick reference Division 4.2 – Spontaneously combustible Substances liable to spontaneous heating in contact with air And then liable to catch fire. (e.g. Phosphorus, fish meal un-stabilized)
RIS
RRW
tia Y F 20 os or l C 19 fir op a -0 / y 206
IMP Code
en
Hazard label
Division 6.2 – Infectious substances (e.g. Infectious substances, affecting humans) Class 7 Radioactive material Category I White Slightly radioactive materials with a very low radiation level No transport index indicated, as TI = 0
RRY
Category II yellow TI not exceeding 1
RRY
Category III yellow TI exceeding 1
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 11
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS Hazard label
IMP Code
RCM
RMD ICE
Note: IMP (load message) codes are used extensively within The airline industry for quick reference Class 8 : Corrosives (e.g. Battery acids, mercury)
Class 9: Miscellaneous dangerous goods (e.g. Dry ice, cars, electric wheel chair) When dry ice is imported, use IMP code: ICE There are also subsidiary risk labels. These labels will carry no class or division. For example: UN 1604, Ethylenediamine, class 8, subsidiary risk 3’
HANDLING LABELS Handling labels are used to provide information on the proper handling and stowage of a package. IMP Code
C
on
fid
en
HANDLING LABELS
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2.7.2
MAG
CAO
Packages bearing the magnetized material label must NOT be loaded in such a position that they will have a significant effect on the direct reading magnetic compass or on the master compass detector units
This is a CARGO AIRCRAFT ONLY label
This is an example of package orientation labels meaning: THIS SIDE UP
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 12
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
Labeling of a ULD containing dangerous goods: PALLET / CONTAINER TAG The primary hazard class or division of the dangerous goods loaded on a ULD must be visibly indicated on this tag.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Furthermore a pallet/container tag includes information such as the IMP (interline message procedures) codes, position on the aircraft and the signature of the loading supervisor/ ramp officer.
21.2.8 RADIOACTIVE MATERIAL Due to the nature of radioactive material a number of additional provisions are applicable apart from the general provisions for dangerous goods. Details of radioactive material refer to DGHM. Radioactive materials are articles or substance, which spontaneously and continuously emit ionizing radiation, which can be harmful to health of humans and animals and can affect photographic or X-ray films. This type of radiation cannot be detected by any of the human senses. A convenient unit for indication of the radiation level of a package is called Transport Index (TI). The transport index is a dimensionless number indicating the relative amount of radioactivity measured at one meter from the surface of a package. Labeling of radioactive material
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 13
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
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. 21.2.9 LOADING DANGEROUS GOODS Load that is classified as Dangerous Goods shall be handled according to Dangerous Goods Regulation by qualified staff holding DGR License. Loading and securing dangerous goods shall always be implemented in a manner that:
Prevents damage to packages and containers during aircraft loading and unloading, Provides for separation and segregation in accordance with applicable requirements, Prevents and movement in the aircraft
Complete procedure of loading and securing requirements of dangerous goods please refer to Dangerous Goods Handling Manual (DGHM) Chapter 3.7. When a dangerous goods package or shipment appears to be damaged or leaking:
21.2.10
en
C
on
In the event of aircraft contamination from dangerous goods, detailed procedure shall be referred to DGHM Chapter 6.3 When undeclared or mis-declared dangerous goods are discovered in cargo during aircraft loading, a report shall be made to the appropriate authority of the state of occurence. Please refer to DGHM chapter 6.2 for DG reporting procedure. Cargo shipments that is labeled with “Cargo Aircraft Only” label must not be loaded into an aircraft for a passenger flight.
fid
The package or shipment is prevented from being loaded into an aircraft; If already loaded, the package or shipment is removed from an aircraft; In the case of leakage, an evaluation is conducted to identify and prevent from transport any baggage, cargo, transport devices or other items that may have become contaminated.
tia Y F 20 os or l C 19 fir op a -0 / y 206
CARGO COMPARTMENT FIRE CATEGORY When cargo are carried in the cargo compartment that are designed to require physical entry of a crewmember to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow the crewmember to effectively reach all part of the compartment with the content of a hand fire extinguisher. The loading arrangement mentioned above is not required if the cargo compartment is provided with cargo fire extinguisher system. All aircraft type in operation by Garuda is equipped with cargo fire extinguisher, with the exception of ATR72- 600 forward cargo compartment.
21.2.11 DANGEROUS GOODS INCIDENT A Dangerous Goods incident is defined as an event involving a package of Dangerous Good in which the safety of an aircraft or its occupants may have been
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 14
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
jeopardized. A breakage, spillage, leaking of gas, a harmful radiation leak or causing of fire (including smoke) shall deemed to be DG incident regardless of whether or not the event occurred on board the aircraft. When Dangerous Goods incident occurred in the aircraft, the general policies are: Complete appropriate aircraft emergency procedures. Consider landing as soon as practicable to the nearest suitable airport. Use “AIRCRAFT EMERGENCY RESPONSE DRILLS” on the back page of the NOTOC.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.2
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 15
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2 DANGEROUS GOODS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 16
OM – A
21. SPECIAL LOAD 21.3 LIVE ANIMALS
21.3
LIVE ANIMAL
21.3.1 GENERAL Live animals are temperature sensitive commodities. When accepting live animal for transport the possibility to maintain required temperature should be observed in relation to the aircraft compartments and loading position per route and the seasonal climatic conditions at destinations and transit stations.
Basic instructions on acceptance, handling and loading of live animals are published in the IATA Live Animal Regulations (IATA LAR), comprising details about: General conditions of transport Packing and marking Labeling and quantity restrictions per package, for maximum animal comfort and safety during transport and for safety of the staff handling animal shipments Endangered species and their special requirements A list of endangered species of wild life animal, published by the UN Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES)
tia Y F 20 os or l C 19 fir op a -0 / y 206
The presence of live animals must be brought to the attention of the cockpit crew by means of the NOTOC to ensure ventilation and correct temperature selection. The following general rules are to be observed when loading live animals: 01. ACCEPTABILITY
C
on
fid
en
CATEGORY OF LIVE ANIMAL SMELLING, e.g.: Permitted only after permission from birds (fish/meat eating) JKTDGGA prior acceptance. pigs, goats predatory animals NOT SMELLING, e.g.: birds (seed/fruit/insect eating) cubs of predatory animals Acceptable for transportation day old chicken some species of monkeys amphibian/reptiles/aquarium fish lobster/crayfish 02. AIRCRAFT LIMITATIONS Limiting factors for aircraft type, version and or configuration are: volume of suitable stowage space available environmental conditions in the cargo compartment necessity of in-flight attention inconvenience to passenger (e.g. smell) the fact that temperature at the cargo door areas will be approximately 5-10 lower than the temperature indicator shows The specific limitation and loading positions per aircraft type are published in the respective Cargo Manual.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.3 LIVE ANIMALS
03. FRESH AIR SUPPLY Animals (excluding tropical fish, AVF) should be loaded and unloaded as close as possible to departure and arrival times. This may require deviation from normal loading sequence. Sufficient free space should be left around container with breathing animals for air circulation. Ventilation apertures of both the compartment and the container should not be blocked. Breathing animals are not to be loaded in closed unit loading devices (ULD). Unloading and/or reloading of live animals may be required at transit stations in order to facilitate unloading at destination. Animals are to be protected from severe weather condition Transit station shall provide fresh air to breathing animals only the duration depends on the outside temperature. Animals shall be looked after in accordance with their requirements when the actual ground time exceed 1 hour. 04. CLEANING
tia Y F 20 os or l C 19 fir op a -0 / y 206
Each cargo compartment shall be thoroughly cleaned after carriage of animal.
fid
en
21.3.2 SPECIAL INSTRUCTION Transporting of live animals must, in general take place in conditioned cargo compartments (ventilated, pressurized, environmental controlled). It shall meet IATA Live Animal Regulations (IATA LAR).
on
It must be mentioned in the NOTOC.
PET 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.
C
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.3 LIVE ANIMALS
DAY OLD CHICKEN For the transport of day old chicken, which is usually in large quantities, the following conditions must be met:
The total transportation time is critical; the chicken should reach the consignee within 48 hours after having hatched. The optimum temperature range inside the boxes is approximately 28 C. Heat generation by the chicken creates a substantial increase in temperature, which may result under unfavorable conditions, in high mortality rates. Sufficient ventilation is very important. For that reason, weather and temperature permitting, door should be left open during ground stop. In the cargo compartment, boxes may not be stowed more than 3 layers high and at least 40 cm space shall be left between the boxes and the ceiling. No other live-stock shall be stowed in the same hold (tropical fish excluded).
Refer to Fresh Air Supply in this manual.
BIRDS Due to their activity, birds generate a large amount of heat. Lack of ventilation is fatal.
tia Y F 20 os or l C 19 fir op a -0 / y 206
A high mortality rate is caused by heat and suffocation, when large numbers of 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 importance
en
Live birds must be stowed near the cargo compartment lights.
on
fid
During the entire ground stop the light shall be on, but the lights shall be extinguished during the flight.
C
Refer to Fresh Air Supply in this manual.
END OF 21.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.3 LIVE ANIMALS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
21. SPECIAL LOAD 21.4 CARRIAGE OF ARM
21.4
CARRIAGE OF ARM Passengers are not allowed to carry firearms, ammunition, and other implement of war and/or arms (e.g. dagger, stilettos etc.) in the cabin baggage or in their possession on board the aircraft. When found during security check, those articles will be stowed (exception: ammunition/bullet will be stowed separately from its firearm) in a special box such as Bullet Box (Fig. 2) or Bullet Case (Fig. 3) as appropriate and provided with tag. Passenger will receive a Receipt/Claim Slip (Fig. 5), and the Bullet Box or Bullet Case will be stowed inside the Security Item Container (Figure 1) in the cargo compartment. Delivery of the Security Item must take place only at the arrival station in the baggage claim area via Lost and Found department or Security Unit. Unloaded firearms may be carried as checked baggage in the cargo compartment, but usually placed in the Security Item Container (Figure 1). Ammunition for sporting purposes may be carried in baggage according to the provision of the Dangerous Goods Limitation (see OM-A Chapter 21.2).
C
on
fid
en
Sample Pictures:
tia Y F 20 os or l C 19 fir op a -0 / y 206
NOTOC is required prior to departure.
Figure 1: Security Item Container
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.4 CARRIAGE OF ARM
Fig 3: Bullet Case
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Fig 2: Bullet Box
Fig 4: Bullet Case Cover
Fig 5: Receipt /Claim Slip
END OF 21.4
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.5 STRONGLY SMELLING CARGO
21.5
STRONGLY SMELLING CARGO This cargo includes products which produce an offensive smell when exposed to air. Cargo of an offensive nature is cargo, which for any reason might cause offense, annoyance or nuisance to passengers. To prevent this, certain restrictions are applied in the case of passenger aircraft. In general, such goods may not be carried on passenger planes, unless the packing offers adequate protection against the emission of the smell. The PIC should also report acceptance of cargo he judges not being smelly enough to be offensive, but which he consider should not have been accepted for carriage on passenger aircraft. Obnoxious cargo such as wet hides, essential oil (garlic oil), live turtle/crab/fish, fresh fish etc., the casing are to be considered as wet cargo with respect to packaging requirements determined by the company. The presence of such a load must be brought to the attention of the cockpit crew by means of NOTOC. There are no such restrictions in cargo planes.
END OF 21.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Refusal by the PIC should be reported via trip reports.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.5 STRONGLY SMELLING CARGO
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.6 HUMAN REMAINS
21.6
HUMAN REMAINS Whenever human remains are carried, the necessary arrangements must be made. The body must be contained in a hermetically sealed inner coffin of lead or zinc, packed in a wooden outer container. If the body is not embalmed, decomposition plus altitude may produce enough pressure to burst any but well soldered joints. Special note should be taken of the place of stowing of human remains (including cremated remains) so that after arrival at the airport of destination, the ground staff can immediately be informed of its location. Human remains may be carried with or without any escorts, while the name of the deceased must be mentioned in the column “Proper Shipping Name/Contents and description” on the NOTOC. If the human remains carried with escort, the name(s) of person accompanying the deceased should be mentioned as additional information.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.6
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.6 HUMAN REMAINS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.7 PERISHABLE CARGO
21.7
PERISHABLE CARGO Perishable goods are those who’s condition or suitability for original purposes may deteriorate if exposed to undue changes in temperature or humidity, or delay in carriage. Packaging is usually in very light cardboard boxes. Attention should be paid to avoiding crushing the boxes, maintenance of the cool atmosphere and prompt transportation. The main requirements for perishable cargo are: The shortest possible transportation time Protecting from critical climatic conditions; also to be taken into account for ramp transport and position planning. Protection from extreme cold climatic conditions for passenger and crew in case of full load of (deep) frozen cargo in the main deck cargo compartment. This part of the cabin should be isolated from the passenger part and the cockpit by Styrofoam sheets. The (deep) frozen goods are to be covered by double sheets of plastic. In case major (deep) frozen load, the other cargo should be protected by use of the same material.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The presence of perishable cargo must be shown on the NOTOC only when specific temperatures in the cargo compartment are required. In that case temperature requirements should be adhered to as much as possible.
C
on
fid
en
END OF 21.7
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.7 PERISHABLE CARGO
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.8 VALUABLE CARGO
21.8
VALUABLE CARGO Valuable cargo means a consignment which contains one or more of the following articles: a. Any articles having a declared value of carriage of USD 1000.00 (or equivalent) or more, per gross kilogram; the consignor should advise the value of the shipment and specify the contents. b. Gold bullion (including refined and unrefined gold in ingot form), dore bullion, gold specie and gold in the form of grain, sheet, foil, powder, sponge, wire, rod, tube, circles, mouldings and castings, platinum, platinum metals (Palladium, iridium, ruthenium, osmium and rhodium) and platinum alloys in the form of grain, sponge, bar, ingot, sheet, rod, wire, gauze, tube, and strip restricted articles labeling requirements); c. Legal banknotes, traveler’s cheques, securities, shares, share coupons and stamps (excluding mint) d. Diamonds, (including diamonds for industrial use), rubies, emeralds, sapphires, and stamps (excluding mint) e. Jewelry and watches made of silver and/or gold and/or platinum; f. Articles made of gold and/or platinum, other than gold and/or platinum plated.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In addition to the following items should be regarded as vulnerable cargo and be handled as valuable cargo:
C
on
fid
en
a. Goods for which no value is declared but which obviously security handling. b. Blank airline documents; e.g. MCOs, AWBs, tickets, etc. shipped to airline offices/stations or General Sales Agents c. Diplomatic bags (when declared as valuable) The Vienna Convention stipulates that the person of a diplomatic agent and his or her personal baggage should not be exempted from the normal security screening process unless the State concerned agrees to such exemption specifically or the baggage is part of diplomatic baggage and pouches. However for the purpose of civil aviation security, diplomats and his/her 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
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 1
OM – A
21. SPECIAL LOAD 21.8 VALUABLE CARGO
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).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.8
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
21. SPECIAL LOAD 21.9 LIVING HUMAN ORGANS AND BLOOD SHIPMENTS
OM – A
21.9
LIVING HUMAN ORGANS AND BLOOD SHIPMENTS
21.9.1 LIVING HUMAN ORGANS SHIPMENTS When living human organs (LHO) on board which need an urgent transportation prior to departure:
Health Authority or Red Cross Agency will advise the Operation Control Center (CGKOMGA). Air Traffic Control (ATC) will then give this flight the status of ambulance / medical flight and pass this information on to all relevant ATC centers, who will handle the flight as efficient and fast as possible.
The upgrade status may be applicable in the following cases:
When heart, liver, kidney or a cornea that is still attached to the eye is transported. When a (piece of) spleen is on board and ATC will cause a delay of more than 1 hour 30 min.
If you have any doubt and ATC has not informed you of the medical flight status, verify this with ATC.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Living human organs and urgent blood shipment must be stored in a cool place, however, storage in a freezer is strictly prohibited. Shipment must always be effected through the FA-1, or in case of cargo flight through PIC.
fid
en
The shipment must be mentioned in the load message under the code LHO as follow: LHO/CREW.
on
Cockpit crew must be informed by means of the NOTOC, showing the kind of organ in order to obtain priority from ATC (Ambulance / medical).
C
When cryogenic liquids, dry ice (in quantities not exceeding 2.5 kg) or other refrigerants are used for this type of shipment, loaded in the passenger cabin, prior approval shall be obtained from the Station Manager. 21.9.2 BLOOD SHIPMENTS Non-urgent blood shipment (serum and/or plasma) does not need to be pre-advised. A note in load message e.g. LHO/4 (blood loaded in compartment 4) and on the NOTOC will suffice. END OF 21.9
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
21. SPECIAL LOAD
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.9 LIVING HUMAN ORGANS AND BLOOD SHIPMENTS
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.10 AIRCRAFT ON GROUND (SPARE PARTS)
21.10 AIRCRAFT ON GROUND (SPARE PARTS) Urgently needed spare parts for a grounded aircraft have top priority The Maintenance and Engineering Directorate, as a shipper, in coordination with Cargo Department will be responsible for packaging and labeling of a Dangerous Goods item related parts according the IATA Dangerous Goods Regulation. They should be loaded such that off-loading can take place easily.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.10
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.10 AIRCRAFT ON GROUND (SPARE PARTS)
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.11 UNDEVELOPED FILM
21.11 UNDEVELOPED FILM To avoid that undeveloped photographic films or plates are spoiled by radiation from radioactive material, any package identified as such, shall be separated by loading in different hold or refer to IATA Dangerous Goods Regulation, Section 9. This is only applicable to Categories II and III - yellow (RRY).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.11
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.11 UNDEVELOPED FILM
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.12 COMPANY MAIL
21.12 COMPANY MAIL The shipment categorized as company mail includes promotional material, company manuals, and documents, staff’s belonging and other cargo, mail and materials which are originated and destined to Garuda Indonesia. Every shipment of company mail from branch office destined to Head Office or vice versa, must use Service Air Waybill (SAB) and must be manifested. Company mail shipment is subjected to security control. Detail handling of Company Mail see Cargo Handling Manual chapter 7.13.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.12
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.12 COMPANY MAIL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.13 MIXED LOADING RESTRICTIONS
21.13 MIXED LOADING RESTRICTIONS
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. GENERAL Some special load shipment can affect other shipments, ‘Special” or not. The following restriction on the mixed loading in one compartment/hold apply:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.13 MIXED LOADING RESTRICTIONS
02. ICE (RLC) and ANIMAL (HEG) In case of the mixed loading of dry ice/cryogenic liquids and animals/or hatching eggs, the effect of the extreme low temperature of the dry ice towards then animals should be avoided by separation, or the use of other loads to be stowed in between. As the fumes of dry ice (carbon dioxide solid) are heavier than air, the animal shipment should be stowed at a higher level than the dry ice, also considering the climatic effect of the dry ice. The separation requirement for EAT and AVI may be disregarded when either at least one or both is/are packed hermetically.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.13
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
21. SPECIAL LOAD 21.14 TEMPERATURE SETTING REQUIREMENT
OM – A
21.14 TEMPERATURE SETTING REQUIREMENT When temperature sensitive cargo is carried, the preselected temperature for the cargo compartment must be in such a way that during flight the required temperature can be maintained. Normally, there are three standard settings:
Live animals ( temperature 15 °C ) Perishables ( temperature 10 °C ) examples : flowers, fruits, vegetables Cool/frozen commodities ( temperature 5°C ) example : meat, fish for consumption
If a temperature sensitive commodity requires another temperature settings than mentioned above the required temperature will than be indicated on the NOTOC
1. Live animals 2. Perishables 3. Cool/frozen commodities.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When temperature sensitive commodities, which required different temperature selections, are loaded together in the same Unit Loading Device (ULD) or compartment the following order of priority is applicable:
C
on
fid
en
Temperature selection is made by either cockpit crew or loading supervisor depending on the location of the temperature / ventilation switches. END OF 21.14
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.14 TEMPERATURE SETTING REQUIREMENT
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
22. SECURITY TABLE OF CONTENT
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 UNRULY OR DISRUPTIVE PASSENGER ................................................................ 1
22.5
CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL .................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.4
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
22. SECURITY 22.1 GENERAL
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.
02. GUIDELINES
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 necessitated by circumstances, in order to enable the ATS unit to give priority to the aircraft and to minimize conflict with other aircraft.
fid
en
No attempt has been made to formulate positive rules for coping with the unlawful seizure of aircraft or attempts thereto.
Station personnel in cooperation with the Airport Authority will endeavor to prevent potential hijackers to board aircraft. 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”.
C
on
The following is intended to serve as general guidelines.
END OF 22.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
22. SECURITY 22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
22.2
SPECIFIC GUIDELINES FOR CREWMEMBER 01. GENERAL A. Function The aim of this section is to provide specific guidelines for crewmember in facing/handling crisis situations (hijack, sabotage, bomb threats and other incidents that may endanger flight safety) during flight. These guidelines cannot possibly cover all contingencies and cannot completely guarantee safety so that there is still a need for the development of crewmember initiative (and ability) to meet specific situations and conditions. The effectiveness of these guidelines is depended on the crewmember’s full understanding of its stipulations. B. Scope
02. SECURITY PROCEDURES A. Pilot In Command
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 security leader of his crewmember.
fid
on
Safety of passenger and of aircraft is the prime consideration before taking any action. Cooperate with local airport authorities to ensure safe flight operations.
C
en
The Pilot in Command must remain calm and think logically when handling aircraft irregularities or incidents. The following guidelines are recommended:
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
22. SECURITY 22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
Observe the boarding and check for suspicious passenger. If necessary, request assistance from ground staff. Secure the cockpit door.
on
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 or security events. The brief from the PIC to the Flight Attendants should include safety, security check procedures and it is the FA-1‘s responsibility to promote the awareness of security. The arrangement and person in charge of the security check must be set up properly in order to:
C
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
22. SECURITY 22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
After passenger disembarkation, ensure that Flight Attendants execute a thorough cabin security check to protect aircraft from sabotage. Report to PIC the result of the security check.
D. Flight Attendants Before Takeoff
on
Monitor passenger’s actions and handle as well as possible to prevent irregularities before they occur. Assist passenger to follow instructions and security requirements of the Flight Attendants before landing.
C
fid
Inflight
After Landing
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. The Flight Attendants shall accompany the officials of customs, the ground staff and the immigration officer for cabin checks and give assistance if needed. Perform all regular duties as well as those assigned by FA-1. Report security check status and situation to FA-1.
en
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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A 22.3
UNLAWFUL INTERFERENCE
22.3.1 BOMB THREAT A. ACTION REQUIRED 1. If bomb threat assessed as hoax/ Non-specific, no further action is required except notification to OIC / follow local regulation as initial notification. 2. If threat is assessed as genuine/ specific, further action must be conducted refer to conditions below (On the ground or in flight) 3. Squawk 7700. B. BOMB THREATS AGAINST AIRCRAFT WHILE ON THE GROUND 1. Aircraft at Bay Position Once it is clear that the threat is specific, the following action should be taken:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
a). Keep calm and do not panic; b). Inform ATC and / or the company via company channel; c). Disembark passenger and crew by passenger stair with their carry-on baggage. Escape slides should only be used in extreme emergency; d). After passengers have deplaned, flight attendant should make a final inspection of the cabin to ensure all passengers have left the aircraft and then deplane themselves; e). 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; f). All hold baggage should be removed and reconciled with each passenger before being re-screened and searched if it is necessary, before being reloaded; g). All cargo and catering supplies should be removed, screened or searched before being re-loaded on board; h). Coordinate with ATC for moving aircraft to the isolated aircraft parking position; 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. 2. Aircraft during Ground Maneuvering Position Once it is clear that the threat is specific, the following action should be taken: a) Keep calm and do not panic; b) Inform and coordinate with ATC for taxing aircraft to the isolated aircraft parking position c) Ensure that ground staff and equipment are on standby at isolated area; d) Disembark and evacuate passenger and crew with their carry-on baggage by passenger stair. Escape slides should only be used in extreme emergency; e) After passengers have deplaned, flight attendant should make a final inspection of the cabin to ensure all passengers have left the aircraft and then deplane themselves;
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. The following crew action should be taken:
C
on
fid
en
a) Keep calm and don’t panic; b) PIC after consultation with Station Manager/ designated representative and coordinate with ATC can Return to Base (RTB); c) After landing, aircraft directed by ATC to isolated aircraft parking position; d) Ensure that ground staff and equipment are on standby at isolated area; e) Disembark and evacuate passenger and crew with their carry-on baggage by passenger stair immediately to the designated place; f) After passengers have deplaned, flight attendant should make a final inspection of the cabin to ensure all passengers have left the aircraft and then deplane themselves; g) Assemble passengers and crew at one place, up-wind and at least 100 meters from the aircraft and keep them under control; h) All hold baggage shall be removed and reconciled with each passenger before being re-screened; i) All cargo and catering supplies should be removed, screened or searched before being re-loaded on board; j) 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. k) No crew member shall re-enter or attempt to re-enter the aircraft until clearance is received from the authorities carrying out the bomb search; l) Before re-boarding, all passengers and their hand baggage must be re screened. 2. Aircraft in the Air Once it is clear that the threat is specific, the following crew action should be taken:
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
a) Keep calm and do not panic; b) After consultation with Station Manager/ Designated representative carry out aircraft search by flight deck crew for cockpit area and flight attendant for cabin area by using aircraft search checklist; c) Notification to passengers should be at the discretion of the Captain and based on the circumstances (see Captain announcement handbook 5-2: Bomb Threat); d) Arranging for possible passenger participation in search, ask them to recognize and hold their cabin baggage so it easier for FA to check the overhead bins; e) Evaluation of possible effects of pressurization or pressure equalization; f) When suspect device is discovered, the PIC shall direct that : The suspect object not be moved, touched or opened Passengers shall be moved as far away as possible Instructed to fasten their seat belt Keep their heads below the tops of the seat backs Portable oxygen, bottles of alcohol and first aid kits should be removed from the vicinity. Fire extinguishers should be readily available g) Using the following Recommended safety procedure on Suspect Device on board, such as : IF AN IMMEDIATE LANDING CAN BE MADE
Flight attendant shall take the following steps:
If location and conditions of the explosives are known:
C
on
fid
en
a) Suspect item shall be left in place b) Allow no one to touch the suspect device c) Stabilize it in the position found so that it will not be able to move during descent and landing d) Covered with polythene and then place pillows and wetted blankets and other blast absorbent materials on and around it, making sure no wetted 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; Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
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) b) c) d)
Move passengers away from the area of the location; Suspect not be opened; Check to ensure that it is free to move; Clear a route from the device to the Least Risk Bomb Location (Least Risk Bomb Location), such as: A/C Type A 330 – 300/200 B 737 Series B 777 – 300 CRJ 1000 ATR 72 – 600
Location On the right aft cabin door (door 24). On the right aft service door. On the right aft door (door 5R). On the R1 door On the right aft door (door 2R)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; 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 explosion and fire); h) Move all personnel as far as possible from the Least Risk Bomb Location (LRBL); i) Instructed to fasten their seat belt; j) Keep their heads below the tops of the seat backs; k) Land the aircraft at nearest and suitable airport; l) When landing, aircraft directed by ATC to isolated aircraft parking position; m) Disembark passenger and crew by escape slide and without their cabin baggage, evacuate the passenger and crew as soon as possible avoiding exits near the LRBL to reduce personnel exposure time with minimum distance 100 m. 3. Written Bomb Threats Found in Flight Bomb warnings discovered on board aircraft in flight are likely to be spurious. When a bomb threat is discovered on board an aircraft in flight, the responsibility of performing the assessment will lie with the Threat Assessment Team. Whether a bomb threat is found or, especially a suspect package, it should be left in place by the crew member who finds it. A very detailed description should be given to the Pilot in Command. The Captain still remain in the cockpit and shall then relay the information to the ground and the assessor team will determine if the threat is serious. The following information should be relayed by Pilot in Command to the ground and to be considered by the assessor team:
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
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
2. FLIGHT ATTENDANT
tia Y F 20 os or l C 19 fir op a -0 / y 206
PIC as the in-flight security coordinator shall give briefing to flight attendants concerning code in communication if hijack occurred prior to boarding passenger.
en
During an act of hijacking flight attendant should:
C
on
fid
a. Keep calm and don’t panic, aim to keep the passengers as quiet and as comfortable as possible. b. Discourage passengers from drinking their own duty free liquor. c. Keep passengers informed but do not tell about any deadlines which may have been set. d. Restrain hotheads from aggressive action. e. Identify medically qualified passengers. f. Appoint, if possible only one member of the crewmember to negotiate with the hijackers. g. Do not antagonize or argue with the hijackers especially on political matters. h. Does not making them feel cornered and ensure only one crewmember approaches at the time. i. Do not refer to insanity or mental disorder. j. Do not become mentally aligned with the hijackers/ avoid and aware ‘Stockholm syndrome’. k. Do not consider any physical action against without prior discussing with the captain. l. Negotiate patiently. m. Comply with demands provided that such compliance does not jeopardize the safety of passengers or crew.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 5
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
n. Not attempt to overpower the hijackers. Remember there is a possibility that there may be other members of the hijackers on board who have not yet declared themselves, aware ‘ a sleeper ‘ 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: If the cockpit area remains sterile:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(1). Landing as soon as possible at nearest airport (2). Set transponder Mode A code 7500 and thereafter to code 7700 and then describe event and development in clear language to ATC. When landing, aircraft directed by ATC to isolated aircraft parking position. (3). Engine shut down, flaps is full down (4). Await command from negotiator or follow instruction from the police or military or anti-terror team. (5). If allowed by anti-terror team flight crewmember disembark using by escape rope to open access the police or military or anti-terror team entrance to aircraft. (6). Prior to re-boarding, aircraft searching have to be done If hijacker in cockpit area:
Take precaution to avoid starting the offender. This may require deactivation of selective calling system (SELCAL) and other audible warning device. If possible set transponder Mode A 7500. Include word ‘TRIP’ in call sign for all transmission to indicate hijack and restricted communications capability (Especially in Australia according to local regulation that using the word ‘TRIP’ is not allowed, PIC just using transponder Mode A 7500): (1). Avoid the execution of any unusual aircraft maneuvers to overcome and subdue the offenders. (2). Avoid any action that might invite or trigger premature action from the prospective hijacker (such as: a sudden assembly of the crewmembers, whispering, pointing toward passenger, carrying manifest, etc.)
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 6
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
(3). Intensify alertness and vigilance on passengers, while maintaining a normal and routine atmosphere in the cabin. (4). Apply personal approach to hijacker in order to : (i) Deter his intension; (ii) Calm him down; (iii) Release/ disembark passengers (children, sick-passengers, aging persons, disable passenger and women). (5). When landing, aircraft directed by ATC to isolated aircraft parking position. Hostage release, situation and condition depend on negotiator. (6). Prior to re-boarding, aircraft searching have to be done. 4. TACTICS
A. IN-FLIGHT TACTICS (IF HIJACKER IN THE COCKPIT)
Set up communications as required – suggested:
-
fid
Ensure speakers off – C.B pulled If hijacker demands communications tie-in, connect to First Officer side only, if possible.
C
Captain on confidential company frequency or confidential security operations centre frequency. First officer on ATC
en
-
on
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
d. Obtain the following information for relay to ground stations: Weapons- observed or claimed Description of hijacker(s)- age, race, sex, language, physical, emotional state, drugged, intoxicated Accomplices – observed or claimed ground based or airborne. Demands – record to avoid any future misunderstandings seat / ticket number. Home address Names of family or friends Situation assessment e. Keep passengers in seats with seatbelt sign on to avoid interference. f. Attempt to keep hijacker in his seat, communicate via flight attendant, or intercom if communications with Captain demanded. Experience indicates that use of a female Flight Attendant is preferable when using flight attendant to communicate. g. Provide pilot in cabin as an in-flight negotiator if intercom or Flight Attendant communication is not acceptable.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 7
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
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 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, No sudden moves explain actions & keep command.
tia Y F 20 os or l C 19 fir op a -0 / y 206
j.
k. Insist his demand be within the capability of the aircraft and crew e.g.: range, route, charts, etc.
C
on
fid
en
2. ON THE GROUND TACTICS a. After landing, the aircraft will be directed to a remote part of the airfield, but the crewmember should be prepared for the hijackers to insist on a parking place of their choice. b. If it is necessary for a crewmember to leave the aircraft to assist with fueling or any other reason, the aircraft Captain should ensure that permission is given by the hijacker. Any prolonged absence should be explained to the hijacker. c. Try to have the hijacker(s) allow unloading of passengers, Flight Attendants and baggage to allow more fuel weight for better performance. Take whatever tactics as possible to get the passengers and crewmember off the aircraft. d. On the ground use fuel and mechanical problem to assist in the slowdown. e. If passenger displacement is carried out, the crewmember should attempt to escape by mingling with the crowd. f. Update information to the ground personnel whenever possible. g. On conclusion of a hijack incident request a company press officer and avoid crewmember statement to the press. Do not advertise or glamorize the situation. In 24 hours it will no longer be newsworthy. If at an off-line station the Captain will attempt to ensure that meals and accommodation of passengers and crewmember are attended to by whatever means are available.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 8
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
5. FACTORS REQUIRING ATTENTION Maintain Physical Endurance Capacity and Remain Alert. Sit as well as possible with an even distribution of body weight on all parts of the body so that weight is not concentrated on one point. Make efforts to move body with the purpose of maintaining adequate blood circulation Use available time for sleeping (catnapping) Avoid fatty and hot foods and gaseous/carbonated drinks (e.g. fat, peanut, cabbage, soft drinks) Make efforts to divert thoughts in order to decrease stress (tension) Establish spiritual closeness with the Almighty in accordance with your religion/faith. 6. TECHNICAL FACTORS PROVIDING SUPPORT Recline your seat back as low as possible (flight crewmember) Make sure that the emergency exit is free from obstructing articles/people Make sure all jump-seats are always folded (stowed) Door selector to “manual”/slide bar uninstalled (disarmed) Endeavor to wear uniform at all times When hearing strange sounds:
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
a. Remain still at your place and/or b. Keep away from windows c. Lie down
END OF 22.3
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 9
22. SECURITY
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.3 UNLAWFUL INTERFERENCE
OM – A
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 10
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER
22.4
UNRULY OR DISRUPTIVE PASSENGER 01. GENERAL A. Company Policy PT Garuda Indonesia (Persero) Tbk acknowledges its obligation to take all reasonable steps to ensure a safe environment for its passenger and employees at airport check in counters, lounges and boarding gates, on board flights and all company facilities. When the behavior of a disruptive passenger presents a direct threat of harm to any PT Garuda Indonesia employee, other passenger, or interferes with the performance of crewmember duties, PT Garuda Indonesia employees are empowered to take necessary and appropriate actions to address the behavior. Therefore, PT Garuda Indonesia (Persero) Tbk policies are: Support all reasonable measures taken by employees to deal with disruptive passengers
To encourage the police in the prosecution of disruptive passenger, especially when there have been assaults on company staff.
Support prosecutions of disruptive passenger for breaches of the criminal law.
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.
Fully support and assist crewmember and ground staff in obtaining compensation where appropriate.
d
To provide appropriate training to crewmember and ground staff in dealing with disruptive passenger.
on
C
B. Definitions
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The definition of disruptive passenger is:
“A passenger who fails to respect the rules of conduct at an airport or on board an aircraft or to follow the instructions of the airport staff or crew members and thereby disturbs the good order and discipline at an airport or on board the aircraft.” 02. GUIDELINES FOR CREWMEMBER Intoxicated and/or abusive passengers are categorized as disruptive passengers. Types of incident associated with disruptive passenger may include, but is not limited to the following: a. Illegal consumption of narcotics. b. Refusal to comply with the safety instruction by flight attendant, e.g. instruction to fasten a seat belt, not to smoke, turning off the electronic devices (mobile phone, AM FM radio, radio control, etc.). c. Refusal to stop consuming alcohol. d. Verbal and physical confrontation with crew members or other passengers. e. Assault, intimidation, menace or willful recklessness which endangers good order or the safety of passenger and flight attendant as well as to its property. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER f. Willful recklessness or damage to an aircraft, its equipment. g. Uncooperative passenger, e.g. interfering with flight attendant duties, passenger refuse to board or leave the aircraft. h. Making threats (includes all types of threat, whether directed against a person, e.g. threat to injure someone or intended to cause confusion and chaos, such as statements referring a bomb threat or simply any threatening behavior that could affect the safety of the crew, passenger and aircraft) i. Sexual abuse/harassment. j. Other type of riotous behavior which cause discomfort to another passenger (screaming, annoying behavior, kicking, banging a head on seat backs). k. Other disorderly or riotous conduct during check in, at the lounge, boarding gate, in flight or arrival. Particularly for alcoholic beverages, Garuda Indonesia does not permit person who appears to be intoxicated to board the aircraft. Particularly for alcoholic beverages, Garuda Indonesia does not permit person who appears to be intoxicated to board the aircraft. It is the responsibility of the station manager to screen the passengers who appear to be intoxicated and, if necessary, to deny boarding.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Refusal of such person shall be reported by station manager, or PIC make trip report to chief pilot which will be forwarded to the DGCA within 5 days of the incident. While enforcement of this regulation is primarily the duty of the station manager, Flight Attendant must also be alert for passengers who appear to be intoxicated.
fid
en
A Flight Attendant who suspects that a passenger is under the influence of drugs or alcohol should immediately inform the Ground staff. If there is a dispute with Ground staff whether a passenger may board the aircraft or not, the judgments & final decision have to be made by PIC.
C
on
If passenger engages in disruptive behavior while the aircraft is still on the ground, and unless the situation can be resolved to the satisfaction of the on board crew members, he/she shall be removed along with his/her baggage. 03. PROCEDURES IN THE AIR
1. GUIDELINES FOR FLIGHT CREWMEMBER
The Pilot in Command may take all reasonable measures, including the issuance of warning card, and the restraint of the unruly or disruptive passenger. The PIC should ensure that only such force is reasonable and necessary to restrain the passenger.
The PIC should consider restraining an unruly or disruptive passenger if: All other feasible means of resolving the situation have been exhausted The urgency of the situation demands immediate restraint He/she considers that the restraining of such passenger is not likely to cause an increase in the safety hazards.
The restrain can be continued after landing until the police arrive providing the PIC notification of the relevant authorities, at the place of landing, of the restraint of the passenger and the reasons for doing so.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER
The authority must be notified either before or after landing as soon as possible.
Note: The decision to issue the warning card and/or restraining the unruly or disruptive passenger must be in coordination with flight attendants 2. GUIDELINES FOR FLIGHT ATTENDANT
Give special services to stabilize passenger’s emotion. Reason with the passenger and conciliate their behavior when necessary. Assign a flight attendant to monitor that passenger for abnormal actions. If a person will be injured by the unruly or disruptive passenger, the flight attendant should separate the passenger by changing seats to keep monitoring the situations so as to prevent worsening.
04. WITNESS THE INCIDENT
on
C
fid
en
The crewmember on the aircraft who actually witness the incident must make a written note at the time of the incident, or as soon as possible thereafter, as to what happened, what was said and by whom. Such crewmember should identify themselves and provide their contact details for future investigations. Those involved should be clearly identified, not only the passenger’s seat row and number, if possible, but also the passenger’s name and address involved. This note must be preserved for possible use in the future. The person in charge of the passenger list should also ensure that this list, including references to seat rows and numbers, are preserved. This will assist the police in identifying the location of witnesses in relation to the offending passenger. The following details should be noted by the PIC at the time of the incident: Aircraft registration. Pilot in Command’s name. Aircraft position at the time of the incident. Name, nationality and details of the journey of the person under restraint. Brief details of the incident. Record the details in a form that can be readily handed over to the police.
tia Y F 20 os or l C 19 fir op a -0 / y 206
05. HAND OVER TO POLICE
When police assistance arrive at the aircraft, the PIC should communicate with them using a form of words which approximate the following: “It is alleged that an incident has occurred on this flight, threatening the safety or good order and discipline of the flight and I wish you to investigate it. The following were present at the incident.”
The PIC should also make available to the police the written notes and details from the witnesses.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER
06. LANDING AT OUTSTATIONS
If the aircraft lands at an out-station with an unruly or disruptive passenger on board, a report should be made to ATC requesting police assistance on arrival.
The PIC and Garuda station must report the reason of disembarkation of the unruly or disruptive passenger to the appropriate authority in the country of disembarkation and the national diplomatic or consular office of the passenger concerned.
The PIC believes that the passenger has committed some serious offences that he/she may deliver him/her to the police or immigration officer at the outstation. The PIC must give notice of the proposed delivery and of the reason for it.
A complete report of the incident must be filed, and counter signed by PIC.
Note: For more details about Unruly Passenger refer to OM B2 Chapter 6.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 22.4
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 4
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
22.5
CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL It becomes the responsibility of the Garuda Indonesia as a carrier that brought the person into the country to transport the inadmissible passenger or prisoner to his last point of stopover. Garuda Indonesia could also be involved in the transportation of such passengers through passenger bookings (3 hours before flight time for prisoner). Passenger Needing Escort
Clearance for Carriage
tia Y F 20 os or l C 19 fir op a -0 / y 206
A passenger must be escorted by one or more officers from the relevant States or authorized agency if: a. The passenger is deemed to be safety and/or security risk because of his/her conduct. b. The passenger has an appearance or conduct which could cause discomfort or make him/her objectionable to other passengers. c. The passenger personally objects to carriage or is likely to resist deportation. d. The passenger is wanted by police in another state or has already committed a criminal action. e. The passenger has a mental state requiring special attention. f. The passenger has some form addiction.
en
Prior to accepting deportees or Inadmissible for carriage, the Station Manager shall 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 Station Manager must receive all reasons for the deportation from the authority.
fid
Escort Requirement
C
on
A person considered to be dangerous shall not be transported unless two or more officers escort him, provision available to adequately restraint him throughout the flight and procedures in accordance with procedures to this manual, formal notification to VP Corporate Quality, Safety & Environment Management is required. The escorting officer(s) and deportee shall identify themselves to the Pilot in Command of the aircraft and appropriate flight attendant. Escort should be briefed that they should take no action during a hijacking situation unless requested to do so by the Pilot in Command A. Inadmissible Passenger Inadmissible Passengers: A passenger who is refused admission to a State by the authorities of that State, or who is refused onward carriage by a State authority at a point of transfer (e.g. due to lack of visa, expired passport etc). Below are the handling procedures for Inadmissible Passenger:
Co-operation is called for between the transporting Garuda Indonesia and the authority responsible for the issuance of judicial orders together with the removal of persons who are the subject of such orders; Station Manager shall (or delegate authorized / qualified staff) inform the Pilot in Command and his/her crew at point of embarkation; Transit and destination airports shall also need to be advised that such a person is being carried; Operation Manual Part A – 1st Edition
16 Jan 2017
▲
Page 1
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 work permit. Carriers are entitled to be informed of the reason(s) for deportation because of safety and security reasons.
C
on
fid
en
Deportees may be classified as: Those posing no threat to the safety of the flight. These may include individuals who have been deported due to violence of entry visa requirements e.g. overstaying, working whilst on tourist visa etc. and who are willing to travel and non-violent. Those who may be a threat to the safety of the flight and / or whose carriage may require the services of an escort. 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. C. Refugees and Asylum Seekers Garuda Indonesia have a right to be informed by appropriate authority (Immigration authority) or organization like International Organization for Migration (IOM) before transporting the refugees and asylum seekers with Garuda Indonesia aircraft. The Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 2
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL assessment process shall be conducted by Station Manager or Garuda Indonesia representatives and ensure only the registered Asylum Seeker and/ Refugees by International Organization for Migration could be transported.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; Nationality; Reason for Deportation; Passport Number c). Prisoner category: to determine whether Dangerous or Non Dangerous.
A passenger traveling under administrative control e.g. deportee or otherwise against his will e.g. inadmissible passenger may travel without any escorts. However, before carriage as much information as possible is to be obtained 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.
C
on
E. Passenger under Administrative Control
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
In all cases of carriage information must be passed to the Captain and the FA1 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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). Date of birth. Racial origin and nationality. Physical description (weight and height). Reasons for carriage or deportation. Known criminal or mental history. Names of escorts. Fare payment details. Proposed travel details. Special escort requirements. Communication will be issued to appropriate departments providing all relevant 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.
C
on
fid
en
Passenger information should include: The booking name of the passenger. Full address at destination.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 4
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL Date removal and nature of cases e.g. criminal or political offence. Whether the authorities are providing escort (s) and name (s) of the escort(s). Seats allocation for the passenger under escort and escort s if available. Any other arrangements e.g. the provision of plastic cutlery. Confirmation replies are required from the various departments contracted and if applicable the connecting airline operator. If the department does not respond, a verbal communication will be made. Information must be passed to the Pilot in Command with NOTOC declaration form and to the FA-1 prior to boarding the party onto aircraft. The Pilot in Command should be informed in advance and given a verbal brief of the intended carriage. The company has the right to refuse carriage is considered as one which could adversely jeopardize to safety and comfort of the passengers. Where a passenger is considered a potential risk, minimum of two escorts should be provided on the flight and no more than one such passenger should be transported on any on flight. If a passenger is not considered a potential risk, then the carriage of a maximum of three such passengers is permitted subject to each being under individual escort and providing the acceptance meets with specified condition, including adequate separation of each passenger and escort; and negate physical, oral or direct visual contact. No public disclosure of the movements is to be made.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
G. Check in The form shall be signed by Station Manager, Security Manager and PiC A minimum of one escort for each person in custody should be carried on the same aircraft. 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.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 5
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
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. During Flight
tia Y F 20 os or l C 19 fir op a -0 / y 206
I.
C
on
fid
en
During flight this procedure bellow must be carried out: Garuda Indonesia should not transport a prisoner unless escorted by one or more policing authority officers. Policing authority officers should notify Garuda Indonesia representative well before the date it is proposed to transport a prisoner, or as soon as possible in an emergency of the identity of the person being escorted, the flight on which transportation has been arranged and whether or not the escorted person is considered dangerous. Garuda Indonesia should not accept a prisoner and escort as a passenger unless concurrence has been obtained in advance from State and other 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). Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 6
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
C
on
fid
en
Escorted prisoners should be boarded before all other passengers and disembarked after all other passenger has left the aircraft. The prisoners and officer must be seated in the rearmost available seat not located in an exit seat. They should only be seated in a row of two or more seats and at least one escort should sit between the escorted prisoners at the same aisle at the last row. They should be accompanied at all times and kept under surveillance, including visits to the lavatory. Alcoholic beverages should not be served to escort or prisoner while on board the aircraft. Prisoners may be served food at the discretion of escort but should not be provided with metal utensils or a knife. The Station Manager in coordination with Pilot in Command should refuse to accept: Prisoner if, in the judgment of a responsible Garuda Indonesia representative such acceptance may jeopardize the safety of the other passenger. Garuda Indonesia may transport up two persons in custody under escort the following conditions: (i). A minimum of one escort accompanies each person in custody who is not considered dangerous by the agency having custody of the individual. The escort may not be a person in custody or a member of the aircraft crew. (ii). A minimum of two escorts will accompany each person in custody considered by the agency having custody of the individual. Only one dangerous person in custody must be seated between escorts. (iii). If the person in custody is accompanied by a single escort, the person in custody must be seated in a window seat. If the person in custody is accompanied by two escorts the person in custody must be seated between escorts.
tia Y F 20 os or l C 19 fir op a -0 / y 206
J. In-Flight Security Guards Garuda Indonesia shall ensure that there are no firearms on board kept by In-flight Security Guard. Appointed security person as Security on Board will decided by Management in consultation with Aviation Security Unit. END OF 22.5
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 8
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.1 GENERAL
OM – A
CHAPTER 23 23.1
GENERAL ........................................................................................................ 3
23.2
DEFINITIONS................................................................................................... 1 23.2.2
SERIOUS INCIDENTS....................................................................... 1
23.2.3
INCIDENTS ....................................................................................... 2
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
HANDLING ....................................................................................................... 1 GENERAL .......................................................................................... 1
23.4.2
INVESTIGATION ............................................................................... 1
23.4.3
AIR SAFETY REPORT (ASR) ............................................................ 2
23.4.4
TRIP REPORT ................................................................................... 2
23.4.5
OPERATIONAL HAZARD REPORT (OHR) ....................................... 3
23.4.6
DELAY(S) .......................................................................................... 3
23.4.7
AIRCRAFT MAINTENANCE LOG ...................................................... 3
23.4.8
REPETITIVE DEFECT ....................................................................... 4
23.4.9
CABIN MAINTENANCE LOG ............................................................. 4
fid
en
23.4.1
on
23.4
ACCIDENTS ...................................................................................... 1
C
23.3
23.2.1
23.4.10 FLIGHT ATTENDANT DUTY REPORT AND TRIP REPORT ............ 4 23.4.11 STATION MANAGER’S STATION REPORT ..................................... 4 23.4.12 BIRTHS.............................................................................................. 5 23.4.13 DEATH............................................................................................... 5 23.4.14 MAKING OF A WILL ON BOARD ...................................................... 6 23.4.15 ILLNESS AND SERIOUS INJURIES OF PASSENGER OR CREWMEMBERS .............................................................................. 6 23.5
GUIDELINES FOR CREW IN INCIDENT/SERIOUS INCIDENT/ACCIDENT .... 1 23.5.1
GUIDELINES ..................................................................................... 1
23.5.2
MODEL FOR PRELIMINARY CERTIFICATE OF DEATH .................. 2
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
23.1 GENERAL
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.1 GENERAL
OM – A 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).
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. The Second Purpose Requires all evidence to be secured, originals and copies of documents (load sheet, AML, OFP, T/O Data, passenger manifest, cargo manifest, manuals, etc.) to be seized and safeguards, flight recorder and cockpit voice records to be preserved, a report by the PIC to be submitted, hearing to be held by the company (internal investigation) and an accident investigation by the state of occurrence.
C
on
fid
en
In connection with the second purpose, defined reporting procedures shall be met by the company. This second purpose also requires the authorities involved, after shifting and weighing evidence, to publish a report where necessary and to specify recommendations or prescribed action(s) in order to prevent a re-occurrence of a similar incident/accident. END OF 23.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
23. HANDLING OF ACCIDENTS AND OCCURENCES
tia Y F 20 os or l C 19 fir op a -0 / y 206
23.1 GENERAL
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
en
Except for engine failure or damage, when the damage is limited to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairing, panels, landing gear 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 resulting from hail or bird strike (including holes in the radome); or
C
on
fid
c. The aircraft is missing or is completely inaccessible. An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located. Note: An injury resulting in death within thirty days of the date of the accident is classified, by ICAO, as a fatal injury. 23.2.2 SERIOUS INCIDENTS An incident involving circumstances indicating that there was a high probability of an accident and associated with the operation of an aircraft which takes place between the times any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, which related to: a. Malfunction or failure of flight control system b. Possession of body damage c. Near collisions requiring an avoidance maneuver to avoid a collision or an unsafe situation or when an avoidance action would have been appropriate d. Flight into mountainous areas where the distance does not allow the aircraft to perform avoidance e. Aborted takeoff on a closed or engaged runway, on a taxi way or unassigned runway f. Takeoff from a closed or engaged runway, from a taxi way or unassigned runway
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
g. Landing or attempted landing on a closed or engaged runway, on a taxi way or unassigned runway h. Gross failure to achieve predicted performance during takeoff or initial climb i. Fire and smoke in the passenger compartment, in cargo compartment or engine fires, even though such fire were extinguishing by the use of extinguishing agents. j. Events requiring the emergency use of oxygen by the flight crewmember k. Aircraft structural failure or engine disintegrations, including uncontained turbine engine failures, not classified as an accident l. Multiple malfunctions of one or more aircraft systems seriously affecting the operation of the aircraft m. Flight crewmember incapacitation in-flight perform the duties because of injury or illness n. Fuel quantity requiring the declaration of an emergency by the pilot o. Runway incursion p. Takeoff or landing incidents. Incident such as undershooting, overrunning or running off the side of runways q. System failures, weather phenomena, operations outside the approved flight envelope or other occurrences which could have caused the difficulties controlling the aircraft r. Failures or more than one system in a redundancy system mandatory for flight guidance and navigation s. The unintentional or, as an emergency measure, the intentional release of a slung load or any other load carried external to the aircraft
en
Note: The difference between an accident and a serious incident lies only in the result.
C
on
fid
23.2.3 INCIDENTS Any occurrence, other than an accident or serious incident, associated with the operation of an aircraft which affects or could affect the safety of operation, is categorized as incident.
END OF 23.2
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A 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.
Preliminary Report to DGCA
tia Y F 20 os or l C 19 fir op a -0 / y 206
For submitting, if required by the state of occurrence, a report to the appropriate Local Authority and also to the Indonesia DGCA.
C
on
fid
en
Garuda Indonesia is required to provide a preliminary report to DGCA under the following condition: Serious incident including any condition where the PIC stated urgency (PAN PAN) or Distress (MAYDAY). All technical problem included in Service Difficulty Report criteria (OM-A chapter 23.3.3). The preliminary report must be submitted at the first opportunity through any communication media (Phone, Fax, Email, Instant Messaging, etc) available to POI and PAI. 23.3.2 URGENT INFORMATION The PIC shall ensure that completed reports are kept on board the aircraft until its return to CGK. Consequently, in the event of accident, incident or any other significant deviation from the normal routine which requires immediate action by the responsible operational or technical departments at CGK, valuable time is lost. During flight, the PIC shall consider to inform concerned parties before arrival, in order to obtain full cooperation in handling such event once the aircraft landed. To expedite handling in such cases all pertinent details must be sent to flight dispatch as soon as possible by telephone, ACARS, VHF/HF radio, fax or telex. Having completed any such message does not change the requirement to complete the specified reporting procedure. a. Reporting Address If continuation of the flight after landing becomes doubtful, the flight dispatcher shall be informed by the quickest means available, preferably by ACARS, VHF/HF radio.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A Flight Dispatch OCC/OPM
Telephone Fax SITA telex (ACARS) Telephone
Fax SITA telex (ACARS)
+ 62 21 550 1975 + 62 21 550 2148 CGKOWGA + 62 21 550 1013 + 62 21 550 1889 + 62 21 550 1014 + 62 21 550 1823 + 62 21 550 2152 OCC/OPM
b. Hazardous Flight Condition The PIC shall report any urgent information concerning hazardous flight condition (birds or bird strikes, obstacles, meteorological phenomena, irregularities of ground and navigational facilities, etc.) to the appropriate ATC facility without delay. 23.3.3 SERVICE DIFFICULTY REPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. PIC shall report the occurrence or detection of each failure, malfunction, or defect concerning: 1. Fires during flight and whether the related fire warning system functioned properly; 2. Fires during flight not protected by a related fire warning system; 3. False fire warning during flight; 4. An engine exhaust system that causes damage during flight to the engine, adjacent structure, equipment, or components; 5. An aircraft component that causes accumulation or circulation of smoke, vapor, or toxic or noxious fumes in the crew compartment or passenger cabin during flight; 6. Engine shutdown during flight because of flameout; 7. Engine shutdown during flight when external damage to the engine or airplane 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 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A
actual emergency or during training, testing, maintenance, demonstrations, or inadvertent deployments. B. In addition to the reports required by paragraph (a) of this section and as prescribed by the DGCA, Garuda Indonesia shall report any other failure, malfunction, or defect in an aircraft that occurs or is detected at any time if, in its opinion, that failure, malfunction, or defect has endangered or may endanger the safe operation of an aircraft used by it. 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. 23.3.4 REPORTING AN ACCIDENT
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Reporting of an Accident: ICAO Annex 6 requirements regarding notification to authorities in aircraft accidents: The Captain shall be responsible for notifying the nearest appropriate authorities by the quickest means available, of any accident involving the aircraft, resulting injury or death of any person or substantial damage to the aircraft or property. In view of the complexity involved, it is very important that the PIC, the GA representative within the State where accident occurred (Station Manager, Handling Agent), the flight dispatcher and OCC closely coordinate their actions when it is decided that a flight has terminated in an accident. Inform the flight dispatcher/OCC as soon as possible.
C
23.3.5 REPORTING AN INCIDENT/SERIOUS INCIDENT Reporting of an Incident/Serious Incident: For air traffic related: Pilot shall inform the ATS unit at the current frequency in use, using the appropriate designator: Aircraft Proximity (AIRPROX), Near Mid-air Collision (USA only), or Incident related to procedure, facility, missed operational handling, and operational deviation, etc. As soon as possible after landing, make written report to ATS by filling an incident report form prepared by the ATS unit (if available) or otherwise any other written report form such as ASR to report the incident had happened, one copy to ATS concerned and original copy to JKTDVGA. In the event of AIRPROX, provide as much detail of the other aircraft as possible to facilitate early identification (type, markings, colors, etc.) If possible, inform Flight Dispatch / OCC by ACARS, VHF or HF radio. If this is not feasible, inform after landing. An ASR must be filled. Fax ASR without delay to JKTDVGA, who will ensure the report is filed to the appropriate authorities. Hand-over the original ASR upon arrival at CGK (via chief pilot or ASR box).
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A 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:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
For operational related: Refer to this chapter for technical aspects and ATC aspects. If applicable inform Flight Dispatch / OCC by ACARS, VHF or HF radio. If this is not feasible, inform as soon as after landing. An ASR must be filled. For ground related: Refer to this chapter for technical aspects involved. An ASR must be filled when the cockpit crew is on board (see OM-A Chapter 23.2)
23.3.6 AIR SAFETY REPORT (ASR) See Appendix 7. END OF 23.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 determination of cause(s) and, when appropriate the making of safety recommendation.
en
Notwithstanding the fact that the Authorities will investigate aircraft accidents and incidents within their own legal rights, the following departments have been assigned the task for GA investigations:
on
C
Air Traffic Incidents
Technical Incidents
Operational Incidents Ground Incidents
: DV (Corporate Quality, Safety & Environment Management) / MQ (Airworthiness Management) : DV (Corporate Quality, Safety & Environment Management) : MQ (Airworthiness Management) / DV (Corporate Quality, Safety & Environment Management) : DV (Corporate Quality, Safety & Environment Management) : DV (Corporate Quality, Safety & Environment Management) / MQ (Airworthiness Management)
fid
Aircraft Accidents
When Operational Incident involves technical aspects, or when Technical Incident involves operational aspects, DV and MQ will coordinate a mutual investigation. DV, when performing investigation will coordinate with concerned parties (VP ground service, ground handling, chief pilot, chief FA, engineering, etc.).
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 23.4.3 AIR SAFETY REPORT (ASR)
An ASR shall be used to file safety related occurrences only. For non-safety related occurrences, file a TRIP REPORT. Garuda will not take disciplinary measure in relation with ASR. a. A crewmember shall report to the PIC: Any fault, failure, malfunction or defect, which may affect the airworthiness of safe operation of the aircraft, including emergency systems. Any incident that endangered, or could have endangered the safe operation. Note: For definitions, see OM-A Chapter 23.2 The FA-1 may coordinate the safety reporting from flight attendant to the PIC. b. The PIC shall forward the report (of a crewmember) after evaluation, by filling an ASR. c. The ASR shall be mailed to DV, via chief pilot or ASR box in GOC. In case of an Aircraft Proximity (AIRPROX), refer to OM-A Chapter 23.3.4.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The ASR and instruction for use are provided in the navigation documentation bag. 23.4.4 TRIP REPORT A Trip Report form must be filed in the following cases:
Legal aspects when required by law. Deviation from operating procedures or company directives, of which the nature of discrepancies can arise from or within the Crewmember, Passenger, Ground Service, Maintenance, Handling Agent, Catering, Hotel Accommodation and others. Factual observations, during or associated with crewmember duties which may contribute to cost effectiveness and efficiency of the total GA operations.
on
C
fid
en
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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A
23.4.5 OPERATIONAL HAZARD REPORT (OHR) In line with the Safety Program, the Operational Hazard Report is required and provided as a means of reporting any potential risk toward aviation safety or that can lead to an accident/incident. The Operational Hazard Report form is for use by any operations personnel who are observing the case. Operational Hazard Report may be anonymous, and the company is applying the nonpunitive reporting system. It is provided and distributed to all departments in the company. The form also provided in the navigation documentation bag in the cockpit. 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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. Delay codes can be found in the ROM.
Whenever a Captain does not agree with the code as stated by station management, or if he wishes to make additional comments, a trip report shall be made out.
on
: Departure time is push back time. Delay code (and reason) shall be filled when aircraft push back more than 5 (five) minutes from schedule departure time for internal evaluation and improvement.
C
GIA Policy
fid
en
IATA standard : Departure time is push back time. Aircraft is not considered delay (for commercial purpose) when aircraft departs up to 15 minutes behind schedule departure time.
23.4.7 AIRCRAFT MAINTENANCE LOG
The pilot in command is responsible for complaint slip-entries on Aircraft Maintenance Log, of all complaints found during the course of duties. Before each flight the pilot in command shall ascertain the status of each irregularity entered in the log at the end of the preceding flight. The Ground Engineer shall enter complaints found during inspections, except those found in the hangar at the home base. The following shall be written in the Aircraft Maintenance Log (AML): All technical complaints and remarks about the aircraft, its system and equipment irrespective of the duration of their occurrence (continuous intermittent or momentary) with the exception of certain cabin complaints (see under Cabin Maintenance Log). Corrective actions taken. Type of inspection performance, on the last slip of the previous stretch.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Complaints related to the safety of the flight (emergency equipment, inter phone system, etc.) shall be reported to the Flight Crewmember who will than enter in the Aircraft Maintenance Log.
fid
en
The responsible licensed Garuda Ground Engineer will complete and sign the ‘action’ part of the AML/CML slips if action is taken, and sign for the type of inspection performed, i.e. the maintenance release, in the AML.
on
One copy of the slip signed for ‘maintenance release ‘remains at the station of departure as an official document concerning the airworthiness of the aircraft.
C
Directions for use, and the purpose of the various copies, are given in the AMLs and CMLs. 23.4.10 FLIGHT ATTENDANT DUTY REPORT AND TRIP REPORT FA-1 shall responsible to fill Flight Attendant Duty Report (FADR). FA-1 shall report all irregularities concerning passenger’s welfare and service by using TRIP report. Refer to OM-A Chapter 23.4.4. 23.4.11 STATION MANAGER’S STATION REPORT The Station Manager shall report discrepancies in handling procedures (including airport facilities, air traffic control, meteorology, customs, etc.) by means of a station report.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
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. The Station Manager or representative, the medical and police authorities at the airport of intended landing shall be notified by the quickest means available. Stating the probable cause of death. 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. In case of suspicion that the deceased may have suffered from contagious disease, all precautions shall be taken to prevent infection of the other passengers and crew. On transferring the deceased to the authorities, the PIC shall submit a short statement in duplicate, using the English language (Use ASR). The statement 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.
C
The Preliminary Certificate of Death report is provided in the navigation documentation bag.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 23.4.14 MAKING OF A WILL ON BOARD
The possibility exists for passenger of making a will on board Indonesian registered aircraft whilst airborne. To this effect the passenger has the choice between making an open or a closed will.
In case of an open will: The passenger must state the will to the PIC of the aircraft or his delegate, who shall commit the will in writing in the presence of two witnesses. Thereafter the will must be signed by the testator, the two witnesses and the PIC or his delegate.
In case of a closed will: The testator shall draw up the will himself and shall hand the signed will in the presence of two witnesses to the PIC or his delegate. The PIC will make a note of receipt on the will itself or on the cover. The testator may at all-time ask to return this will to him, in which case a document must be drawn up in evidence of the redelivery thereof.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The witnesses to any of the above-mentioned events must be of age and must understand the language of the will. The PIC is responsible for sending the will and other documents pertaining thereto to the Legal (corporate) Affairs Department as soon as the will is made. In most cases the quickest way will be via the station manager of the next GA destination.
fid
en
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 ensure the will is forwarded to the “Central Testament Registry” in Jakarta.
C
on
23.4.15 ILLNESS AND SERIOUS INJURIES OF PASSENGER OR CREWMEMBERS In case a passenger or crewmember become seriously ill or seriously injured on board, the PIC shall ensure the following steps are taken: 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 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
23. HANDLING OF OCCURENCES
23.5.1
AND
23.5 GUIDELINES FOR CREW IN INCIDENT /SERIOUS INCIDENT/ACCIDENT
OM – A
23.5
ACCIDENTS
GUIDELINES FOR CREW IN INCIDENT/SERIOUS INCIDENT/ACCIDENT GUIDELINES Following a serious incident or accident, crewmembers are not allowed to conduct duty as active crew until released by The DGCA. a. Notify the Company. Using company frequency (VHF, HF or ACARS) Contact the Dispatcher on +62-21-550 1975 or Local Dispatcher Telephone number. If unable, in an emergency, call OPERATION CONTROL CENTER: +62-21-25601622; 062-21-5501013/1014, +62 8121045678, or, during office hour call JKTDVGA +62-21-5501550. b. Preserved Records. Should an aircraft become involved in an incident/serious incidents/accidents, the related flight recorder records and, if necessary, the associated flight recorders are preserved and retained in safe custody.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Understand that all other items of evidence relevant to the incident/serious incidents/accidents must also be preserved. Ensure that someone is preserving evidence and recording the names, addresses, and telephone number of all available witnesses.
C
on
fid
en
c. Stay Together. In case of an incident/serious incidents/accidents, keep the crewmember together. Obtain rest facilities away from the scenes if possible. Let the company representative know your location all the time. d. Aware of Conditions. 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 Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
23. HANDLING OF OCCURENCES
ACCIDENTS
AND
23.5 GUIDELINES FOR CREW IN INCIDENT /SERIOUS INCIDENT/ACCIDENT
OM – A
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. 23.5.2
MODEL FOR PRELIMINARY CERTIFICATE OF DEATH See Appendix 9.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END 0F 23.5
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
24. RULES OF THE AIR TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.7 PROCEDURES FOR A PILOT IN COMMAND INTERCEPTING A DISTRESS TRANSMISSION ........................................................................................................ 1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.1 GENERAL
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.
END OF 24.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The chapter is intended to represent the most important regulations introduced under the ICAO Annex 2 and Jeppessen Route Manual ATC section.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.1 GENERAL
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
24.2
COMPLIANCE WITH THE RULES OF THE AIR The operation of an airplane either inflight or on the movement area of an airport shall be in compliance with the general rules and, in addition when inflight with IFR or VMC. (1) Responsibility of Pilot in Command The PIC of an airplane shall be responsible for the operation of the airplane in accordance with the rules of the air, except that the pilot in command may depart from these rules in circumstances that render such departure absolutely necessary in the interest of safety. Before beginning a flight, the pilot in command of an airplane shall become familiar with all available information appropriate to the intended operation. Preflight action for flights away from the vicinity of an aerodrome and, for all IFR flights shall include careful study of available current weather reports and forecasts, taking into consideration fuel requirements and an alternative course of action if the flight cannot be completed as planned. The pilot in command shall have final authority as to disposition of the airplane while in command.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(2) Minimum Heights Except when necessary for takeoff and landing, or except by permission from the appropriate authority, airplane shall not be flown over the congested area of cities, towns, or settlements or over an open-air assembly of persons, unless at such a height as shall permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface.
on
fid
en
Nothing shall be dropped or sprayed from an airplane inflight except under conditions prescribed by the authority and, as indicated be relevant information, advice and / or clearance from the appropriate ATS unit.
C
(3) Avoiding Collision It is important that vigilance for the purpose of detecting potential collisions be 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
(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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(7) Lights to be displayed by Airplane From sunset to sunrise or during any other period which may be prescribed by the appropriate authority, or as applicable to the fleet requirement, the following lights are in use: Anti-Collision lights intended to attract attention to the airplane. Regardless of the daytime, all airplanes on the movement area shall operate the anticollision lights prior to starting engines until all engines are switched off.
Navigation Lights/Position Lights to indicate the relative path of the airplane to an observer. Other lights not to be displayed if they are likely to be mistaken with these lights.
C
on
fid
en
Navigation lights should be switched ON during any activities in the aircraft, e g. electrical power is in used, loading unloading etc. and during navigating movement.
Landing Lights At some high density airports, the use of landing lights for “SEE AND TO BE SEEN” purposes has become a common practice. Observe the following rules when following this practice:
The landing lights shall be used day and night below 10.000 feet during departure and arrival procedures. The landing lights shall be used day and night during crossing, entering a runway for takeoff and the takeoff clearance is received. Consider turning all exterior lights ON when crossing any runway. Landing lights should not be used on condition of reduced visibility,
Undesirable reflections from haze/fog, snow or low clouds, or disorientation from precipitation and crosswind, may result. Be aware that “LIGHTS ON” does not guarantee free from the possibility of bird strikes. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR 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 It shall be switch ON during taxi. It may be temporarily switched off to avoid the blinding or dazzling effect, it shall always be used when crossing a runway.
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
Note: Strobe and Landing Lights when deem necessary may be switched OFF in the final approach segment during CAT II or CAT III operations at night. To signal intent to other pilots, consider turning taxi and runway turn off lights OFF when stopped, yielding, or as a consideration to other pilots or ground personnel.
C
(8) ATC Clearance An ATC clearance shall be obtained prior to operating a controlled flight. Such clearance shall be requested through the submission of a flight plan to ATC unit. If the ATC clearance is not satisfactory to the pilot in command, the PIC may request and, if practicable, an amended clearance will be issued. An airplane operated on a controlled aerodrome shall not taxi on the maneuvering area without clearance from the aerodrome control tower, and shall comply with any instruction given. (9) Flights Into And Out Of Uncontrolled Airspace and/or Airport During flights into and out of uncontrolled airspace and/ or airport flight crew shall be familiar with certain local procedure such as PAL (Pilot Activated Lighting) operation, CTAF (Common Traffic Advisory Frequency), AFRU (Aerodrome Frequency Response Unit), etc. (10) Potential Re-dispatch If prior to departure it is anticipated that depending on fuel endurance and subject to planned re-dispatch, a decision may be made to proceed to an intermediate destination. The appropriate ATC unit shall be so notified by the insertion in the flight plan of information concerning the revised route and the revised destination. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
(11) Adherence to Flight Plan An airplane shall adhere to the current flight plan submitted for a controlled flight unless a request for a change has been made and clearance obtained from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate action by the airplane in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate air traffic service unit shall be notified of the action taken and that this action has been taken under emergency authority. Deviation from ATC unit clearance shall be notified to the appropriate ATS unit. (12) Inadvertent Changes In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken: Deviation from track; Action shall be taken forthwith to adjust the heading of the airplane to regain track as soon as possible.
Variation in True Air Speed; If the average true air speed at cruising level between reporting points varies or is expected to vary by 5% of the true air speed from that given inflight plan, the ATS unit shall be informed.
Change in estimate time; 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 that notified to ATS, a revised estimate shall be notified as soon as possible to the appropriate ATS unit.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
(13) Intended Changes Request for flight plan changes shall include information as indicated hereunder:
Change of cruising level; Airplane identification, requested new cruising level and cruise speed at that new level, revised estimate time (when applicable) at subsequent FIR boundaries.
Change of Route; Destination not change : Airplane identification; flight rules; description of new route including related flight plan data beginning with the position from which requested change of route is to commence; revised time estimate; any other pertinent information. Destination change : Airplane identification; flight rules; description of new route to new destination including related flight plan data beginning with the position from which requested change of route is to commence; revised time estimate; alternate aerodrome; any other pertinent information.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
(14) Visual Signals Used To Warn An Un-Authorized Airplane Flying In Or About To Enter A Restricted, Prohibited Or Danger Area By day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting red and green lights or stars will indicate to an unauthorized airplane that it is flying in or about to enter a restricted, prohibited or danger area, and that the airplane is to take such remedial action as may be necessary.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.2 COMPLIANCE WITH THE RULES OF THE AIR
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
24. RULES OF THE AIR 24.3 OTHER PROCEDURES
24.3
OTHER PROCEDURES Procedures Distress and Urgency communication Communication failure Light & Pyrotechnic signals at airfield Signal for search & rescue
Reference refer OM-A Chapter 11.2-07&08 refer OM-A Chapter 11.2-09 refer OM-A Chapter 11.2-10 refer OM-A Chapter 11.2-11 & OMA Chapter 26.5.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.3 OTHER PROCEDURES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.4 STATE VARIATIONS
24.4
STATE VARIATIONS State variations on the rules of the air is described in the Jeppessen General and ROM.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.4 STATE VARIATIONS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
24. RULES OF THE AIR 24.5 INTERCEPTION OF CIVIL AIRPLANES
24.5
INTERCEPTION OF CIVIL AIRPLANES Any aircraft violating the sovereign territory of the State will be given a warning and order to leave the areas by aviation traffic control officer(s). Any aircraft approaching and having entered the prohibited and restricted areas will be warned and ordered to leave the area concerned by the aviation traffic control officer(s). In the case of non-compliance to the warning and order to leave as meant above, enforcing action will be taken by the State aircraft to force the violator(s) to leave the territory of the State or the prohibited and restricted areas, or to force the violator(s) to land on stipulated airbase or airport within the State. The crew, the aircraft and all loads of an aircraft violating of the provisions as meant above will be examined and interrogated in accordance with valid laws and regulations There are occasions when interceptor pilots are required to transmit instructions to pilots of intercepted aircraft. When radio communications are not available, visual signals are used. Interception of civil aircraft will be undertaken only as a last resort.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If undertaken, an interception will be limited to determining the identity of the aircraft, unless it is necessary to return the aircraft to its planned track, direct it beyond the boundaries of national airspace, guide it away from a prohibited, restricted or danger area or instruct it to effect a landing at a designated aerodrome. Interceptor pilots will approach the aircraft to be intercepted from astern, employing the Interception Pattern for Identification of Transport Aircraft.
fid
en
Flight safety is the highest priority. An aircraft which is intercepted by another aircraft shall immediately (priority action):
C
on
(1) Follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals in accordance with the specifications in table F.1“SIGNALS FOR USE IN THE EVENT OF INTERCEPTION”, in this section 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR 24.5 INTERCEPTION OF CIVIL AIRPLANES F.1 “SIGNALS FOR USE IN THE EVENT OF INTERCEPTION”
F1.1 Signals initiated by intercepting airplane and responses by intercepted airplane INTERCEPTING Aircraft Signals DAY or NIGHT: Rocking aircraft and flashing navigation lights at irregular interval from a position slightly above and ahead of, and normally to the left of the intercepted airplane, and, after acknowledgement, a slow level turn, normally to the left on the desired heading.
2
3
C
on
fid
Note 1: Meteorological or terrain reason may require the intercepting airplane to reverse position and direction of turn given above in series-1. Note 2: If the intercepted airplane is not able to keep pace with the intercepting airplane, the latter is expected to fly a series of race-track pattern and to rock the airplane each time it passes the intercepted
You have been intercepted, follow me.
DAY or NIGHT: An abrupt break-away maneuver from the intercepted airplane consisting of a climbing turn of 90 degrees or more without crossing the line of flight of the intercepted airplane. DAY or NIGHT: Lowering landing gear, showing steady landing lights and over flying runway in use.
INTERCEPTED Aircraft Responds DAY or NIGHT: Rocking airplane, flashing navigation lights at irregular intervals and following
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
Meaning
Meaning Understood , will comply
en
Series
You may proceed
Land at this aerodrome
DAY or NIGHT: Rocking the airplane
DAY or NIGHT: Lowering landing gear, showing steady landing lights and following the intercepting airplane and, after over flying the runway in use, landing is considered safe, proceeding to land.
Understood , will comply
Understood , will comply
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.5 INTERCEPTION OF CIVIL AIRPLANES
F.1.2 Signals initiated by intercepted airplane and responses by intercepting airplane
5
Aerodrome you have designated is inadequate.
Cannot comply
In distress
C
on
fid
6
DAY or NIGHT: Regular switching on and off all available lights but in such a manner as to be distinct from flashing lights. DAY or NIGHT: Irregular flashing of all available lights.
Meaning
INTERCEPTED Aircraft Responds DAY or NIGHT: If it is desired that the intercepted airplane follow the intercepting aircraft to an alternate aerodrome, the intercepting aircraft raises its landing gear and use the series-1 signal prescribed for intercepting airplane.
If it is decided to release the intercepted airplane, the intercepting airplane uses the series-2 signal prescribed for intercepting airplane. DAY or NIGHT: Use series-2 signals prescribed for intercepting airplane.
tia Y F 20 os or l C 19 fir op a -0 / y 206
4
INTERCEPTING Aircraft Signals DAY or NIGHT: Raising landing gear and flashing landing lights while passing over runway in use at a height exceeding 1000 feet but not exceeding 2000 feet above the aerodrome level, and continuing to circle runway in use. If unable to flash landing lights, flash any other lights available.
en
Series
DAY or NIGHT: Use series-2 signals prescribed for intercepting airplane.
Meaning Understood , follow me
Understood, you may proceed.
Understood
Understood
END OF 24.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.5 INTERCEPTION OF CIVIL AIRPLANES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
24. RULES OF THE AIR 24.6 PROCEDURES AT THE SCENE OF AN ACCIDENT
24.6
PROCEDURES AT THE SCENE OF AN ACCIDENT When a pilot-in-command observes that either another aircraft or a surface craft is in distress, the pilot shall, if possible and unless considered unreasonable or unnecessary:
tia Y F 20 os or l C 19 fir op a -0 / y 206
a) keep the craft in distress in sight until compelled to leave the scene or advised by the rescue coordination center that it is no longer necessary; b) determine the position of the craft in distress; c) as appropriate, report to the rescue coordination center or air traffic services unit as much of the following information as possible: type of craft in distress, its identification and condition; its position, expressed in geographical or grid coordinates or in distance and true bearing from a distinctive landmark or from a radio navigation aid; time of observation expressed in hours and minutes Coordinated Universal Time (UTC); number of persons observed; whether persons have been seen to abandon the craft in distress; on-scene weather conditions; apparent physical condition of survivors; apparent best ground access route to the distress site; and d) Act as instructed by the rescue coordination center or the air traffic services unit.
C
on
fid
en
END OF 24.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.6 PROCEDURES AT THE SCENE OF AN ACCIDENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.7 PROCEDURES FOR A PIC INTERCEPTING A DISTRESS TRANSMISSION
24.7
PROCEDURES FOR A PILOT IN COMMAND INTERCEPTING A DISTRESS TRANSMISSION Whenever a distress transmission is intercepted by a pilot-in-command of an aircraft, the pilot shall, if feasible: a) acknowledge the distress transmission; b) record the position of the craft in distress if given; take a bearing on the transmission; c) inform the appropriate rescue coordination center or air traffic services unit of the distress transmission, giving all available information; and d) At the pilot's discretion, while awaiting instructions, proceed to the position given in the transmission.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.7
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.7 PROCEDURES FOR A PIC INTERCEPTING A DISTRESS TRANSMISSION
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.5.2 SAFETY COMMUNICATION ......................................................................... 1
Operation Manual Part A – 1st Edition 27 Nov 2017
■
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.1 GENERAL
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.
END OF 25.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.2 SAFETY POLICY AND OBJECTIVES
25.2
SAFETY POLICY AND OBJECTIVES The safety policy of the organization is signed by CEO of Garuda Indonesia as Accountable Executive to reflect commitment of Garuda Indonesia regarding safety. In conjunction with Safety Policy, Garuda Indonesia set safety objectives, safety goals and safety performance indicators to monitor and measure safety achievement. Safety Policy is communicated throughout the organization and shall be clearly visible to all personnel and particularly in critical safety areas of the organization with the intent they are made aware of their individual safety obligation. It is reviewed periodically at least every 2 (two) years to ensure continued relevance to the organization. Safety Policy also will be reviewed whenever the CEO position is changed or when deemed necessary.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The accountability for safety at Garuda Indonesia rests with the Chief Executive Officer of Garuda Indonesia that has full control over human and financial resources required for the operations authorized to be conducted under the operations certificate, direct responsibility for the conducts of the organization’s affairs and final responsibility for all safety issues. Responsibility for the day-to-day administration and oversight of SMS operation throughout the organization on behalf of the Accountable Executive and senior management is being discharged to Vice President Corporate Quality, Safety and Environment Management (VP CQSEM). VP CQSEM shall be the responsible individual and focal point for the development and maintenance of an effective SMS as required by CASR.
C
on
fid
en
Irrespective of other responsibilities, each management and non-management personnel is given authorities and responsibilities to perform functions relevant to safety and security of respective operations. VP Flight Operations referring to Chapter OM-A Chapter 3.3.1 in this manual is responsible for ensuring flight operations are conducted in accordance with applicable regulations and ensuring safety and security of flight operations. Chief Flight Attendant referring to Chapter 3.3.7.1 in this manual is responsible for ensuring cabin operations are conducted in accordance with applicable regulations and ensuring the safety and security of Cabin Operations. END OF 25.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.2 SAFETY POLICY AND OBJECTIVES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT
25.3
SAFETY RISK MANAGEMENT Safety risk management is a generic term that encompasses the assessment and mitigation of the safety risk that threaten the capabilities of an organization, to a level as low as reasonably practicable (ALARP). Safety Risk Management consists of Hazard Identification and Risk Assessment & Mitigation.
25.3.1 HAZARD IDENTIFICATION Hazards shall be identified in any operations of a Garuda Indonesia aircraft. Hazard identification is responsibility of all personnel involving in operation of Garuda Indonesia and reported to CQSEM department. Hazards are processes and managed in accordance with the Local Standard Operating Procedure (SOP) of units encompassing flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Hazard identification is a continuous, ongoing, daily activity. It becomes an integral part of Garuda Indonesia activity in delivering service to the customer. Nevertheless, there are three specific conditions which require more in-depth and far-reaching hazard identification activities i.e.:
fid
en
a. Any time Garuda Indonesia experiences an unexplained increase in safety-related events or regulatory violation; b. Any time major operational changes are foreseen, including changes to key personnel, procedures, or other major equipment or systems; and c. Before and during periods of significant organizational change, including rapid growth or contraction, corporate merger, acquisitions or downsizing.
C
on
Hazard can be identified after accident/incident occurred (reactive method) or they may be identified through proactive and predictive methods aimed at identifying hazards before they lead to accident/incident. 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. 01. REACTIVE METHODS Reactive methods require a serious safety event (incident or accident) in order to launch hazard identification process. It is most appropriate for situations involving failures in technology and/or unusual events. Some of reactive methods of hazard identification are: a. Accident and incident investigations typically result in a report that describes the factors including existing hazard that contributed to the event.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT b. Accident/Incident Precursor Investigation The investigation of irregularities or non-routine occurrence that might be precursors to an accident or incident also categorized as reactive method hazard identification activity. c. Flight Data Monitoring Flight Data Monitoring is considered as reactive method of hazard identification when it is related to flight involved in incident / serious incident. d. E-Report / Air Safety Report E-Report and/or Air Safety Report (ASR) form containing information related to accident or incident is categorized as reactive method of hazard identification. Electronic report (e-report) is a web based report that enables all employee to easily access and report safety hazards, deficiencies, concerns, and even mandatory reporting event via internet across geographical boundaries. E-report enables employee to report whether at office or even home by simply log in to Garuda Safety Website (http://safety.garuda-indonesia.com) using corporate email account.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
E-report is created by selecting available safety occurrence report templates in the website (Cabin Safety e-Report, Dangerous Goods e-Report, Fatigue eReport, Flight Safety e-Report, Ground Safety e-Report Hazard e-Report, HSE e-Report, Maintenance Safety e-Report, Security e-Report and Voyage eReport), completing the required fields, and submit it. E-report provides “Request Confidentiality” box for confidential reporting system.
on
fid
Air Safety Report Form (ASR) is provided for occurrences related to the safety of aircraft operation which falls into mandatory reporting event category i.e. incident, serious incident or accident.
C
Content of ASR form consists of checkbox item to guide the reporter and essay box to write detail description. For ASR form, it must be filled in and sent to CQSEM department within 24 hours after the event. 02. PROACTIVE METHODS
Proactive methods require a less serious triggering event, probably with little or no damaging consequences in order to launch hazard identification process. By this method, system failures can be minimized by identifying safety risks within the system before it fails and taking the necessary actions to mitigate such safety risks. Some of proactive methods of hazard identification are: a. E-Report / Operational Hazard Report
E-Report and/or Operational Hazard Report (OHR) is voluntary report provided for reporting any hazard directly or indirectly impose to safety. Operational Hazard Report Form (OHR) is provided to report safety events, hazards, deficiencies and concerns which do not fall into incident, serious incident or accident. Content of OHR form consists of checkbox item to guide the reporter and essay box to write detail description. Reporter information box is also provided and it is not required to be filled in for confidential reporting system.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT b. Safety Audit / Inspection / Survey
Safety and Security Audit is committed by CEO and Board of Management of Garuda Indonesia. One of its objectives is to identify hazard, undesirable condition and area requiring improvement. Inspections/surveys examine particular elements or procedures of a specific operation, such as problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel and areas of dissent or confusion. c.
Safety Meeting / Discussion Meeting or discussion either within Garuda Indonesia or involves external party is another method to proactively identify hazard. This meeting may also be intended to identify changes within or outside Garuda Indonesia that have potential effects for the safety of aircraft operations.
03. PREDICTIVE METHODS
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Predictive method involves data gathering in order to identify possible negative future outcomes or occurrences, analyzing system processes, and environment to identify potential future hazards and initiating mitigating actions. This method do not require triggering event to launch hazard identification process. It is based upon 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 safety hazard that may be indicative of emerging safety risk from a variety of sources. Some of predictive methods are Line Operations Assessment System, Flight Data Monitoring, and Change Management.
C
on
fid
To ensure effective safety reporting, Garuda Indonesia set safety reporting procedures that apply conditions under protection from disciplinary and or administrative action. Garuda Indonesia management commits to implement a non punitive for both operational safety reporting system and confidential reporting 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. 2. 3. 4.
Sending via fax to CQSEM department Sending via email to CQSEM department email Corporate mail (for the occurrence report from out station, if necessary) Sending via Chief Pilot/Chief Flight Attendant
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT 5. Directly come to CQSEM department office during office hour at GOC building 2nd floor. A. OPERATIONAL SAFETY REPORTING SYSTEM Operational Safety Reporting System is implemented throughout Garuda Indonesia encompassing organization, flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security. It encourages and facilitates all employees at all levels of the organization to voluntarily submit reports that identify safety events, hazards, deficiencies and concerns including those resulting from or associated with human performance in operations to be brought to the attention of relevant management. Therefore, it can be considered as communication process from bottom to top of organization. Operational Safety Reporting System also facilitates mandatory reporting in accordance with applicable regulations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Each report will be reviewed and analyzed to determine whether a real safety issue exists, and if so, ensure development and implementation of appropriate action by responsible management to correct the situation. Individual who submits the report will be provided with feedback letter regarding follow up progress of the report. B. CONFIDENTIAL REPORTING SYSTEM
fid
en
Garuda Indonesia facilitates a confidential reporting system, a system for the disclosure of human errors and incident without fear of retribution or embarrassment, and enable others to learn from previous mistakes.
C
on
Garuda Indonesia encourages all employee for reporting events, hazards and/or concerns resulting from or associated with human performance or human error in operations and incident report. 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. C. RISK ASSESMENT AND MITIGATION Once hazards have been identified, the safety risks of their potential consequences that have been determined as threatening the capabilities of Garuda Indonesia must be assessed. Factors to be considered are the probability and severity of the potential consequences. Safety risk probability is defined as the likelihood that an unsafe event or condition might occur. Safety risk severity is defined as the possible
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT consequence of an unsafe event or condition, taking as reference the worst foreseeable situation. Consequences of a hazard should be assessed from several aspects such as effect to people, on time departure, asset, environment and company reputation. After safety risks have been assessed, elimination and/or mitigation to ALARP must take place. Detail process of risk assessment and mitigation is provided in Local Standard Operating Procedure (SOP) of units encompassing flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 25.3
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 5
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.3 SAFETY RISK MANAGEMENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 6
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.4 SAFETY ASSURANCE
25.4
SAFETY ASSURANCE Safety Assurance is a daily activity that is conducted to ensure that the operations that support the delivery of services are properly protected against hazard.
25.4.1 SAFETY PERFORMANCE MONITORING AND MEASUREMENT Safety performance of the organization is verified in comparison with the safety policy and approved safety objectives. Safety Performance Monitoring and Measurement is implemented throughout the organization as means to monitor the safety performance of the organization and to validate the effectiveness of risks controls. Methods of safety performance monitoring and measurement are including but not limited to Safety Performance Indicators set for all areas, safety studies, safety surveys, and Quality Assurance Program. 1. Safety Performance Indicator Safety Performance Indicators (SPIs) are objectives data correspond to the relevant safety goals defined by Corporate Safety Committee (CSC) during CSC meeting. The SPIs are performance measures to enable company to track and compare its operational performance against target over a period of time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
SPIs for examples are number of hazard reports received, number of corporate incidents per 1000 departure, number of tolerable incident at each operational area, and number of tolerable incident at each operational area per 1000 departure.
on
fid
en
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 inadvertent slide deploy per 1000 departure. Performance measures for each area is further laid down in the Local SOP of units flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security respectively.
C
2. Safety Studies Safety Studies are analysis used to gain an understanding of broad safety issues or those of a global nature 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. 4. Quality Assurance Program Garuda Indonesia provides the auditing and evaluation of all areas including flight operations and cabin operations management system and operational functions at planned intervals to ensure the organization is: i. ii. iii. iv. v.
Complying with applicable regulations and standards; Satisfying stated operational needs; Identifying areas requiring improvement; Identifying hazards to operations. Assessing the effectiveness of safety risk controls.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.4 SAFETY ASSURANCE 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.
25.4.2 MANAGEMENT OF CHANGE
tia Y F 20 os or l C 19 fir op a -0 / y 206
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).
C
on
fid
en
Garuda Indonesia develops and maintains a formal process to identify changes within or outside of organization which may affect safety of aircraft operation. Examples of internal changes include management changes, organization structure, expansion, contraction, new equipment and new procedures. Examples of external changes include changes in regulatory requirements, changes in safety requirements, reorganization of air traffic control and relocation of airport. Most of the organizational changes are implemented in a planned manner for realizing the specific objectives or goals. Even though, some organizational change can be implemented in an unplanned manner. Change can introduce new hazards and impact the appropriateness of existing safety risk mitigation strategies and/or impact the effectiveness of existing safety risk mitigation strategies. Therefore, management of change shall be carried out as a part of proactive risk management. Detail process of risk assessment for management of change is laid down in the SOP CQSEM. 25.4.3 CONTINUOUS IMPROVEMENT OF SMS Continuous improvement of the SMS is performed through management review and SMS Evaluation. A. MANAGEMENT REVIEW Regular and planned management reviews is a must to measure company safety performance and achievement including an examination of Garuda Indonesia Safety Management System to ensure its continuing suitability, adequacy and effectiveness in the management and control of operations. A review shall include assessing opportunities for improvement and the need for changes to the system,
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.4 SAFETY ASSURANCE 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda Indonesia ensures continual improvement of the SMS throughout the organization to include:
C
on
fid
en
1. Identification and elimination/mitigation on the cause(s) of substandard performance of the SMS. 2. Determination of the implications of substandard performance of the SMS in operations. 3. Elimination or mitigation of such cause(s) of substandard performance. END OF 25.4
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.4 SAFETY ASSURANCE
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.5 SAFETY PROMOTION
25.5
SAFETY PROMOTION
25.5.1 SAFETY TRAINING AND EDUCATION Garuda Indonesia requires SMS/Safety Training as part of Safety Education is given to any new employee and operational critical personnel including flight operations and cabin operations personnel to ensure such personnel are trained and competent to perform SMS duties. Detail information of conduct and scope of SMS/Safety Training for both flight operations and cabin operations personnel is stipulated in respective Operation Manual Part D which are in accordance with GA Safety Training Manual. 25.5.2 SAFETY COMMUNICATION Safety communication within Garuda Indonesia is developed to enable an exchange of information relevant to the conduct of operations throughout the management system and in all areas where operations are conducted. It is designed as an effective communication system to ensure the exchange of operational information throughout all areas of the organization, and includes
tia Y F 20 os or l C 19 fir op a -0 / y 206
Board of Director, Executive Vice President, Vice President, Senior Managers, Managers, staff and front line personnel including outsourced personnel. The safety communication system intent to foster a positive safety culture in which all employees are fully aware of the SMS, encouraged to submits report that identify safety hazards, received ongoing information on safety issues, safety metrics, specific hazards existing in the workplace, and initiatives to address known safety issues.
fid
en
Safety communication is generally divided into two categories i.e. bottom up communication and top down communication.
C
on
Bottom up communication enable all personnel have the right to give a report of safety hazards, safety event, operational deficiencies or any other safety concerns to management by using Operational Hazard Report (OHR) or Air Safety Report (ASR) form or make e-Report via website and submit to CQSEM department. E-Report and 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.5 SAFETY PROMOTION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY TABLE OF CONTENT
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
26.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.3.7 LANDING GEAR FIRE ................................................................................... 6 EMERGENCY LANDING........................................................................................... 1 26.4.1 GENERAL...................................................................................................... 1
en
26.4.2 PREPARATION OF THE AIRCRAFT............................................................. 1
fid
26.4.3 COMMUNICATIONS ..................................................................................... 1
on
26.4.4 EMERGENCY LANDING ON LAND .............................................................. 3
C
26.4.5 EMERGENCY LANDING AT SEA (DITCHING) ............................................. 4 26.4.6 EMERGENCY LANDING ON SNOW OR ICE ................................................ 6 26.5
SURVIVAL ................................................................................................................ 1 26.5.1 GENERAL...................................................................................................... 1 26.5.2 SURVIVAL IN DESERT AREAS .................................................................... 2 26.5.3 SURVIVAL AT SEA ....................................................................................... 2 26.5.4 SURVIVAL IN ARCTIC REGIONS ................................................................. 3 26.5.5 SURVIVAL IN JUNGLE REGIONS ................................................................ 4 26.5.6 SIGNALS ....................................................................................................... 6
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
26. EMERGENCY
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
26. EMERGENCY 26.1 INTRODUCTION
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is therefore necessary to frequently re-read and study all material describing the emergency actions. As emergency situations requiring immediate action may develop at any time, crew members must be mentally prepared for immediate action.
en
The emergency checklist should be readily at hand for each member of the active cockpit crew.
fid
Policies, Procedures and Task Sharing for Passenger Evacuations
C
on
Under emergency situation where passenger evacuation is required, all crewmembers shall strictly follow the evacuation procedures as described in OM-B2 chapter 10 and 11. END 0F 26.1
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
26. EMERGENCY
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.1 INTRODUCTION
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.2 EMERGENCY PROCEDURES
26.2
EMERGENCY PROCEDURES
26.2.1 GENERAL The following procedures shall be applicable to all Garuda Indonesia stations and shall be applied to the fullest extent possible. The various circumstances surrounding each emergency preclude the establishment of exact detailed procedures covering every conceivable situation. The procedures outlined below meet the minimum requirements and operations officers or station personnel must therefore use their best judgment in handling those aspects of emergencies, not foreseen in these procedures. If in doubt, as to the extent of an emergency, operations officers or station personnel responsible for handling the emergency shall endeavor to obtain information from the PIC or alternately inquire whether the PIC wants an emergency to be declared. Information concerning an emergency shall only be given to Garuda Indonesia officials and agencies, directly concerned with such emergency.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Pilot in Command or Garuda station personnel shall send a written report of any deviation those jeopardizing the safety to the DGCA or relevant Authority via Corporate Quality, Safety & Environment Management (DV) within 10 days after the date of the occurrence.
en
26.2.2 EMERGENCY PHASES In the application of alerting service, 3 emergency phases are distinguished by ICAO.
on
fid
The phases have been established for the notification of rescue coordination centers, by air traffic service units, immediately an aircraft is considered to be in a state of emergency.
C
Without prejudice to the prerogatives of the air traffic services or search and rescue services, the following company emergency phases shall be declared as applicable.
COMPANY UNCERTAINTY PHASE Except when reasonable certainty exist as to the safety of the aircraft and its occupants, a company uncertainty phase shall be declared immediately when: - no communication has been received from a Garuda Indonesia aircraft within a period of 30 minutes after the time a scheduled report should have been received, or when - A Garuda Indonesia aircraft fails to arrive within 30 minutes of the estimated time of arrival last reported or calculated by the operations officer, whichever is the later. A company uncertainty phase shall further be declared, if for any other reason uncertainty exists with regard to the safety of the aircraft.
COMPANY ALERT PHASE Except when reasonable indications exist that would allay apprehension as to the safety of the aircraft and its occupants a company alert phase shall be declared immediately when:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.2 EMERGENCY PROCEDURES -
Following the company uncertainty phase subsequent communication checks have failed to reveal any news of the Garuda Indonesia aircraft, or when A Garuda Indonesia aircraft has been cleared to land and fails to land within 5 minutes of the estimated time of landing and communication has not been reestablished with the aircraft, or A departing Garuda Indonesia aircraft fails to report within 10 minutes after takeoff and communication has not been re-established with the aircraft, or Information has been received which indicates that the operating efficiency of a Garuda Indonesia aircraft has been impaired, but not to the extent that a forced landing is likely.
Offices equipped with VHF monitor receiver(s) shall make full use of this facility with regard to the above. If a VHF receiver is not available or if the proper frequencies cannot be monitored, a check with the appropriate air traffic service unit shall be made, 15 minutes after a Garuda Indonesia aircraft leaves the blocks, unless local arrangements have been made with such units, which render this Practice superfluous.
-
-
C
on
-
Following the company alert phase, the absence of news from widespread communication checks under the circumstances points to the probability that a Garuda Indonesia aircraft is in distress, or The fuel on board is considered to be exhausted, or to be insufficient to enable the Garuda Indonesia aircraft to make a safe landing, or Information is received which indicates, that the operating efficiency of a Garuda Indonesia aircraft has been impaired to the extent that a forced landing is likely, or Information is received or it is reasonably certain, that a Garuda Indonesia aircraft is about to make or has made a forced landing.
en
-
tia Y F 20 os or l C 19 fir op a -0 / y 206
COMPANY DISTRESS PHASE Except when there is certainty that the aircraft and its occupants are not threatened by grave and imminent danger, and do not require immediate assistance, a company distress phase shall be declared immediately when:
fid
26.2.3 PROCEDURES DURING EMERGENCY PHASES The following is intended to provide crewmembers some insight in the actions taken by the ground organization.
COMPANY UNCERTAINTY PHASE - Contact ATC and ensure that the rescue coordination center and communication station are notified. - Endeavor to advise the aircraft, by blind or normal transmission that the uncertainty phase has been declared, and supply pertinent advice and information regarding weather, rerouting, actions to be taken etc. - Determine present and next positions of the aircraft and the fuel endurance limit. - Maintain liaison with all agencies which may render assistance. - Notify all concerned when the uncertainty phase is canceled or declare the company ALERT PHASE if the emergency continues.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.2 EMERGENCY PROCEDURES COMPANY ALERT PHASE - Inform ATC, rescue coordination center and communication station of the changed situation. - Ensure that ATC and rescue coordination center have the following information at their disposal : Flight plan Particulars last position report Endurance of time at last position Number of persons on board Any other pertinent information. -
COMPANY DISTRESS PHASE - Inform ATC, rescue coordination center and communication station of the changed situation. - Inform Garuda Indonesia Flight Following - Request possible assistance of other aircraft in vicinity - If applicable arrange for crash equipment to standby at the airport where the aircraft is expected to land - Continue to coordinate all emergency activities notify all concerned when the distress phase is canceled.
C
on
fid
en
Endeavor to advise the aircraft, by blind or normal transmission that the uncertainty phase has been declared, and supply pertinent advice and information regarding weather, rerouting, actions to be taken, etc. Maintain liaison with all agencies which may render assistance. Notify all concerned when the uncertainty phase is canceled or declare the company distress phase if the emergency continues.
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 26.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
26. EMERGENCY
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.2 EMERGENCY PROCEDURES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
26.3
AIRCRAFT EMERGENCIES
26.3.1 COMMUNICATIONS 01. COMMUNICATIONS BETWEEN CREWMEMBERS In any conditions (normal or emergency) the communication between crewmembers shall be established.
Cockpit to Cabin: Use PA as primary means,“FA-1 REPORT TO COCKPIT”, alternatively use at least 6 chimes of attendant call to signal FA-1 that requires immediate come to cockpit;
Cabin to Cockpit Conditions that require flight attendant to pass urgent information to flight crewmember, refer OM-A Chapter 16.5.1. Use standard communication for cockpit door locking system when visit to the cockpit is required see OM-B2 chapter 2.3.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight crewmember and flight attendant shall use the communication protocol as described in OM-B2 chapter 2.3, and where emergency landing is involved, the flight crewmember shall announce primarily via PA on the following: EMERGENCY STATION, when landing is imminent approximately 2-3 minutes before touch down BRACE FOR IMPACT when approximately 30 seconds to impact, alternative method by flashing FASTEN SEAT BELT / NO SMOKING SIGN. 02. INFORMATION OF AIR TRAFFIC SERVICES
on
fid
Certain emergencies, like fires that cannot be controlled, or severe structural damage, require that air traffic services be informed soonest.
C
This information shall be transmitted on the frequency that is being used at the time or 121.5 MHz. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
26.3.2 ELECTRICAL FAILURE 01. INDICATIONS OF ELECTRICAL FAILURE The indications of an electrical failure usually consist of smoke, smell of fire, smoldering insulation material or fire. The VOLT and AMMETERS also give indications of malfunctioning of electrical equipment. 02. ACTION TO BE TAKEN IN CASE OF ELECTRICAL FAILURE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following action should be taken in case of electrical failure: Generators and battery switches shall immediately be switched off and emergency power switched on. If the failure is accompanied by smoke or fire, the oxygen system and oxygen masks shall be ready to be used anytime. The first officer must immediately put on the oxygen mask, then the other flight crewmembers shall put on the oxygen masks if smoke or fire conditions makes the use of oxygen masks mandatory. When the electrical power is “off”, the circuit breakers must be checked to see if they show where the short circuit has occurred. All the circuit breakers must be pulled and thereafter the generator switches be switched on again one by one. After that the circuit breakers must be switched on again one by one, starting with the most important circuits and when doing that a careful watch shall be kept to see if the short circuit becomes evident. If the trouble spot cannot be traced, heavy consumers of electricity shall remain switched off. Note: Electrical fires are often accompanied by irritating smoke. Smoke removal procedures may have to be carried out before further action can be taken. The fire shall be put out using BCF / HALON extinguisher only. If BCF / HALON are used, oxygen masks must be used by all active crewmembers. Never use water to extinguish electrical fires 26.3.3 FIRE AND SMOKE 01. CAUSES OF FIRE AND SMOKE Fire and smoke can be caused by short circuits in the electrical system, by overheating of electric motors, by open fire and in the cargo. Therefore, fires can be expected in almost any part of the aircraft. The most probable cause of electrical fire is the radio equipment.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. ACTION TO BE TAKEN IN CASE OF FIRE The following actions have to be taken in case of fire: Small fires in the cockpit or in the cabin caused by e.g. cigarettes or matches can generally be extinguished with the water fire extinguisher (if available) or with a blanket. Never use water to extinguish a fire of or near an electrical system. Larger fires must be extinguished with the BCF / HALON fire extinguishers in combination with a blanket, if possible. The pressurization and air-conditioning systems cause a continuous fresh supply of oxygen, the cabin must therefore be depressurized in case of a large fire. This may make an emergency descent necessary and also the use of oxygen for the crewmembers. In case of large fire, the oxygen system shall be ready to use as not only the thin air at high altitudes makes the use of oxygen necessary, but also the smoke or vapor from the fire and the fact that the BCF / HALON used for the extinguishing of the fire is toxic. Most holds and compartments where a fire may break out have been fitted with a fire detection and extinguishing system. It is important to remember that cargo compartments must keep closed when on fire. This is due to: The fire extinguisher agent will be more effective and Opening the compartment would give fresh supply of oxygen to the fire.
C
on
fid
en
Note: The smoke generated by the fire will greatly assist in smoothen the fire. For that reason some cargo compartments having only very little supply of fresh air has not been fitted with a fire extinguishing system. 03. SMOKE AND FUMES REMOVAL Smoke and fire in the fuselage may be generated by fire, fuel, the hydraulic system or the superchargers. The following actions must be taken: The “NO SMOKING” sign must be switched on and the occupants of the aircraft shall stop smoking immediately. The flight crewmembers must use oxygen masks and aircraft must be depressurized. After depressurization, smoke and fumes removal procedures according to the FCOM/QRH must be carried out. Note: If necessary an emergency descent must be carried out. It should be remembered, that the smoke removal procedure is very effective, but also causes a large supply of fresh air.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
26.3.4 PRESSURIZATION FAILURE 01. PARTIAL LOSS If depressurization occurred at high altitude e.g. caused by failure of the pressurization system, follow the procedures in FCOM/QRH. When pressurization cannot be restored, a descent to a lower altitude and temporary use of oxygen masks may require. PIC shall notify to Flight Attendants and Passengers regarding the situations. Refer to OM-A Chapter 26.3.4-03. Doors/exits can also cause depressurization. Doors/exits that open inward may not cause problem, however, doors/exits opening outward constitute a danger if not fully closed and locked. If there is any doors/exits that appeared not fully closed: Stay away from that doors/exits; If necessary relocate passengers sitting in the vicinity. Do not try to close the gap – do not inspect the cause.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. TOTAL LOSS/EMERGENCY DESCENT If the pressurization failure is caused by duct rupture, severe leak of door or exit, the cabin pressure will be lost. Sudden loss of pressure may cause a dense mist in the cabin that will soon dissipate. A structural failure, particularly at high altitude, may be very dangerous.
C
on
fid
en
A loss of cabin pressure is a matter of immediate action. It is imperative that each crewmember immediately begin using oxygen. The flight crewmembers shall make Emergency Descent to a safe breathing altitude by following the appropriate procedure. Notify ATC, depend on local procedure, distress message (MAYDAY, MAYDAY, MAYDAY) may be used. However after restoration of safe altitude and distress no longer needed, cancel 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
03. PIC ANNOUNCEMENTS/NOTIFICATIONS The PIC shall notify FA and Passengers via PA regarding the situations: When cabin altitude increasing to 10000 feet or more : “FLIGHT ATTENDANT, AIRCRAFT DECOMPRESSION”
Pressurization under control: “FLIGHT ATTENDANT, RESUME NORMAL”
Emergency Descent: “EMERGENCY DESCENT, VACATE TOILET”
26.3.5 UNLOCKED LANDING GEAR In case a landing must be made with no definite indication as to whether the gear is locked, the following precautions shall be observed:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
The PIC must decide to what extent the emergency procedures shall be executed. When it is feared that one or more wheels are not fully down, the tower may be requested to give permission to make a low fly pass for a visual check by the tower controllers. It is not recommended to make a touch and go landing to check whether the wheels are down and locked. After landing no reverse must be used and the brakes must be used cautiously and sparingly. To keep the hydraulic pressure as high as possible, the flaps must be left down after landing, and engine rpm must kept at least 1.000 rpm after the aircraft has come to a stop until gear pins have been inserted. The Ground Engineer shall attempt to insert the gear pins. If he succeeds, taxiing to the apron is allowed, if not, engines shall be kept running and technical assistance must be called via the company channel. The engines may only be stopped after the necessary provisions have been made to prevent gear collapse.
C
26.3.6 LANDING WITH DEFECTIVE GEAR 01. LOW PASS FOR VISUAL CHECK In case of (suspected) troubles with tires or undercarriage it may be necessary to make a low pass for a visual check from the ground. It should be arranged with ATC and the ground services concerned that such a low pass be made over a runway. This has the advantage that the normal traffic pattern is not disturbed and that full use can be made of the available approach system(s). In case of darkness, observers on the ground could take advantage of the illuminating effect of the approach lights. For fast communication, the intermediary of a radio equipped ground vehicle could be used.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
02. USE OF FOAM STRIP
Policy In view of the limited effect of a foam strip, no firm requirements for its use are prescribed. The request for a foam strip is SCD and may be considered in case of a belly landing or a landing with retracted main gear. Objections resulting from operational considerations as stated below may be reason to omit such request. Operational Considerations Some considerations influencing the possible request for a foam strip are: The airport in question should preferably have more than one useable runway, not intersecting. Adequate equipment for foaming must be available. Laying a foam strip takes considerable time (one hour or more). After production of the foam strip, the applicable equipment must be refilled with foam before the landing may be executed. Strong wind will disperse the foam. In temperatures considerably below zero, the water in the foam will freeze. Moderate to heavy rain has the same effect as a foam strip, making a foam strip superfluous.
Effect of Foam Foam is a means of accumulating a large amount of water. It partly suppresses sparks resulting from metal friction, but has no extinguishing effect.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
The lubricating effect of foam is comparable with the properties of a wet runway.
C
Leaking fuel will spread under the foam carpet, diminishing, but not excluding the risk of a fire in the direct environment of the fuselage. 26.3.7 LANDING GEAR FIRE Overheating of the brake units may be caused by severe use of brakes. However, lightly dragging brakes during a lengthy taxi operation can cause an overheating just as serious. When a warning of a smoking brake is received after landing or while taxiing, it is not always possible to determine if a fire is present. To prevent an outbreak of flames and also extinguish small fires, it has to be remembered that proper air cooling procedures will probably avoid serious trouble and damage to the aircraft. Maneuver the aircraft off the runway in use and stop aircraft primarily with reverse power, using brakes as little as possible. Passenger may be disembarked by using exits on the side opposite to the fire. CO2, water or foam shall never be used as a fire extinguisher as it causes as a sudden cooling of the wheel assembly which is likely to be followed by a violent explosion of the wheel and tire. It is assumed that the explosion is caused by a sudden failure of the cast magnesium wheel under stress of the inflated tire. The sudden cooling Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 6
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
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).
END OF 26.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
OM – A
26. EMERGENCY
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.3 AIRCRAFT EMERGENCIES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
26.4
EMERGENCY LANDING
26.4.1 GENERAL Emergency landing can be divided into:
Anticipated landings, and Landings that take place without prior warning (usually crashes), or normal landings that develop into an emergency e.g. due to failing landing gear.
The procedures to be followed have been standardized as much as possible for all types of aircraft. It is of prime importance that each crewmember has a thorough knowledge of his/her own duties as well as of the duties of other crewmembers to be able to take over each task’s and, moreover, because a well instructed team working in close cooperation, will be able to obtain far better results. Furthermore, a smooth operating team, like a well-oiled gear, in the face of an emergency, instills confidence and consequently will not evoke panic easily on the part of the passengers. For psychological reasons the PIC or First Officer should give the first information about an impending emergency landing to the passengers. If this is not possible, the flight crewmember must inform the passengers regarding the emergency situation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
This should be done in a concise and discrete manner in order to avoid confusion and panic. Control of voice level and modulation play an important role in situations of this nature.
fid
en
THE INFORMATION MUST CONTAIN THE REAL FACTS
C
on
26.4.2 PREPARATION OF THE AIRCRAFT All loose objects in the aircraft constitute a grave hazard to the passengers must be stowed and secured. 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING 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) 2) 3) 4) 5)
Name of the station addressed (time and circumstances permitting); The identification of the aircraft; The nature of the distress condition; Intention of the Pilot in Command; 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;
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note 2: The station addressed will normally be that station communicating with the aircraft or in whose area of responsibility the aircraft is operating. When an emergency landing will be carried out on an airport or when the PIC expects that the landing cannot be carried out with the normal standards of safety, the tower of that airport should be notified prior to landing, indicating the nature of the trouble.
C
on
fid
en
The PIC may request the firefighting equipment to standby and should indicate which part of the landing run is considered to be critical so that the firefighting equipment can be positioned in the best location. Some airports will lay a foam path on the PIC’s request when a belly landing is to be made. 02. COMMUNICATION BETWEEN CREWMEMBERS Means of communication: -
Public Address System (PAS) Call (interphone) system Assigning of certain crew members for keeping verbal contact.
PUBLIC ADDRESS SYSTEM Except for first warnings and instructions explicitly meant for the crew the public address system may be very valuable as it provides direct, although only oneway communication. Especially when there is a little time for preparations, time consuming interruptions of the crewmembers carrying out their duties can be avoided by using the public address system. PAS is primary means (Normal Method) to be used for certain communication between cockpits to cabin. See OM-B2 Chapter 2.3 For instance: “FA-1 REPORT TO COCKPIT”; the commands “EMERGENCY STATIONS” and “BRACE FOR IMPACT”.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
CALL (INTERPHONE) SYSTEM (Alternate Method) If PAS is unserviceable use attendant call by a series of at least 6 chimes at short intervals as alternate method to call FA. The FA-1 must proceed to cockpit or pick up the nearest handset immediately. While preparing for an emergency landing the call system can be used, if followed either by personal contact or contact by interphone, whichever is the quickest way, for instructions especially meant for the crewmembers.
26.4.4 EMERGENCY LANDING ON LAND 01. CHOICE OF LANDING AREA If possible, the emergency landing should be carried out on an airport on the runway. At some airports a foam path cab be laid on the runway. A belly landing can be carried out on any flat piece of ground and if possible, a spot should be selected within easy reach of help.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If the PIC has the choice of a landing on rough terrain or on calm water near the coast, the latter possibility is preferable, provided sufficient life-saving equipment is on board.
fid
en
02. EXECUTION OF THE LANDING When the landing spot has been selected that landing should be carried out in such a way, that the associated risks are kept down to the minimum.
on
It should be remembered, that any engine power that is available will assist in enabling the PIC to touch down at the exact spot that has been selected.
C
As a landing with the gear down on unprepared terrain is far more risky than with the gear up, the gear must be left retracted. If possible the landing should be made into the wind and approach be carried out in a standard manner, be it that the power settings are of course different. Full flaps should be selected when the landing is assured. The landing speed should be as low as possible but adequate to avoid inadvertent heavy touch down. Just before touch down the PIC must brief the first officer to carry out necessary actions, to keep the highest level of safety performance, timely after the command. Every passenger must remain seated until the aircraft has come to a full stop. Immediately after the aircraft has come to rest the command “EVACUATEEVACUATE” shall be given. Note:
Deceleration after touch down will be severe. On flat terrain the aircraft will need a considerable distance to come to rest.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
03. EVACUATION OF THE AIRCRAFT When the command “EVACUATE-EVACUATE” has been given by the Pilot in Command or, in the case of unexpected landings, by FA-1, or when the aircraft has come to rest, all occupants shall leave the aircraft as quickly as possible and in an orderly manner. Crewmembers present in the cabin shall direct the evacuation procedure. In general, all the available exits shall be used as well as the assisting means e.g. Ropes, evacuation chutes etc. All occupants must leave the direct vicinity of the aircraft and be collected some distance away from it. No one shall be allowed to re-enter the aircraft until sometime it has become quite clear, that there is no danger of fire or explosion. Wounded and disable occupants shall be assisted by the unhurt, but this must not delay the evacuation process. The PIC is the last to leave the aircraft after having checked that everyone has escaped.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Do not allow smoking or the use of matches and lighters. 26.4.5 EMERGENCY LANDING AT SEA (DITCHING)
C
on
fid
en
01. ACTION BEFORE DITCHING Transmit distress message and contact any station which could offer assistance, such as other aircraft or ocean vessels, etc. Select ditching area, if possible near ocean station vessels or other ship, and away from adverse weather. Give a very thorough briefing to the cabin staff. Dump fuel to decrease weight and improve buoyancy. Stow or secure all loose equipment. Consult the FCOM for details peculiar to particular aircraft type. Note: Ocean station vessels (ODV) can be of great assistance to ditching aircraft. They can assist in:
Providing position of other ships, Supplying weather reports including QNH, Indicating the swell direction and thus ditching heading, Providing radio and radar direction-finding and fixing, Laying a flare path at night, Launching smoke floats to indicate wind direction, Endeavoring to smoothen the sea by steaming in circles or laying foam, Offering immediate post-ditching assistance (e.g. rescue boats, medical assistance, etc.).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
02. EXECUTION OF THE DITCHING a) LANDING DIRECTION The approach and landing heading should be so adjusted that the aircraft tracks parallel to the swell. Which of the 2 (two) suitable directions (180° apart) is chosen, will depend upon secondary factors, such as wind directions, position of the sun, secondary swell etc. Using this technique cross-wind up to 50 knots id considered acceptable. Note: Estimating swell direction may be made difficult by sensory illusion. When flying parallel to the swell looking out to the left forward indicates swell from that direction. While on the right hand side a swell from right forward direction can be observed. However, in between these 2 (two) directions, there does not seem to be swell at all. This is the direction parallel to the swell. This direction should be put on the heading selector of the compass.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Wind of more than 50 knots, wave motion becomes difficult to assess (at such wind speeds swell will have disappeared) and the possibility of a lower touch down speed assumes more important. In these conditions the landing heading has to be adjusted towards the winds, remembering that up to 50 knots crosswind component may be accepted. Using this technique, a track can be maintained so that the number of waves per time unit crossing it can be lower than when tracking directly into wind, so improving the landing path.
en
However, if these stormy winds produce a well-defined pattern of high waves, stick to the basic rule and land parallel to them.
C
on
fid
Do not select a landing heading against the sun, but at night land toward any lights or flames, being careful not to overshoot them. Land toward the moon if 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 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING 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.
03. EVACUATION OF THE AIRCRAFT Experience indicate that after ditching, an aircraft may be expected to remain afloat long enough to allow an orderly evacuation. Chances of survival, especially during winter, are considerably reduced if one boards a dinghy after first jumping to the water. Every attempt should be made to keep dry and dinghies should be boarded directly from the aircraft. Passengers must be told, before the ditching, from which exits they will be expected to leave the aircraft, which dinghy they should board, and the crew member who will be in charge in their dinghy.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The importance of not inflating the life-vest before evacuation should be stressed and the sitting attitude to be adopted just before impact should be demonstrated. Finally know your emergency procedures; apply them and exercise self-discipline. Above all keep morale high; your chances of survival are excellent. 26.4.6 EMERGENCY LANDING ON SNOW OR ICE
fid
on
Look for a smooth landing surface On the Greenland ice cap above 4.000 feet there are fewer crevasses than below that elevation Shelf ice (ice attached to the shore), is usually smooth and stationary. It is safe from mid-January to mid-April Bays and fjords when frozen over are frequently smooth and so is the shore of frozen river.
C
en
01. CHOICE OF LANDING AREA Factors to be considered when being faced with the necessity of making a landing in arctic regions are:
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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
26. EMERGENCY 26.5 SURVIVAL
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 factor to be dealt with. Shock makes people apathetic and makes them react slowly. When all occupants of the aircraft have been evacuated and collected at a safe distance, care must be taken of the wounded.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
The phase of survival really begins if no immediate help from outside is available. An important factor is the will to live.
C
on
The following is a list of factors that may have an important bearing on the question of “survival or death”: Survival Discipline and leadership
Disaster
Lack of discipline and leadership
Will to live
Fear of climate and unknown
Aggressiveness
Despair
Ingenuity
Lack of imagination
Survival training
Lack of proper training
Availability of equipment
Unavailability or unusable equipment
General knowledge
Ignorance of vital survival information
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.5 SURVIVAL
26.5.2 SURVIVAL IN DESERT AREAS 01. HAZARDS Lack of water and exposure to sun and heat are the big hazards to health in the desert. Up to 10% of dehydration causes no permanent ill effects. Dehydration is quickly cured by water. Exposure to the sun is the second desert ailment, therefore look for shade. Stay under cover as much as possible. Use sunburn ointment on any part of the body that is not covered with clothing. The heat may cause heat collapse, heat stroke, heat exhaustion or heat cramps. The intense sun glare makes it necessary to wear sun glasses or to protect your eyes. 02. WATER In the desert the water supply and shade are deciding factors on the survival time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Any activities that are not strictly necessary should be avoided to conserve body fluids. Try to restrict all necessary activities to the hours of darkness. The available water supply must be rationed unless plenty of water is available.
fid
en
Note: When resting in the shade a person can survive in a very hot climate for 2 to 5 days without water and in a moderately hot climate for 5 to 9 days.
C
on
26.5.3 SURVIVAL AT SEA After having boarded the dinghies, stay in the vicinity of the aircraft. The dinghies must be tied together with a long rope. Salvage useful floating equipment, food and liquids. Stow and secure all items. Check for inflation and leaks. Put up the canopy, if applicable, and inflate boarding station. Get the emergency radio into operation and prepare other signaling devices for instant use. Assign watchman for look-out and check of inflation and equipment. Ration food and water. A constant look-out shall be arranged and log be kept. Do not use alcoholic drinks as they increase dehydration. Remember that search and rescue parties are looking for you. It will be a matter of time before you are spotted and rescued. Note: Do not eat and drink the first 24 hours. Never drink plain seawater. In cold oceans the biggest problem is to stay dry and warm.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.5 SURVIVAL
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. 26.5.4 SURVIVAL IN ARCTIC REGIONS The following may serve as a guide for those who have to wait rescue after a forced landing in arctic conditions. The first thing to do is to leave the aircraft as soon as possible, evacuate first the emergency equipment, then the occupants and move some 100 meters upwind from the aircraft. The next problem comes from the cold. The passengers must be collected in the inflated dinghies on which the canopy is erected.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Injured persons should be treated inside the dinghy as soon as the dinghies have been inflated. The aircraft shall not be re-entered before it is absolutely certain, that no more fire hazard exists. All efforts must be directed at conserving heat. People not dressed in polar suits should not expose themselves unnecessarily to 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 intermittently. That the use of alcohol increases body temperature is a misconception. Alcohol should therefore not be taken in any form or amount. The emergency food rations available in the polar emergency kit contain a high fat percentage. Consuming fat food helps to remain warm and therefore extends the survival chances. The total quantity of polar emergency rations is based on : - maximum number of passengers plus 9 crewmembers - survival time of 6 days at minimum ration
C
The normal ration amounts to 2 packs (2.000 calories) per crew member and 1 pack (1.000 calories) per passenger per day in the winter, and per 1,5 day in the summer. The minimum ration amounts to 50% of the normal ration. The PIC must decide on the distribution of the rations, taking into account factors such as: total number of passengers expected time before search and rescue parties may be expected to arrive weather conditions possibility of dropping rations by rescue aircraft etc. It is advisable not to distribute any rations during the first 24 hours after the emergency landing if the considerations mentioned above have indicated that severe rationing is necessary. Except the dangers arising from the low temperature, snow blindness, shock, carbon monoxide poisoning are other problems to be faced. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
26. EMERGENCY 26.5 SURVIVAL
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. 26.5.5 SURVIVAL IN JUNGLE REGIONS Use the mnemonic device of "STOP", which stands for "Stop, Think, Observe, and Plan". Here is a list of what to do in jungle survival: 1. Find a source of drinking water. 2. Find or build a shelter before nightfall. 3. Fashion a weapon you can use for self-defense. 4. Wait to see if rescue arrives. 5. Find a source of food. 6. Travel in one direction during daylight hours. 1. Finding Water
Common Sources of Water: Rainfall:
en
-
tia Y F 20 os or l C 19 fir op a -0 / y 206
In contrast to the dry climate of the desert, the jungle is an abundant source of water. In many jungles, rainfall is common and can be used as a source of hydration.
Streams:
C
-
on
fid
The leaves in the jungle are large and can be used to collect rain water. Just funnel the large leaf into any water storage container and you will have sufficient water for later use. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
26. EMERGENCY 26.5 SURVIVAL The best way to trap animals while you are sleeping. Using a deadfall trap is an effective way to trap animals and you can set up many of them to increase your chances of catching more food. -
Fishing: Another source of protein in the jungle is fish. An effective way to catch them is through the use of a pronged fishing spear.
-
Eating Plants: Among the edible plants in the jungle, the safest to stick to are palms, bamboo, and common fruits. If you are unsure about whether a plant is poisonous or not, it's probably better to not eat it.
3. Build a Shelter
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
4. Traveling/Resting:
fid
en
Creating a "Lean-To" shelter: Step 1: Find a large branch and lean one end up onto a tree. Step 2: Place smaller branches at 45 degree angles along the length of the large branch. Step 3: Cover the entire structure with leaves and foliage.
C
on
Travel during the day, while sleeping at night.
The jungle presents the obstacle of numerous plants and trees blocking your path. 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. Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 5
OM – A
26. EMERGENCY 26.5 SURVIVAL -
Mosquitos & Dangerous Insects: Mosquitos in the jungle are known for spreading disease. Some of which are Malaria, Dengue, and Yellow Fever.
If you do not have repellent: -
Wear long sleeve shirts and pants. Rub mud on any exposed skin to avoid bites. Tie a shirt over your head and let it cascade down over your shoulders. Check your clothing and shoes before putting them on for spiders and other insects.
Parasites: There are many dangerous parasites in the jungle. Do not cross rivers more than knee deep unless absolutely necessary. 6. Getting Rescued It's difficult to rely on rescue when you are in the jungle due to the natural canopy of trees covering the ground surface below.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Regularly visit crash site to see if rescue arrives.
en
26.5.6 SIGNALS Rescue is largely dependent on the effort and ingenuity in surviving until the rescuers have arrived.
on
fid
However, you must be spotted by the rescuers first. It is therefore mandatory that you ease the task of spotting the place where you are.
C
There are many ways of attracting attention of the search parties. Try to put as many into operation as possible. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
26. EMERGENCY 26.5 SURVIVAL
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:
C
on
fid
en
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. Make every effort to attract attention by other means such as radio, flares, smoke or reflected light.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
26. EMERGENCY 26.5 SURVIVAL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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, by rocking the wings of the aircraft.
en
When a ground signal has been displayed and is not understood, the survivors or ground search party shall be so informed by direct message except that, if that course is not practicable, failure to rock the wings will indicate that the message is not understood.
C
on
fid
06. SEA MARKERS At sea use the sea marker only at daytime and only when the aircraft is being heard or sighted. END OF 26.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121
This appendix is introduced to further highlight to DGCA the relevant sections and paragraphs of this manual answering CASR 121 amendment 11 requirements relative to flight operations. CASR Checklist Title SUBPART A – GENERAL 121.0 Regulatory Reference 121.1 [Reserved] 121.3 Applicability
OM Cross Ref. OM-A Chapter 0-0
Certification Requirements: General [Reserved] Leasing of Aircraft [Reserved] [Reserved] Rules Applicable to Operations in a Foreign Country 121.13 [Reserved] 121.15 Carriage of Narcotic Drugs, Marihuana, and Depressant or Stimulant Drugs or Substances SUBPART B – CERTIFICATION RULES 121.21 Applicability 121.23 [Reserved] 121.25 Contents of an Air Operator Certificate 121.26 Application for Air Carrier Operator Certificates 121.27 Issue of an Air Operator Certificate 121.29 Duration of Validity and surrender of Air Operator certificate and Operations Specifications 121.31 Recency of Operation 121.32a Suspension and Revocation of Air Operator Certificate or Operating Certificate of a Certificate Holder which does not Conduct Operations for which It Holds Authority for More Than a Specified Time 121.32b Renewal of Validity of Air Operator Certificate 121.33-37 [Reserved] 121.39 Sources of Aeronautical Products 121.59 Management Personnel Required
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.4 121.5 121.6 121.7 121.9 121.11
121.61
Minimum Personnel
Qualifications
of
OM-A Chapter 2.1 ACL A1 OM-A Chapter 2.1 OM-A Chapter 2.1.4 OM-A Chapter 2.1.5 OM-A Chapter 2.1.6
AOC 121-001 N/A AOC Regulatory (OM-A 2.1) Regulatory Regulatory
OM-A Chapter 2.1-01
CMM OM-A Chapter 3.2;3.4 HCM, ACL A6 Management OM-A Chapter 3.2.2– 3.2.7; OM-A 3.4 OM-A Chapter 2.2 para 2
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121
CASR 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 Operations Specifications 121.75 Contents of the Operations Specifications 121.77 Amendment of Certificate 121.79 Amendment of Operations Specifications 121.81 Inspection Authority 121.83 Change of Address SUBPART E – APPROVAL OF ROUTES 121.91 Applicability 121.93 Route Requirements: General 121.95 Route Width 121.97 Airports: Required Data
OM Cross Ref.
OM-A Chapter 2.1-01 ACL A,B,C,D,E OM-A Chapter 2.1-01.a N/A OM-A Chapter 0.1.4 OM-A Chapter 0.1.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM-A Chapter 9.2.3 OM-A Chapter 9.2.3 OM-A Chapter 9.2.1 (B) OM-A Chapter 9.2.4; 9.2.5; 9.2.6; 9.2.8 121.99 Communication Facilities: Flag, Domestic and OM-A Chapter 11.2-06; Supplemental Air Carriers OM-A Chapter 12.5.5-08 OM-A Chapter 12.6.9 121.101 Weather Reporting Facilities OM-A Chapter 9.5.1 121.103 En-route Navigational Facilities OM-A Chapter 9.2.3 OM-A Chapter 12.4.2 D (2) 121.105 Servicing and Maintenance Facilities ACL Part D; CMM 121.106 ETOPS Alternate Airport: Rescue and Fire OM-A Chapter 9.2.5 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 (01Supplemental Air Carriers 02) 121.127 Flight Following System Requirements: Flag, OM-A Chapter 4.3.3 (01Domestic 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
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 2
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.139 121.141
Title Requirement for Manual aboard Aircraft: Supplemental Air Carriers Airplane Flight Manual
121.143 Standard Operating Procedures SUBPART H – AIRCRAFT REQUIREMENTS 121.151 Applicability 121.153 Aircraft requirements: General
Operation of Foreign Registered Aircraft Aircraft Certification and Equipment Requirements 121.159 Single Engine Airplanes Prohibited 121.161 Airplane Limitations: Type of Route 121.162 ETOPS Type Design Approval Basis 121.163 Aircraft Proving Test 121.165 Empty Weight and Center of Gravity: Currency Requirement SUBPART I – AIRPLANE PERFORMANCE OPERATING LIMITATIONS 121.171 Applicability 121.173 General 121.175 Aeroplanes Takeoff Performance Limitations
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.155 121.157
Takeoff Obstacle Clearance Limitations
121.179 121.181
En-route Limitations Landing Limitations
121.183 121.185
Destination Alternate Aerodrome Airplanes: Reciprocating Engine Powered: Landing Limitations: Destination Airport Airplanes: Reciprocating Engine Powered: Landing Limitations: Alternate Airport Airplanes: Turbine Engine Powered: Takeoff Limitations Airplane: Turbine Engine Powered: En-route Limitations: One Engine Inoperative Airplanes: Turbine Engine Powered: En-route Limitations: Two Engines Inoperative Airplanes: Turbine Engine Powered: Landing Limitations: Destination Airports
121.187 121.189 121.191 121.193 121.195
C
121.177
OM Cross Ref. OM-A Chapter 2.2.1 OM-A Chapter 2.2.6;2.2.1;2.2.5.1 OM-A Chapter 2.2.5.3 OM-A Chapter 2.2.6; OM-A Chapter 2.2.7; OM-A Chapter 9.1; OM-A Chapter 2.2.4 OM-A Chapter 2.1.8 N/A OM-A Chapter 12.6.1 OM-A Chapter 12.6.1 OM-A Chapter 19.2.3 CMM
OM-A Chapter 2.2.5.1; OM-A Chapter 9.1; FRG; FCOM/AOM; FPPM OM-A Chapter 2.2.5.1; 9.1 FRG; FCOM/AOM; FPPM N/A OM-A Chapter 9.2.1-03; 11.5.4-10; OM-B1 1.2 OM-A Chapter 9.3.1 N/A N/A OM-B1 OM-B1 N/A OM-A Ch. 11.5.4-10; OMB1
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 3
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.197 121.198 121.199 121.201 121.203 121.205 121.207
Title Airplanes: Turbine Engine Powered: Landing Limitations: Alternate Airports [Reserved] [Reserved] [Reserved] [Reserved] [Reserved] [Reserved]
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
SUBPART J – SPECIAL AIRWORTHINESS REQUIREMENTS 121.211 Applicability 121.213 [Reserved] 121.215 Cabin Interiors 121.217 Internal Doors 121.219 Ventilation 121.221 Fire Precautions 121.223 Proof of Compliance with Section 121.221 121.225 Propeller Deicing Fluid 121.227 Pressure Cross Feed Arrangements 121.229 Location of Fuel Tanks 121.231 Fuel System Lines and Fittings 121.233 Fuel Lines and Fittings in Designated Fire Zones 121.235 Fuel Valves 121.237 Oil Lines and Fittings in Designated Fire Zones 121.239 Oil Valves 121.241 Oil System Drains 121.243 Engine Breather Lines 121.245 Fire Walls 121.247 Firewall Construction 121.249 Cowling 121.251 Engine Accessory Section Diaphragm 121.253 Powerplant Fire Protection 121.255 Flammable Fluids 121.257 Shutoff Means 121.259 Lines and Fittings 121.261 Vent and Drain Lines 121.263 Fire Extinguishing Systems 121.265 Fire Extinguishing Agents 121.267 121.269 121.271 121.273
Extinguishing Agent Container Pressure Relief Extinguishing Agent Container Compartment Temperature Fire Extinguishing System Materials Fire Detector Systems
OM Cross Ref. OM-A Ch. 11.5.4-10; FOOM
By TC N/A By TC By TC N/A By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC OM-B2 Chapter 10.9.2; 10.9.3; 4.1 By TC By TC By TC By TC
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 4
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.275 121.277 121.279 121.281 121.283 121.285 121.287 121.289 121.291 121.293 121.295
Title
Fire Detectors Protection of Other Airplane Components Against Fire Control of Engine Rotation Fuel System Independence Induction System Ice Prevention [Reserved] Carriage of Cargo in Cargo Compartments Landing Gear: Aural Warning Device Demonstration of Emergency Evacuation Procedures [Reserved] Location for a Suspect Device
121.312 121.313 121.314 121.315
on
fid
en
Engine Instruments Lavatory Fire Protection Emergency Equipment Additional Emergency Equipment Seats, Safety Belts, Shoulder Harnesses, and Child Restraint Systems Materials for Compartment Interiors Miscellaneous Equipment Cargo and Baggage Compartments Cockpit Check Procedure
C
121.307 121.308 121.309 121.310 121.311
tia Y F 20 os or l C 19 fir op a -0 / y 206
SUBPART K – INSTRUMENT AND EQUIPMENT REQUIREMENTS 121.301 Applicability 121.303 Airplanes Instruments and Equipment 121.305 Flight and Navigational Equipment 121.306 Portable Electronic Devices
121.316 121.317
Fuel Tanks Passenger Information Requirements and Smoking Prohibitions
121.318 121.319 121.321 121.323
Public Address System Crewmember Interphone System [Reserved] Instruments and Equipment for Operations at Night Instruments and Equipment for Operating under IFR Supplemental Oxygen: Reciprocating Engine Powered Airplanes
121.325 121.327
OM Cross Ref. By TC By TC By TC By TC By TC By TC By TC OM-A Chapter 16.1 OM-A Chapter 22.3.1C(2) OM-B2 Chapter 6.5
By TC By TC OM-A Chapter 11.1.18; OM-B2 Chapter 2.1.10 By TC By TC OM-A Ch. 16.3.2; By TC By TC By TC By TC By TC By TC OM-A Chapter 11.1.4; 2.2.5.3; 2.2.6 By TC OM-A Chapter 16.5.5 OM-B2 Chapter 2.1.20; 7.1.1.g; 7.1.7.g; 2.1.18.a; 2.1.21; 2.1.9.a OM-B2 Chapter 7 OM-B2 Chapter 7 MEL MEL N/A
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 5
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
121.339
Aircraft Overwater Operations
121.340 121.341 121.342 121.343
[Reserved] Equipment for Operation in Icing Conditions Pitot Heat Indication Systems Flight Recorders
121.344 121.344a 121.345 121.347 121.349
[Reserved] [Reserved] Radio Equipment Communication Equipment Navigation Equipment
121.351
Communication and Navigation Equipment for Extended Over-Water Operations and for Certain Other Operations Low-Altitude Wind shear System Equipment Requirements Emergency Equipment for Operations over Uninhabited Terrain Areas: Flag, Domestic and Supplemental Operators Terrain Awareness and Warning System Equipment for Operations on Which Specialized Means of Navigation Are Used Collision avoidance system Airborne Weather Radar Equipment Requirements Global Positioning System (GPS) [Reserved] [Reserved]
121.352 121.353 121.354 121.355 121.356 121.357 121.358 121.359 121.360
en
fid
121.333
on
121.331
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.335 121.337
Title Supplemental Oxygen for Sustenance: Turbine engine Powered Airplanes Supplemental Oxygen Requirement for Pressurized Cabin Airplanes: Reciprocating Engine Powered Airplanes Supplemental Oxygen for Emergency Descent and for First Aid; Turbine Engine Powered Airplanes with Pressurized Cabins Oxygen Equipment Standards Protective Breathing Equipment
C
Checklist 121.329
OM Cross Ref. OM-A Chapter 20.3 N/A OM-A Chapter 20.4; OM-B2 Chapter 7; 4.2.1 OM-A Chapter 8.4 OM-A Chapter 20.4-c, OM-A Chapter 16.3.2-f OM-B2 Chapter 4.1.94.1.13 OM-B2 Chapter 7 OM-A Chapter 16.3.2; OM-B2 Chapter 2.1.9 c By TC By TC OM-A Chapter 11.1.17; By TC 11.2-04; By TC OM-A Chapter 11.2-06 OM-A Chapter 11.4.1; 12.4.4 OM-A Chapter 12.4.4.3 (A); 12.6.8 OM-A Chapter 12.3-E OM-A Chapter 16.3.2; OM-B2 Chapter 4.5.3; OM-B2 Chapter 7 OM-A Chapter 12.3-D OM-A Chapter 12.3-H OM-A Chapter 12.3-A OM-A Chapter 12.3-C OM-A Chapter 12.3-J
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 6
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 OM Cross Ref.
CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CASR Checklist Title SUBPART L – MAINTENANCE, PREVENTIVE MAINTENANCE AND ALTERATIONS 121.361 Applicability 121.363 Responsibility for Airworthiness 121.365 Maintenance, Preventive Maintenance, and Alteration Organization 121.367 Maintenance Program 121.369 Company Maintenance Manual Requirements 121.371 Required Inspection and Appropriate Personnel 121.373 Continuing Analysis and Surveillance 121.374 Continuous Airworthiness Maintenance Program (CAMP) for Two-Engine ETOPS 121.375 Maintenance and Preventive Maintenance Training Program 121.377 Maintenance and Preventive Maintenance Personnel Duty Time Limitations 121.378 Certificate Requirements 121.379 Authority to Perform and Approve Maintenance, Preventive Maintenance, and Alterations 121.380 Maintenance Recording Requirements 121.380a Transfer of Maintenance Records SUBPART M – AIRMAN AND CREWMEMBER REQUIREMENTS 121.381 Applicability 121.383 Airman: Limitations on Use of Services 121.385 Composition of Flight Crew 121.387 Flight Engineer 121.389 Flight Navigator and Specialized Navigation Equipment 121.391 Flight Attendants 121.393 121.395 121.397
[Reserved] Flight Operations Officer: Domestic and Flag Air Carriers Emergency and Emergency Evacuation Duties
SUBPART N - TRAINING PROGRAM 121.400 Applicability and Terms Used
OM-A Chapter 5.3 OM-A Chapter 5.4 N/A N/A OM-A Chapter 5.4-08; OM-A Chapter 16.5.3; ACL A3 OM-A Chapter 6.3-01 OM-A Chapter 26.1; OM-A Chapter 5.4-07; OM-B2 Chapter 7; 10; 11 OM-A Chapter 6 OM-D1 2.2.2 01 initial new hire; 2.2.3 04 upgrade training; 2.2.2 07 differences training (a)OM-A 6.1.1 (c)OM-A 6.4.1.1
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 7
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR Title Training Program: General
121.403
Training Program: Curriculum
121.404
Training Program: Specific Requirements
121.405
Training Program and Revision: Initial and Final Approval
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Checklist 121.401
OM Cross Ref. 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) 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 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 (d)DG 4.7.5 ;4.2.8 05 (e)emergency 4.7.10 (f)aircraft surface contamination training 4.2.11 (g)cat II/III 4.2.19 02;4.3.9 02 (h)ETOPS 4.2.19 05 (i)pbn 4.2.19 04 (j)CFIT 4.2.19 11 (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 OM-D1 Chapter 2.3.2 0203; OM-D1 2.3.3 – 02; OM-D1 2.3.4 – 01; OMD1 2.3.4 – 03 (744); OMD1 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
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 8
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.407 121.409
Title Training Program: Approval of Airplane Simulators and other Training Devices Training Courses Using Airplane Simulators and other Training Devices
Qualifications: Flight Instructors (Airplane) and Flight Instructors (Simulator)
121.412 121.413
Qualifications: Instructors for Flight Operations Officer and Flight Attendants Initial and Transition Training and Checking Requirements: Flight Instructors (Airplane), Flight Instructors (Simulator)
121.415 121.417
[Reserved] Crewmember Emergency Training
121.418
Differences Training: Crewmembers and Flight Operations Officers
121.419 121.427
[Reserved]
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.411
OM Cross Ref. 2.3.4 – 09 (ATR72); OMD1 2.3.3 – 02 OM-D1 Chapter 2.3.3-02 (a) OM-D1 2.3.3 – 06.a (b.1) OM-D1 3.1.1 – 10 (b.2) 4.1.1 (b.3)6.1.1-03 i ;ii. 4.3.004;iii (b.4) 4.3.0-01 & 4.3.1-04 OM-A 6.4.1.6 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 Instructor) OM-D1 5.3.1 (Check Airman) OM-A Chapter 6.4.1 OM-A Chapter 6.4.1 (a.1)5.2-03 OM-A 6.4.1.6 c (c) OM-D1 5.2.1 – 05 OM-D1 5.2.2 – 04.C (c.5)1.5.2 (06-07) 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 OM-D1 Chapter 2.2; 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
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 9
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.429
Recurrent Training
Title
tia Y F 20 os or l C 19 fir op a -0 / y 206
SUBPART O – CREWMEMBER QUALIFICATIONS 121.431 Applicability General Training Required
121.434
Operating Experience, Operating Cycles, and Consolidation of Knowledge and Skills [Reserved] Pilot Qualification: Certificates Required Pilot Operating Limitations and Pairing Requirements
fid
on
C
121.435 121.437 121.438
en
121.432 121.433
121.439 121.440
Pilot Qualification: Recent Experience Line Checks
121.441
Proficiency and Competency Checks
121.443
121.447
Pilot in Command Qualification: Route and Airports Pilot in Command Airport Qualification: Special Areas and Airports Flight Attendant Qualifications
121.453 121.455 121.457 121.458
Flight Engineer Qualifications [Reserved] [Reserved] [Reserved]
121.445
OM Cross Ref. 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); OMD3 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 OM-A Chapter 6.4.3.2; OM-D1 OM-A Chapter 5.4-03 OM-A Chapter 6.1; OM-D1 Chapter 4.6.6 OM-A Chapter 6.5.3; OM D1 4.5.1 01;4.5.1 04 OM-A Chapter 5.1 (b) OM-A Chapter 6.5.2; 6.4.3.6; OM-D1 Chapter 4.5.1-04 OM-A Chapter 6.5.2 OM-A Chapter 6.5.3 OM-D1 Chapter 4.6.5 OM-A Chapter 6.4.4.1; OM-D1 Chapter 2.3.3-2 OM-D1 Chapter 4.11.1-3 OM-A Chapter 6.5.4 OM-D1 Chapter 4.5.2 OM-A Chapter 6.5.4 (b) OM D1 4.5.2; 4.1.1 OM-A Chapter A 6.2 OM-B2 Chapter 1.2.2 N/A
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 10
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CASR 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 121.465 Duty Time Limitations: Domestic and Flag Air Carriers 121.467 Flight Attendant Duty Period Limitations and 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 121.471 Flight Time Limitations and Rest Requirements: All Crewmembers 121.472 Duty Time Limitations: All Crewmembers 121.475 Crewmembers on Reserve Flight Time Limitations and Rest Requirements: Two Pilot Crews 121.483 Flight Time Limitations: Two Pilots and One Additional Flight Crewmember 121.485 Flight Time limitations: Three or more Pilots and an Additional Flight Crewmember 121.489 Flight Time Limitations: Other Commercial Flying 121.493 Flight Time Limitations: Flight Engineers and Flight Navigators 121.495 Flight time limitations: Deadhead transportation: airplanes SUBPART R – CABIN SAFETY 121.500 Applicability 121.501 Compliance with Briefings or Safety Instructions and Carriage of Weapons 121.502 Crewmember Requirements at Stops where Passengers Remain on Board 121.503 Briefing Passengers before Takeoff 121.504 Briefing Passengers: Extended Overwater Operations 121.505 Stowage of Food, Beverage, and Passenger Service Equipment during Airplane Movement on the Surface, Takeoff, and Landing
C
on
fid
121.481
OM Cross Ref.
OM-A Chapter 6.3 OM-A Chapter 6.3 OM-A Chapter 7.2.7
OM-A Chapter 7.2.2 OM-A Chapter 7.2.3 OM-A Chapter 7.1; OM-A Chapter 7.7.1 OM-A Chapter 7.2.4 OM-A Chapter 7.2.5 OM-A Chapter 7.2.6 OM-A Chapter 7.2.8 N/A OM-A Chapter 7.2.9
OM-A Chapter 16.5.3 OM-A Chapter 17.2.3 OM-A Chapter 17.2.3
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 11
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.507
Title Retention of Items of Mass in Passenger and Crew Compartments 121.509 Carry-on Baggage 121.511 Carriage of Cargo in Passenger Compartments 121.513 Refuelling with Passengers on Board 121.515 [Reserved] 121.517 Alcoholic Beverages 121.519 [Reserved] 121.521 [Reserved] 121.523 Emergency and Emergency Evacuation Duties SUBPART S – [Reserved] SUBPART T – FLIGHT OPERATIONS 121.531 Applicability 121.533 Responsibility for Operational Control
121.549
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.548
fid
121.542 121.543 121.545 121.547
on
121.537 121.538 121.539 121.541
Medical Examination for Pilots, Cabin Crews, and Engineers before Performing Their Duties Alcohol or Drugs Airplane Security Operations Notices Operations Schedules: Domestic and Flag Air Carriers Flight Crewmember Duties Flight Crewmember at Controls Manipulation of Controls Admission to Flight Deck
C
121.535
Aviation Safety Inspector’s Credentials: Admission to Pilot’s Compartment Flying Equipment
121.550 121.551 121.553 121.555
[Reserved] Restriction or Suspension of Operation [Reserved] Compliance with approved routes and limitations
121.557
Emergencies
121.559
In-flight fuel Management
121.561
Reporting Potentially Hazardous Meteorological Conditions and Irregularities of Ground and Navigation Facilities Reporting Mechanical Irregularities Engine Inoperative: Landing; Reporting
121.563 121.565
OM Cross Ref. OM-A Chapter 16.7 OM-A Chapter 10.4.5 N/A OM-A Chapter 16.5.4 OM-A Chapter 10.4.4 (H) OM-B2 Chapter 7; 10; 11
OM-A Chapter 4.1; 4.4.3; 3.3.13; 3.3.9 OM-A Chapter 5.3 OM-A Chapter 2.1.6 GASP OM-A Chapter 4.2 OM-A Chapter 4.3.3; OM-A Chapter 7.4 OM-A Chapter 11.1-11 (c) OM-A Chapter 11.1.2 OM-A Chapter 11.1.14 OM-A Chapter 11.1-12; OM-B2 Chapter 2.1.3 OM-A Chapter 11.1.12; OM-A Chapter 3.3.9; 5.3; OM-B2 Chapter 2.2.1; 4.4.3 OM-A Chapter 4.3.1 OM-A Chapter 9.1; ACL B31 ACL B32 OM-A Chapter 5.2-02; 26.2.1 OM-A Chapter 13.4; OM-A Chapter 13.6-02 OM-A Chapter 3.3.9 OM-A Chapter 3.3.9 OM-A Chapter 11.4.3
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 12
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.567
121.570
Title Instrument Approach Procedures and IFR Landing Minimums Equipment Interchange: Domestic and Flag Air Carriers Airplane Evacuation Capability
121.571 121.573
[Reserved] [Reserved]
121.574
Oxygen for Medical Use by Passengers
121.569
[Reserved] Retention of Items of Mass in Passenger and Crew Compartments 121.577 [Reserved] 121.578 [Reserved] 121.579 Minimum Altitudes for Use of Autopilot 121.581 Observer's Seat: En-route Inspections 121.583 [Reserved] 121.585 Exit Seating 121.587 Closing and Locking of Flight Crew Compartment Door 121.589 [Reserved] 121.590 Use of Certificated Land Airports SUBPART U – DISPATCHING AND FLIGHT RELEASE RULES 121.591 Applicability 121.593 Dispatching authority: Domestic operations 121.595 Dispatching Authority: Flag operations 121.597 Flight Release Authority: Supplemental Air Carriers 121.599 Familiarity with Weather Conditions 121.601 Aircraft Flight Operations Officer Information to Pilot in Command: Domestic and Flag Air Carriers 121.603 Facilities and Services: Supplemental Air Carriers 121.605 Airplane Equipment 121.607 Communication and Navigation Facilities: Domestic and Flag Air Carriers 121.609 Communication and Navigation Facilities: Supplemental Air Carriers 121.611 Dispatch or Flight Release under VFR 121.613 Dispatch or Flight Release under IFR 121.615 Dispatch or Flight Release Over Water 121.617 Alternate Airport for Departure
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.575 121.576
OM Cross Ref. ACL; OM-A Chapter 9.5.1-07 OM-A Chapter 6.4.1.1-c OM-A Chapter 16.3.2-c OM-B2 Chapter 2.1.18
OM-A Chapter 10.3.5.3 OM-B2 Chapter 2.1.14 OM-B2 Chapter 2.1.17
OM-A Chapter 11.4.2 (b) OM-A Chapter 11.1.13 OM-A Chapter 10.3.7-02 OM-A Chapter 11.1.11 ACL C70
OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 9.2.7 OM-A Chapter 9.2.7 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 9.3.1
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 13
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.619
121.624 121.625 121.627 121.628
Title Alternate Airport for Destination: IFR: Domestic Air Carriers Alternate Airport for Destination: Flag Air Carriers Alternate Airport for Destination: IFR: Supplemental Air Carriers ETOPS Alternate Airports Alternate Airport Weather Minimums Continuing Flight in Unsafe Conditions Inoperable Instruments and Equipment
121.629
Operation in Icing Conditions
121.631
Original Dispatch or Flight Release, Redispatch or Amendment of Dispatch or Flight Release
121.621 121.623
tia Y F 20 os or l C 19 fir op a -0 / y 206
Considering Time-Limited Systems in Planning ETOPS Alternates 121.635 [Reserved] 121.637 Takeoffs from Unlisted and Alternate Airports 121.639 Fuel Supply 121.641 [Reserved] 121.643 [Reserved] 121.645 [Reserved] 121.646 En-Route Fuel Supply: International Operations 121.647 Factors for Computing Fuel Required 121.649 Takeoff and Landing Weather Minimums: VFR: Domestic Air Carriers 121.651 Takeoff and Landing Weather Minimums: IFR: All Certificate Holders 121.652 Landing Weather Minimums: IFR: All Certificate Holders 121.653 [Reserved] 121.655 Applicability of Reported Weather Minimums 121.657 Flight Altitude Rules 121.659 [Reserved] 121.661 Initial Approach Altitude 121.663 Responsibility for Dispatch Release: Domestic and Flag Air Carriers 121.665 Load Manifest 121.667 Flight Plan: VFR and IFR: Supplemental Air Carriers SUBPART V - RECORDS AND REPORTS 121.681 Applicability 121.683 Crewmember and Flight Operations Officer Record
OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 12.6.5 OM-A Chapter 9.3.3 OM-A Chapter 3.3.9 OM-A Chapter 18.1; OM-A Chapter 18.2 OM-A Chapter 14.1.3; OM-A Chapter 3.3.9 OM-A Chapter 9.2.1; 9.3 OM-A Chapter 12.6.5; 13.6-01; 13.4 OM-C OM-A Chapter 12.6.5 OM-A Chapter 6.5.4 OM-A Chapter 13.3
C
on
fid
en
121.633
OM Cross Ref.
OM-A Chapter 13.4 OM-A Chapter 13.2 OM-A Chapter 9.5.1-11 OM-A Chapter 9.5.1-06 OM-A Chapter 9.5.1-07 OM-A Chapter 9.5.1-07 OM-A Chapter 9.4.2 OM-A Chapter 11.5.2 OM-A Chapter 9.7 OM-A Chapter 9.8.2 OM-A Chapter 9.6.2
OM-A Chapter 2.2.8
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 14
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.685
Title
Aircraft Record
Dispatch Release: Flag and Domestic Air Carriers 121.689 Flight Release form: Supplemental Air Carriers 121.691 [Reserved] 121.693 Load Manifest 121.695 Disposition of Load Manifest, Dispatch Release, and Flight Plans: Domestic and Flag Air Carriers 121.697 Disposition of Load Manifest, Flight Release, and Flight Plans: Supplemental Air Carriers 121.698 [Reserved] 121.699 [Reserved] 121.701 Maintenance Log: Aircraft 121.703 Service Difficulty Reports 121.705 Mechanical Interruption Summary Report 121.707 Alteration and repair reports 121.709 Maintenance Release or Aircraft Log Entry 121.711 [Reserved] 121.713 [Reserved] SUBPART W – ADMINISTRATIVE SANCTIONS 121.715 Compliance Requirements 121.717 Administrative Sanctions SUBPART X – EMERGENCY MEDICAL EQUIPMENT AND TRAINING 121.801 Applicability 121.803 Emergency Medical Equipment
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.687
121.805
Crewmember Training For In-Flight Medical Events SUBPART Y – [Reserved] APPENDIX APPENDIX A – FIRST AID KITS and EMERGENCY MEDICAL KITS APPENDIX B – [Reserved] APPENDIX C – TRAINING PROGRAM APPENDIX D – CRITERIA FOR DEMONSTRATION OF EMERGENCY EVACUATION PROCEDURES UNDER CASR 121.291 APPENDIX E - F – [Reserved] APPENDIX G – SAFETY MANAGEMENT SYSTEM APPENDIX H – L [Reserved] APPENDIX M – N – O [Reserved] APPENDIX P – REQUIREMENTS FOR ETOPS AND POLAR OPERATIONS
OM Cross Ref. ACL D50; OM-A; Chapter 2.1.10 OM-A Chapter 9.7.1 N/A OM-A Chapter 9.8.2 OM-A Chapter 2.2.7 (b) OM-A Chapter 2.2.7 (b)
CMM OM-A 23.3.3 CMM CMM CMM
Regulatory Regulatory OM-B2 Chapter 4.3; OM-A Chapter 8.3.1; OM-B2 Chapter 4.3; OM-A Chapter 8.3.2;
OM-B2 Chapter 4.3.1
All OM-D OM-A Chapter 16.1; Regulatory
SMS Manual
Regulatory
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 15
OM – A
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 1. COMPLIANCE WITH CASR 121
C
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 16
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 2. NOTIFICATION TO CAPTAIN (NOTOC)
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 2. NOTIFICATION TO CAPTAIN (NOTOC)
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 2
OM – A
APPENDIX 3. LOAD SHEET
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1 MANUAL LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 3. LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 2
OM – A
APPENDIX 3. LOAD SHEET
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.2 COMPUTERIZED LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 3
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 3. LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 4
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 4. SAMPLE OF FLIGHT DUTY TIME RECORD
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 4. SAMPLE OF FLIGHT DUTY TIME RECORD
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
Use capital letters. Adhere closely to the prescribed format. Report hours in Coordinated Universal Time (UTC, or Zulu). Use the 24-hour clock (e.g., 1800Z, 0930Z, etc.). The shaded area in the first 3 lines must be completed by ATS and COM services only. Complete items 7 to 18 unless ATS prescribes otherwise Complete also item 19 when so required for facilitating alerting and/or Search and Rescue (SAR) operations.
ITEM 7: Airplane Identification Insert one of the following aircraft identifications (must not exceed 7 characters and not include hyphens or symbols): 1. The registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when: a. In radiotelephony the call sign to be used by the aircraft will consist of this identification b. The aircraft not equipped with radio.
tia Y F 20 os or l C 19 fir op a -0 / y 206
2. The ICAO designator for the aircraft operating agency followed by the flight identification (e.g. KLM511, NGA213, JTR25) when in radio-telephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (e.g. KLM511, NIGERIA213, HERBIE25).
C
on
fid
en
Note: Flight with Transponder Mode S (See item 10) Flight Number (FLT NBR) entered by the pilot in the MCDU INIT Page must match exactly the aircraft/flight identification entered at Item 7. If it does not, then the aircraft will not be correlated with its stored flight plan and delays will ensue. There must be no space between the designator letters and flight number, nor any zero preceding the flight number. ITEM 8: Flight Rules and Type of Flight Flight Rules
Insert one of the following letters: I : Entire flight operated under IFR V : Entire flight operated under VFR Y : Flight initially operated under IFR Z : Flight initially operated under VFR
Point or points at which a change of flight rules is planned specify in Item 15. Type of Flight Insert one of the following letters when required by ATS: S : Scheduled air service N : Non-scheduled air transport operation G : General aviation M : Military X : Other than any of the defined categories above Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
ITEM 9: Number and Type of Airplane and Wake Turbulence Category Number of airplane Insert only when more than one applied. Insert the appropriate designator as specified in ICAO Doc 8643,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: ICAO DESIGNATOR
A330-200
A332
A330-300
A333
B737-800
B738
B737 MAX 8
B738
B777-300ER
tia Y F 20 os or l C 19 fir op a -0 / y 206
AIRPLANE MODEL
B77W
CRJ 1000
CRJX AT76
en
ATR 72-600
fid
Wake Turbulance Category
on
Insert an oblique stroke followed by one of the following letters:
: Heavy, for airplane with a max TOW of 136,000 kg or more
M
: Medium, for airplane with a max TOW between 136,000 and 7,000 kg
L
: Light, for airplane with a max TOW of 7,000 kg or less.
C
H
ITEM 10: EQUIPMENT AND CAPABILITIES Radio Communication, Navigation and Approach Aid Equipment Insert one letter as follows: N if No COM/NAV/APP aid equipment for the route to be flown is carried, or the equipment is unserviceable, S if Standard(1) COM/NAV/APP aid equipment for the route to be flown is carried and serviceable, and/or, insert one or more of the following letters to indicate the COM/NAV/APP aid equipment which consists of three elements: Presence of relevant serviceable equipment on board the aircraft; Equipment and capabilities commensurate with crew qualifications; and
Operation Manual Part A – 1st Edition 27 Nov 2017
Page 2
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
Authorization from the appropriate authority, where applicable.
GBAS Landing System
K
MLS
B
LPV (APV with SBAS
L
ILS
C
LORAN C
M1
ATC RTF SATCOM (INMARSAT)
D
DME
M2
ATC RTF (MTSAT)
E1
FMC WPR ACARS
M3
ATC RTF (Iridium)
E2
D-FIS ACARS
O
VOR
E3
PDC ACARS
P
(P1-P9 reserved for RCP)
F
ADF
Q
(Removed)
G
GNSS(2)
R
PBN approved(5)
H
HF RTF
T
TACAN
I
Inertial Navigation
U
UHF RTF
J1
CPDLC ATN VDL Mode 2(3)
V
VHF RTF
J2
CPDLC FANS 1/A HFDL(3)
J3
tia Y F 20 os or l C 19 fir op a -0 / y 206
A
RVSM approved
CPDLC FANS 1/A VDL Mode A(3)
X
MNPS approved
J4
CPDLC FANS 1/A VDL Mode 2(3)
Y
VHF with 8.33 channel spacing capability
J5
CPDLC FANS 1/A SATCOM (INMARSAT)
Z
Other equipment carried or other capability
J6
CPDLC FANS 1/A SATCOM (MTRSAT)
C
on
fid
en
W
J7 CPDLC FANS 1/A SATCOM (Iridium) Notes: (1) Standard equipment is considered to be VHF RTF, VOR and ILS, unless another combination is prescribed by the appropriate ATS authority. (2) Type of external GNSS augmentation to be specified in NAV/ (3) See RTCA/ EUROCAE Interoperability requirements for ATN baseline (4) Inclusion of letter R indicates that an aircraft meets the RNP type prescribed for the route segment(s), route(s) and/or area concerned. (5) PBN levels must be specified in PBN/ within item 18. Refer Doc. ICAO document 9613 (6) If the letter Z is used, specify in item 18 the other equipment carried, preceded by COM/ and/or NAV/ as appropriate.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 3
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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: Mode A transponder 4 digits (4096 codes)
C
Mode C transponder - Mode A and Mode C
E
Mode S transponder with aircraft ID, pressure altitude and extended squitter (ADS-B) capability
H
Mode S transponder with aircraft ID, pressure altitude and enhanced surveillance capability
I
Mode S transponder with aircraft ID, but no pressure altitude capability
L
Mode S transponder with aircraft ID, but no pressure altitude capability
P
Mode S transponder with pressure altitude but no aircraft ID capability
S
Mode S transponder including both pressure altitude and aircraft ID capability
X
Mode S transponder with neither aircraft ID nor pressure altitude capability
B1
ADS-B with dedicated 1090 MHz ADS-B “out” capability
B2
ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability
U1
ADS-B “out” capability using UAT
U2
ADS-B “out” and “in” capability using UAT
V1
ADS-B “out” capability using VDL Mode 4
V2
ADS-B “out” and “in” capability using VDL Mode 4
D1
ADS-C with FANS 1/A capabilities
G1
ADS-C with ATN capabilities
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
A
ITEM 13: Departure Airport and Time Insert the ICAO four-letter location indicator of the departure aerodrome, OR, if no location indicator has been assigned, insert ZZZZ and specify, in item 18, the name of the aerodrome preceded by DEP/ OR, if the flight plan is received from an aircraft in flight, insert AFIL, and specify, in item 18, the ICAO four-letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/. Then, without a space, insert
For a flight plan submitted before departure, the estimated Off-Block time, or
For a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route to which the flight plan applies.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 4
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
ITEM 15: Cruising Speed, Level and Route Insert the first cruising speed as indicated below in (a) and the first cruising level as in (b), without a space between them. Then, following the arrow, insert the route description as in (c). a. Cruising speed (maximum 5 characters) Insert the True Air Speed (TAS) for the first or the whole cruising portion of the flight, in terms of:
Kilometers per hour, expressed as K followed by 4 figures (e.g. K0830), or
Knots, expressed as N followed by 4 figures (e.g. N0485), or
Mach number, when so prescribed by the appropriate ATS authority, to the nearest hundredth of unit Mach, expressed as M followed by 3 figures (e.g. M082).
b. Cruising level (maximum 5 characters) Insert the planned cruising level for the first or the whole portion of the route to be flown, in terms of: Flight Level, expressed as F followed by 3 figures (e.g. F085; F330), or
Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g. S1130), or
Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100), or
Altitude in tens of meters, expressed as M followed by 4 figures (e.g. M0840), or
The letters VFR for uncontrolled VFR flights
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
c. Route (including changes of speed, level and/or flight rules) Flights along designated ATS routes
Insert, if the departure aerodrome is located on or connected to the ATS route, the designator of the first ATS route, OR, if the departure aerodrome is not on or connected to the ATS route, the letters DCT (Direct) followed by the point of joining the first ATS route, followed by the designator of the ATS route. Then insert each point at which either a change of speed or level, a change of ATS route, and/or a change of flight rules is planned, Note: When a transition is planned between a lower and upper ATS route and the routes are oriented in the same direction, the point of transition need not be inserted. Followed in each case by:
the designator of the next ATS route segment, even if it is the same as the previous one, or
DCT, if the flight to the next point will be outside a designated route, unless both points are defined by geographical coordinates.
Flights outside designated ATS routes
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 5
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
The coded designator assigned to the route or route segment including, where appropriate, the coded designator assigned to the standard departure or arrival route (e.g. BCN1, Bl, R14, UB10, KODAP2A). 2. Significant point (2 to 11 characters)
en
The coded designator (2 to 5 characters) assigned to the point (e.g. LN, MAY, HADDY), or, if no coded designator has been assigned, one of the following ways: Degrees only (7 characters): 2 figures describing latitude in degrees, followed by “N” (North) or “S” (South), followed by 3 figures describing longitude in degrees, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 46N078W.
Degrees and Minutes (11 characters): 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g.4620N07805W.
Bearing and Distance from a navigation aid: The identification of the navigation aid (normally a VOR), in the form of 2 or 3 characters, THEN the bearing from the aid in the form of 3 figures giving degrees magnetic, THEN the distance from the aid in the form of 3 figures expressing nautical miles. Make up the correct number of figures, where necessary, by insertion of zeros - e.g. a point 180° magnetic at a distance of 40 nautical miles from VOR “DUB” should be expressed as DUB180040.
C
on
fid
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)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 6
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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)
VFR if from IFR to VFR
IFR if from VFR to IFR
Examples: LN VFR LN/N0284A050 IFR
tia Y F 20 os or l C 19 fir op a -0 / y 206
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:
5. Cruise climbs (maximum 28 characters)
C
on
fid
en
The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned to start, expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained during cruise climb, expressed exactly as in (a) above, followed by the two levels defining the layer to be occupied during cruise climb, each level expressed exactly as in (b) above, or the level above which cruise climb is planned followed by the letters PLUS, without a space between them. Examples: C/48N050W/M082F290F350
C/48N050W/M082F290PLUS C/52N050W/M220F580F620.
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)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 7
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
Insert the ICAO four-letter location indicator(s) of not more than two alternate aerodromes, separated by a space, OR, if no location indicator has been assigned to the alternate aerodrome, insert ZZZZ and specify in Item 18 the name of the aerodrome, preceded by ALTN/. ITEM 18: Other Information Note: Use of indicators not included under this item may result in data being rejected, processed incorrectly or lost. Insert 0 (zero) if no other information, OR, any other necessary information in the preferred sequence shown hereunder, in the form of the appropriate indicator followed by an oblique stroke and the information to be recorded: STS/ Reason for special handling by ATS, e.g. a search and rescue mission, as follows: ALTRV: for a flight operated in accordance with an altitude reservation;
ATFMX: for a flight approved for exemption from
ATFM: measures by the appropriate ATS authority;
FFR: fire-fighting;
FLTCK: flight check for calibration of navigation aids;
HAZMAT: for a flight carrying hazardous material;
HEAD: a flight with Head of State status;
HOSP: for a medical flight declared by medical authorities;
HUM: for a flight operating on a humanitarian mission;
MARSA: for a flight for which a military entity assumes responsibility for separation of military aircraft;
MEDEVAC: for a life critical medical emergency evacuation;
NONRVSM: for a non-RVSM capable flight intending to operate in RVSM airspace;
SAR: for a flight engaged in a search and rescue mission; and
STATE: for a flight engaged in military, customs or police services.
Other reasons for special handling by ATS shall be denoted under the designator RMK/.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
PBN/ Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters RNAV SPECIFICATIONS:
A1: RNAV 10 (RNP 10)
B1: RNAV 5 all permitted sensors
B2: RNAV 5 GNSS
B3: RNAV 5 DME/DME Operation Manual Part A – 1st Edition
01 Oct 2016
Page 8
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
B4: RNAV 5 VOR/DME
B5: RNAV 5 INS or IRS
B6: RNAV 5 LORANC
C1: RNAV 2 all permitted sensors
C2: RNAV 2 GNSS
C3: RNAV 2 DME/DME
C4: RNAV 2 DME/DME/IRU
D1: RNAV 1 all permitted sensors
D2: RNAV 1 GNSS
D3: RNAV 1 DME/DME
D4: RNAV 1 DME/DME/IRU
RNP SPECIFICATIONS: L1: RNP4
O1: Basic RNP 1 all permitted sensors
O2: Basic RNP 1 GNSS
O3: Basic RNP 1 DME/DME
O4: Basic RNP 1 DME/DME/IRU
S1: RNP APCH
S2: RNP APCH with BARO-VNAV
T1: RNP AR APCH with RF (special authorization required)
T2: RNP AR APCH without RF (special authorization required)
en
fid
on
C
NAV/
tia Y F 20 os or l C 19 fir op a -0 / y 206
Significant data related to navigation equipment, other than specified in PBN/, as required by the appropriate ATS authority. Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, e.g. NAV/GBAS SBAS. COM/ Indicate communications applications or capabilities not specified in Item 10a. DAT/ Indicate data applications or capabilities not specified in 10a. SUR/ Include surveillance applications or capabilities not specified in Item 10b. DEP/ For aerodrome not listed in the relevant Aeronautical Information Publication, indicate location with 4 figures describing latitude in degrees and tens and units of minutes followed by “N”
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 9
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
(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/
REG/
tia Y F 20 os or l C 19 fir op a -0 / y 206
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). The registration markings of the aircraft, if different from the aircraft identification in Item 7. EET/
SEL/
on
fid
en
Significant points or FIR boundary designators and accumulated estimated elapsed times from take-off to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the appropriate ATS authority.
C
SELCAL Code, for aircraft so equipped TYP/
Type(s) of aircraft proceeded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9. CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters) when required by the appropriate ATS authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO. DLE/ En route delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four figure time in hours and minutes (hhmm). OPR/ ICAO designator or name of the aircraft operating agency, if different from the aircraft identification in item 7. ORGN/ Operation Manual Part A – 1st Edition 01 Oct 2016
Page 10
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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/
RALT/
tia Y F 20 os or l C 19 fir op a -0 / y 206
Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above.
C
TALT/
on
fid
en
ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. 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. ITEM 19: Supplementary Information E/ Insert a 4-figure group giving the fuel endurance in hours and minutes. P/
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 11
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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/
D/
tia Y F 20 os or l C 19 fir op a -0 / y 206
(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 (DINGHIES) (NUMBER) Cross out indicators D and C if no dinghies are carried, or insert number of dinghies carried; and
en
(CAPACITY) Insert total capacity, in persons, of all dinghies carried; and
fid
(COVER) Cross out indicator C if dinghies are not covered; and
C
A/
on
(COLOUR) Insert color of dinghies if carried.
(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.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 12
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY 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: Protecting Final Reserve Fuel in Accordance with Annex 6, Part I, 4.3.7 Request delay information when required (in accordance with 4.3.7.2.1);
Step 2
Declare MINIMUM FUEL when committed to land at a specific aerodrome and any change in the existing clearance may result in a landing with less than planned final reserve fuel (in accordance with 4.3.7.2.2);
Step 3
Declare a fuel emergency when the calculated fuel on landing at the nearest suitable aerodrome, where a safe landing can be made, will be less than the planned final reserve fuel (in accordance with 4.3.7.2.3).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Step 1
SCENARIO 1. MAYDAY MAYDAY MAYDAY FUEL – An aeroplane is on an IFR Flight Plan with a destination alternate aerodrome on file. Narrative An aeroplane arrives in the Terminal Area and is instructed to hold south of its destination (KXYZ). The Meterological conditions are deteriorating rapidly in the vicinity of the destination aerodrome with a front moving in faster than expected. The flight plan fuel uplifted for the flight allotted 60 minutes of fuel for holding upon arrival to compensate for unanticipated Meterological conditions and traffic congestion delays. The flight plan also allotted fuel for the filed alternate (KABC) located 250 miles north of the destination. Upon initial contact with ATC, the flight is told to hold for 45 minutes. In the holding pattern, the flight crew completes their normal in flight duties to include re‐checking the destination Meterological conditions, considering a possible diversion at a pre‐determined time as well as determining the point in time and fuel remaining required to depart the holding pattern for the destination aerodrome.
Operation Manual Part A – 1st Edition 01 Mar 2018
■
Page 1
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 alternate aerodrome and the possibility that any delays incurred en‐route to their alternate aerodrome may result in a landing at the alternate with less than final reserve fuel remaining.
C
on
fid
en
ATC advises that no further delays are expected and clears the flight to the alternate 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 MAYDAY MAYDAY MAYDAY FUEL (in accordance with 4.3.7.2.3). ATC informs the aeroplane that aerodrome KJKL, a military field, is available and not much farther than KABC. The flight crew is aware of the suitability of the KJKL and informs ATC that they will go direct to KJKL. The aeroplane is cleared as requested and lands at KJKL with 80% of final reserve fuel in the tanks (due to the proximity of the emergency divert field). 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. Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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
ICAO123 HOLD as published at GONER fix Expect further clearance at 1120 UTC
Readback and (free text) Have the EFC times been fairly accurate?
ICAO123 No further delays expected
C
Readback
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
ROGER ICAO123 DIRECT GONER ready to copy
ICAO123 resume the FASTT arrival and cleared for the ILS RWY 35 approach, be advised low level windshear has been reported
KXYZ Approach ICAO123 on the missed approach requesting clearance to KABC
ROGER ICAO123 CLEARED to KABC via DIRECT ZZZ VOR and J‐63, CLIMB TO FLIGHT LEVEL TWO FOUR ZERO
ROGER ICAO 123 cleared to KABC via DIRECT ZZZ VOR and J‐63, leaving ONE ZERO THOUSAND for FLIGHT LEVEL TWO FOUR ZERO MINIMUM FUEL
ROGER 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 MAYDAY FUEL
ROGER ICAO123 MAYDAY FUEL, KJKL aerodrome has a 4 KM runway and is 30 NM at your 12 o’clock
Readback
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 3
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
SCENARIO 2. MINIMUM FUEL ‐ An aeroplane is on an IFR flight plan with a filed destination alternate aerodrome and diverts after holding near the original destination aerodrome.
on
fid
en
Narrative An aeroplane arrives in the vicinity of the destination aerodrome (MMAB) at 1500 UTC with flight planned fuel on board. The aeroplane is asked to hold with an EFC time of 1510 UTC 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 holding will be insufficient to ease the congestion. The PIC requests delay information from ATC (in accordance with 4.3.7.2.1) and is informed to expect an additional 15 minute delay and is subsequently issued a new EFC time of 1525 UTC.
C
The PIC checks the fuel state and informs ATC that he cannot hold any longer than the original 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 4
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 fuel situational awareness and the aeroplane proceeded to the aerodrome as cleared and landed uneventfully.
on
fid
en
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 emergency declaration and the aeroplane was treated as cleared keeping the same approach sequence. However, ATC did take action to keep the flight crew informed of any delays or changes to the previously issued clearance and was required to coordinate with other ATC units to ensure the MINIMUM FUEL state of the flight was passed along.
C
R/T examples edited for brevity these and are not all inclusive radio transmissions 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 requesting clearance to MMXZ
ROGER ICAO123 CLEARED TO MMXZ VIA DIRECT XYZ VOR and V‐43, CLIMB TO ONE FIVE THOUSAND
Readback
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 5
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
ICAO123 requesting deviations to the right for weather ahead.
ICAO123 you are CLEARED to deviate right of course as requested, advise when able to PROCEED DIRECT MMXZ.
Readback ICAO123 proceeding direct MMXZ and declaring MINIMUM FUEL at this time.
ROGER ICAO123 understand you are declaring MINIMUM FUEL. Expect no further delays continue as previously cleared, you are number 5 for the approach.
Outcome
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Scenario 3. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome.
C
on
fid
en
Narrative 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 due to a stationary frontal system surrounding YSAB. When ICAO123 is approximately 200 nm from YSAB, ATC advises that the destination aerodrome is closed until further notice due to a security breach. The flight crew accomplishes their in‐flight planning duties in accordance with operator policy and procedure to include: checking the Meterological conditions, considering diversion options, and completing required fuel calculations. 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).
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 6
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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 .
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 consulted with the flight crew about the intention of issuing an approach clearance, subequently cleared the aeroplane for the approach and the aeroplane landed with more than final reserve fuel.
en
R/T examples edited for brevity and are not all inclusive radio transmissions
C
on
fid
Pilot
ROGER, ICAO123 STANBY
Controller
ICAO123, be advised YSAB is closed until further notice for security reasons
Center, ICAO 123 request CLEARANCE to YSXZ
ICAO123 CLEARED to YSXZ via DIRECT SUNNY and B850
ROGER ICAO123 CLEARED to YSXZ via DIRECT SUNNY and B850 be advised YSXZ is our only option and we may need to declare MINIMUM FUEL.
ROGER ICAO123 are you declaring 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 Operation Manual Part A – 1st Edition 01 Oct 2016
Page 7
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
if we are not cleared for the approach at 1110 we will be declaring MINIMUM FUEL Readback YSXZ approach ICAO123 MINIMUM FUEL
ROGER ICAO123, are you able to finish the holding pattern before being cleared for the approach?
AFFIRMATIVE
ICAO123 after CLSER CLEARED for the ILS RWY 29 approach
Readback
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 ATC was concise and focused on solutions rather than further describing the problem in keeping with the use of the term MINIMUM FUEL as intended in the Provisions.
fid
en
Scenario 4: MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome.
C
on
Narrative ICAO Flight 99 arrives in the terminal area of its planned destination aerodrome, KDEN, with 60 minutes of contingency fuel, alternate fuel to enable the crew to fly to their filed alternate 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
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 8
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
C
on
fid
en
R/T examples edited for brevity and are not all inclusive radio transmissions Pilot Controller ICAO 99, be advised KDEN is closed until further notice. There is a disabled aircraft on the Runway 34R and all other runways have a reported braking action of “nil”. Please advise intentions. ICAO 99 please STANDBY Denver Center, ICAO 99 requests ICAO 99 CLEARED to KCOS via DIRECT CLEARANCE direct to KCOS ICAO 99 proceeding direct to KCOS and ROGER, ICAO 99, Denver Center copies declaring MINIMUM FUEL that you declaring MINIMUM FUEL. We will pass that information on to the next sector. ICAO 99 Next Sector: ICAO 99, Denver Center, descend TO Flight Level 240, expect no holding at KCOS. You are number one for the arrival. Understand you are MINIMUM FUEL Readback Denver Center, ICAO 99 confirms we are ICAO 99, Denver Center copies. MINIMUM FUEL. 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 Operation Manual Part A – 1st Edition 01 Oct 2016
Page 9
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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 .
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 10
OM – A
APPENDIX 7. AIR SAFETY REPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(ASR)
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
APPENDIX 7. AIR SAFETY REPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(ASR)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 8. OPERATIONAL HAZARD REPORT (OHR)
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 8. OPERATIONAL HAZARD REPORT (OHR)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 9. DEATH CERTIFICATE
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 9. DEATH CERTIFICATE
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
APPENDIX 10. CABIN MAINTAINANCE LOG
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CABIN MAINTAINANCE LOG
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 10. CABIN MAINTAINANCE LOG
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 2
OM – A
APPENDIX 11. SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER
SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER REST FACILITY
YES
-
-
9 12**
-
YES
-
12**
12
-
-
YES
14.5**
12
17
2/3 FT
YES
-
-
14.5**
12
16
2/4 FT
-
YES
-
14.5**
12
17
2/4 FT
-
-
YES
14
20
2/4 FT
Note:
C
on
4
CLASS 1
*) Adjusted with transit time **) Based on reporting time 90 minutes before ETD
FLIGHT DUTY TIME
LOG
REST
14 16
FT 2/3 FT
17
2/3 FT
10 12 12 ≤ ACT FT 12 ≤ ACT FT 12 ≤ ACT FT 12 ≤ ACT FT 12 ≤ ACT FT
tia Y F 20 os or l C 19 fir op a -0 / y 206
3
CLASS 2
FLIGHT DECK DUTY TIME*) 9 12
en
2
CLASS 3
FLIGHT TIME
fid
FLIGHT CREW
18**
SECTOR
3 3 3 3 3
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
APPENDIX 11. SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER
SUMMARY DIAGRAM OF WORK AND REST AT HOME BASE CGK FLT TO FLT ----180 min after last block-on of a CROPA FLT TO GROUND ---
16 HRS PRONE REST 30 min 14.5 HRS
REST 9 hrs
180 min after last block-on of a CROPA
PRONE REST 30 min
FLT TO DH -----
15.5 HRS
180 min after last block-on of a CROPA
PRONE REST 30 min
AT LAY OVER STATION FLT TO FLT ----75 mins after the last Block-on of a CROPA
180 min before next ETD CROPA
REST 9 hrs
PRONE REST 30 min
90 min before Ground Pattern Activity
REST 9 hrs
PRONE REST 30 min
150 mins before ETD o the flight as DH crew
REST 9 hrs
PRONE REST 30 min
90 min before Ground Pattern Activity
PRONE REST 30 min 14.5 HRS PRONE REST 30 min
REST 9 hrs
PRONE REST 30 min
REST 9 hrs
PRONE REST 30 min
fid
15 HRS
en
14 HRS PRONE REST 30 min
on
PRONE REST 30 min 15.5 HRS
PRONE REST 30 min
tia Y F 20 os or l C 19 fir op a -0 / y 206
13 HRS
C
GROUND TO GROUND 90 min after the end of ground pattern activity GROUND TO FLT --90 min after the end of ground pattern activity GROUND TO DH --90 min after the end of ground pattern activity DH TO DH -----After DH to home base CGK. 150 mins from ATA of the flight as DH crew DH TO FLT -----After DH to home base CGK. 150 mins from ATA of the flight as DH crew DH TO GROUND --After DH to home base CGK. 150 mins from ATA of the flight as DH crew
PRONE REST 30 min
REST 9 hrs
REST 9 hrs
14 HRS PRONE REST 30 min
13 HRS PRONE REST 30 min
REST 9 hrs
REST 9 hrs
PRONE REST 30 min
PRONE REST 30 min
PRONE REST 30 min
PRONE REST 30 min
180 min before next ETD CROPA 150 mins before ETD of the flight as DH crew 150 mins before ETD of the flight as DH crew
180 min before next ETD CROPA
90 min before Ground Pattern Activity
105 mins before next ETD CROPA
Note: Based on Operation Manual Part A (OM-A) Chapter 7.7.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
APPENDIX
12. LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACCOMPANIED MINOR (UM) AND INFANT
A330-300 AIRBUS
A330-200 737- 800 NG 737-8 BOEING 777-300ER
ATR72-600
C
ATR
CRJ1000
36C/215Y
251
25
25
24C/227Y
251
25
25
24C/263Y
287
28
28
42C/215Y
257
25
25
36C/186Y
222
22
22
18C/204Y
222
22
22
12C/150Y
162
16
16
8C/162Y
170
17
17
8C/162Y
170
17
17
26C/367Y
393
39
39
8F/38C/268Y
314
31
31
38C/268Y
306
30
30
46C/268Y
314
31
31
12C/84Y
96
9
9
70Y
70
7
7
360Y
on
BOMBARDIER
360
TOTAL SEAT
tia Y F 20 os or l C 19 fir op a -0 / y 206
MODEL
TOTAL INFANT PER FLIGHT 36
ACTUAL CONFIG
fid
MANUFACTURE
TOTAL UM AND/OR DISABLE PAX PER FLIGHT 36
en
LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACCOMPANIED MINOR (UM) AND INFANT
Operation Manual Part A – 1st Edition 01 Mar 2018
■
Page 1
OM – A
12. LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACCOMPANIED MINOR (UM) AND INFANT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
Page 2
OM – A
APPENDIX 13. LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY
LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY The following items are required and must be carried on all flight duty regardless of the destination:
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
C
on
fid
en
b. Flight Attendant: 1. Company Identification Card and Personal Identification Card (e.g. KTP, KITAS). 2. Passport. 3. Flight Attendant Certificate and/or Temporary Airman Certificate. 4. Certificate of Medical. 5. Safety Training Control Book. 6. Smart Pocket Book for Flight Attendant. 7. Certificate of Vaccination (as required). 8. Serviceable personal flash light. 9. Stowage position: accessible for immediate use during flight. 10. Wrist watch. 11. Spare correction glass. 12. Announcement book. Cremembers are responsible to ensure that their documents are current and valid.
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 13. LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
Page 2
OPERATION MANUAL PART A
C
on
fid
en
(OM-A)
OPERATION STANDARDS
1
st
Edition
OM – A
Revision Letter
REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON FIRST OPPORTUNITY Date
: 02 January 2019
Edition
: 01
Revision
: No. 08 to Garuda Indonesia Operation Manual Part A (OM-A)
Effective Date : 14 February 2019 PAGE 1 1 1
DATE 02 Jan 2019 02 Jan 2019 02 Jan 2019
0.1.2
1
02 Jan 2019
0.1.3 0.1.4 0.1.5 0.1.6
2 2-3 4 5
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
0.1.6
5
02 Jan 2019
0.1.7 0.1.8 0.1.9 0.2 0.3 0.4 1.2 1.2 2 2.1-01
6 6 6 1-10 1 3 11 12-14 1 1
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
2.1-01 (d)
1
02 Jan 2019
2.1-01 2.1.1 2.2.1 2.2.2 2.2.4 2.2.8 3 3.2.1 3.2.1 3.2.2 3.2.7 3.3.6.1 3.3.9 4 4.1
1 2-6 2 3 4 12 1 1 2-4 4 7 4 7-8 1-2 1
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
en
fid on
C
NOTE Update Table of Content Update Preface Update general Add Dissemination Of Manuals and Important Information Change Chapter 0.1.2 to 0.1.3 Change Chapter 0.1.3 to 0.1.4 Change Chapter 0.1.4 to 0.1.5 Change Chapter 0.1.5 to 0.1.6 Rewording remarks of manual header footer Change Chapter 0.1.6 to 0.1.7 Change Chapter 0.1.7 to 0.1.8 Change Chapter 0.1.8 to 0.1.9 Update List Effective Page Update Record of Revision Update Manual Holder List Add definition of Repetitive defect Page Alignment Update Table of Content Change JKTOST to JKTOSN Add Suspension, Revocation, Termination of The AOC Change President to CEO Page Alignment Change AFM to AHM Update Manual Distribution Channel Change President to CEO Add Retention of FA Record training Update Table of Content Change President to CEO Update Management Personnel Change President to CEO Change President to CEO Add SM JKTDOQ Add CDL Update Table of Content Change President to CEO
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHAPTER 0 0.0 0.1.1
Operation Manual Part A – 1st Edition 02 Jan 2019
OM – A
Revision Letter
PAGE
DATE
4.3.4
4
02 Jan 2019
5.2
1
02 Jan 2019
5.3
1
02 Jan 2019
6.4.2.1 6.5.2 6.5.2 6.5.4
8 1 1-2 3-5
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
7.2.3
1
02 Jan 2019
7.2.3
4
02 Jan 2019
7.2.5
5
02 Jan 2019
7.2.7
7-6
02 Jan 2019
7.2.8
7
02 Jan 2019
7.7.1
1-2
02 Jan 2019
9.5.1
27
02 Jan 2019
9.6.2 9.6.2
3 4
02 Jan 2019 02 Jan 2019
10.9.3.4
16-17
10.3.5.3
3
10.3.5.6
6
02 Jan 2019
11.1.2
2-3
02 Jan 2019
11.1.12 (d)
9
02 Jan 2019
11.1.12 (d)
10
02 Jan 2019
11.1.12 (d)
10
02 Jan 2019
11.3.2
1-2
02 Jan 2019
11.3.3 11.6 12.3 (j)
2-6 1 2
02 Jan 2019 02 Jan 2019 02 Jan 2019
12.4.4.3
37
02 Jan 2019
12.4.6 12.5
43 8
02 Jan 2019 02 Jan 2019
en
fid
02 Jan 2019
on
C
NOTE Add Provision Regarding Emergency situation during flight Rewording Bluetooth speaker to any personal speaker Update Certification and Qualification Requirements Rewording Ground Training Syllabus Update Paragraph Structure Update Recent Experience Page Alignment Update Duty Time Limitation for Crewmember Add note regarding rest period enlarged crew composition Remove note refer to logged individual FDDT Update provision regarding rest period for FA Rewording Other Commercial Flying Provision Rewording minimum rest period Update weather limitation for flight portion conducted under VFR Rewording Filing ATC Flight Plan Page Alignment Rewording Table Guidelines for holdover times anticipated for Type I, II, III and IV fluid mixtures Update GSM Contact Update policy of passenger requiring MEDIF Update Seat Occupation Add “Observer seat” and Update Paragraph Structure Update Provision Regarding Seat Availability on Pax Compartment Update Provision Regarding Jump Seat Availability Add Provision Regarding Take-off Limitation Change Chapter 11.3.2 to 11.3.3 Omitting AOM Add GPS as Navigation Equipment Change reference chapter from 12.3.2 to 12.4.2 Add Provision regarding SLOP Rewording Pictorial Summary
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHAPTER
02 Jan 2019
Operation Manual Part A – 1st Edition 02 Jan 2019
OM – A
DATE
12.6.2
4
02 Jan 2019
12.6.3 13.2 16.3.1 16.3.2 (d) 16.3.2 (i)
5 1 1 2-3 4
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
19.2.3
5
02 Jan 2019
23 23.3.1 23.3.3
1 1 2-4
02 Jan 2019 02 Jan 2019 02 Jan 2019
23.4.8
4
02 Jan 2019
23.4.9 25.2 25.3.1-02(b) 26 26.3.4-03 Appendix 1 Appendix 11
5-6 1 3 1-2 5 1-16 2
02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019
Appendix 13
1
02 Jan 2019
NOTE Update Maximum Diversion Distance from 1260 to 1282 Page Alignment Update Planned Operating Conditions Rewording Cabin ready report Add ULD as Emergency Equipment Page Alignment Update Provision Regarding Proving Flight Update Table of Content Add provision preliminary report to DGCA Page Alignment Add Provision Regarding Repetitive defect Page Alignment Change President to CEO Change President to CEO Update Table of Content Update Command Pressurization Failure Update Compliance with CASR 121 Add Summary Diagram of Work and Rest Update List of Required items that must be carried on all flight duty
tia Y F 20 os or l C 19 fir op a -0 / y 206
PAGE
fid
en
This manual is replacing the previous manual OM-A 1st Edition Rev 07 Previous manual is obsolete and should be destroyed Question in respect to this manual or information contained in here shall be directed to Operation Standards (DOP) at GOC 3rd Floor, Phone 5501543; or 25601537 Missing pages may be obtained at Operations Publication GOC 3rd Floor, Phone 25601713; or 550 1771 ext. 2315 Fax. 5501528.
C
CHAPTER
on
Revision Letter
Garuda Operation Center, SoekarnoHatta Airport Date: 02 Jan 2019 OPERATION STANDARDS Mgr. COMPANY OPERATION PROCEDURE
CAPT. ARY BHAROTO
Operation Manual Part A – 1st Edition 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: Operation Standards (DOP) Garuda Operations Center 3rd floor, Phone 25601537; 25601538 or 5501543 / Fax 5501543 --------------------------------------------------- ----------------------------------------------------------------------Name/ID No
: --------------------------------------------- Function
: ---------------------------------
Date
: --------------------------------------------- Sign
: ---------------------------------
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Operation Manual Part A – 1st Edition 01 Mar 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Safety Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Security Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Quality Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate OSH&E Policy
Operation Manual Part A – 1st Edition 14 Sep 2018
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
OM – A
GENERAL LIST OF CONTENT
COVER REVISION LETTER CORPORATE POLICY APPROVAL LETTER CONTROL PAGE GENERAL LIST OF CONTENT GENERAL INFORMATION
CHAPTER 1.
DEFINITION AND ABBREVIATION
CHAPTER 2.
LEGAL
CHAPTER 3.
ORGANIZATION AND RESPONSIBILITES
CHAPTER 4.
OPERATIONAL CONTROL AND SUPERVISION
CHAPTER 5.
CREWMEMBERS REQUIREMENTS
CHAPTER 6.
QUALIFICATION OF CREWMEMBERS, FOO, AND OTHER OPERATIONS PERSONNEL
CHAPTER 7.
FLIGHT TIME, FLIGHT DUTY TIME AND REST REQUIREMENTS
CHAPTER 8.
HEALTH
CHAPTER 9.
OPERATING PROCEDURES
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHAPTER 0.
C
CHAPTER 10. GROUND HANDLING ARRANGEMENT AND PROCEDURES CHAPTER 11. FLIGHT PROCEDURES
CHAPTER 12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES CHAPTER 13. POLICY AND PROCEDURES OF FUEL MANAGEMENT CHAPTER 14. ALL WEATHER OPERATIONS CHAPTER 15. INCAPACITATION OF CREWMEMBER CHAPTER 16. CABIN SAFETY REQUIREMENT CHAPTER 17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES CHAPTER 18. INOPERABLE INSTRUMENTS AND EQUIPMENTS CHAPTER 19. SPECIAL FLIGHT CHAPTER 20. OXYGEN REQUIREMENT CHAPTER 21. SPECIAL LOAD CHAPTER 22. SECURITY Operation Manual Part A – 1st Edition 27 Nov 2017
Page 1
OM – A
GENERAL LIST OF CONTENT
CHAPTER 23. HANDLING OF ACCIDENTS AND OCCURENCES CHAPTER 24. RULES OF THE AIR CHAPTER 25. SAFETY MANAGEMENT SYSTEM CHAPTER 26. EMERGENCY APPENDIX 1.
COMPLIANCE WITH CASR 121
APPENDIX 2.
NOTIFICATION TO CAPTAIN (NOTOC)
APPENDIX 3.
LOAD SHEET
APPENDIX 4.
SAMPLE OF FLIGHT DUTY TIME RECORD
APPENDIX 5.
INSTRUCTION OF ATS DATA INSERTION
APPENDIX 6.
SCENARIO OF MINIMUM FUEL AND MAYDAY Scenario 1. MAYDAY MAYDAY MAYDAY FUEL – An aeroplane is on an IFR Flight Plan with a destination alternate aerodrome on file.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Scenario 2. MINIMUM FUEL ‐ An aeroplane is on an IFR flight plan with a filed destination alternate aerodrome and diverts after holding near the original destination aerodrome.
en
Scenario 3. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome.
on
fid
Scenario 4. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome. AIR SAFETY REPORT
APPENDIX 8.
OPERATIONAL HAZARD REPORT
APPENDIX 9.
DEATH CERTIFICATE
C
APPENDIX 7.
APPENDIX 10. CABIN MAINTAINANCE LOG
APPENDIX 11. SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER APPENDIX 12. LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACOMPANIED MINOR (UM) AND INFANT APPENDIX 13. LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY
Operation Manual Part A – 1st Edition 27 Nov 2017
Page 2
OM – A
0.
GENERAL INFORMATION TABLE OF CONTENT
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
LIST OF EFFECTIVE PAGE ..................................................................................... 1
0.3
RECORD OF REVISION ........................................................................................... 1
0.4
MANUAL HOLDER LIST ........................................................................................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
0.2
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
0.
GENERAL INFORMATION
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
0.
GENERAL INFORMATION
0.0
PREFACE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
0.
GENERAL INFORMATION
0.0
PREFACE
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircrew is allowed for using his/her personal electronic device to read the valid revision of electronic company manuals (for personal use only). However, using any digital format of navigation chart (in PDF format or navigation chart generated from an application such as JeppFD or similar) inflight is prohibited.
en
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.
on
fid
Any discrepancies and errors, or any difficulties arising from or connected with the interpretation of the text shall be reported to:
C
Operation Standards GOC 3rd floor, Phone: 25601538; or 5501543 Fax: 5501543. 0.1.2
DISSEMINATION OF MANUALS AND IMPORTANT INFORMATION Info / notice / document / bulletin for Aircrew may be delivered via Crew Scheduling System, via personal company e-mail, or other means of communication, while the electronic company manuals can be downloaded via: dmsga.garuda-indonesia.com. Aircrew must counter sign the receipt form after receiving (a hard copy) Info, Notice, document, bulletin as applicable, while automatic signing is already provided when downloading the electronic manuals via DMSGA. For other Operation Personnel after receiving the updated hard copy manual or document, the holder of the manual/document must counter sign the receipt and return it to the unit concerned by e-mail, ship-doc or other available office messaging mean that meet requirement.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
0.
GENERAL INFORMATION
0.0
PREFACE
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.
Garuda Indonesia principal business office: PT Garuda Indonesia (Persero) Tbk Jl. Kebon Sirih No. 44 Jakarta 10110
Garuda Indonesia principal operations base: Garuda Operation Center Soekarno Hatta International Airport
Garuda Indonesia principal maintenance base: Garuda Maintenance Facility Building Soekarno-Hatta International Airport
en
on
C
0.1.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHANGE OF ADDRESS Garuda Indonesia shall notify the DGCA in writing, at least 30 days in advance, of any change in the address of its principal business office, its principal operations base, or its principal maintenance base.
fid
0.1.3
INSPECTION AUTHORITY Garuda Indonesia will support the DGCA inspector who presents his valid identification credentials, at any time or place, when performing inspections or test to determine the compliance with the CASRs, its operating certificate and operations specifications, or its eligibility to continue its certificate. 01. FLIGHT OPERATIONS INSPECTORS The flight operation inspection may be carried out during flights by officials of the Directorate General of Civil Aviation cq. The Flight Operations Inspectors. Full cooperation on the ground as well as on board should be extended to these inspectors.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
0.
GENERAL INFORMATION
0.0
PREFACE
02. ADMINISTRATIVE DIRECTIVES Request of DGCA officials to travel on board Garuda Indonesia aircraft for the purpose of inspection or familiarization will generally be channeled through the office of the Operations Manager. These officials will be provided with a passenger ticket in exchange of their travel document (SPD). Special cases, which require Captain cooperation will be notified to the Captain concerned by JKTOFGA. Station management will inform Captain of flights, on which DGCA officials will travel, before embarkation. 03. ATC OFFICERS AND AERONAUTICAL METEOROLOGICAL FORECASTERS At set intervals Air Traffic Control Officers and Aeronautical Meteorological Forecasters will make familiarization flights on board Garuda Indonesia aircraft. They serve a useful purpose for both the officials concerned and Garuda Indonesia.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Full cooperation is requested in giving the officials the possibility to follow the flight preparation, cockpit procedures and radio communication.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
0.1.5
0.
GENERAL INFORMATION
0.0
PREFACE
MANUAL ORGANIZATION Kebijakan Tata Kelola Perusahaan (KTKP)
CQMS
MINIMUM EQUIPMENT LIST (MEL)
FCTP
ERP
GARUDA AVIATION SECURITY PROGRAM (GASP)
JEPPESEN, GARUDA CHARTS, OTHER APPROVED CHART AND ROM
DANGEROUS GOODS HANDLING MANUAL
C
on
fid
en
TLM, TAKEOFF DATA
Note 1: Shadowed boxes are the minimum Company Operations Manual that require State Approval according to ICAO Doc 9376 - AN / 914. The Technical Manual and all Company Operations Manual are all prepared in accordance with CASR 121.135.
CQMS SMS CSPGM SEMS OSH&E ERP
OPERATION MANUAL (PART A, B, C, D)
PERFORMANCE MANUAL (FPPM) FCOM
NORMAL, ABNORMAL & EMERGENCY CHECKLIST
OSH&E
SEMS
COMPANY MAINTENANCE MANUAL (CMM)
**) Other Directorate Manuals
FLIGHT CREW / AIRCRAFT OPERATION MANUAL (FCOM)
CSPGM
SMS
tia Y F 20 os or l C 19 fir op a -0 / y 206
*) Other Corporate Policy Manuals
: Corporate Quality Management System Manual : Safety Management System : Corporate Security Policy Guidance Manual : Security Management System : Occupation Safety, Health & Environment : Emergency Response Plan
- FRG -HFRG - SOP S - NOTICES
- FOO MANUAL - EFB MANUAL - SOP S - NOTICES
FA SERVICE GUIDE BOOK
- COWADS - NOTAK - ANNOUNCE
SERVICE MANUAL
PASSAGE MANUAL
- RESERVATION MANUAL - DCS MANUAL - TRAVEL INF. MANUAL - FARE HANDBOOK
CARGO MANUAL
- LOADING INSTRUCTIONS - DANGEROUS GOODS
Note 2: *) Other Corporate Policy Manuals such as: HCM : Human Capital Manual CQM : Corporate Quality Manual PPDK : Pedoman Pengelolaan Dokumen Kualitas PM : Procurement Manual ERM : Enterprise Risk Manual Etc. **) Other Directorate Manuals such as: Manual related to services, finance marketing, etc.
AIRCRAFT HANDLING MANUAL
STATION MANUAL
- EDP LOAD CONTROL - EDP SEMI PERMANENT DATA
- COMMERCIAL BULLETIN - WEIGHT & BALANCE MANUAL
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
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
0.1.6
0.
GENERAL INFORMATION
0.0
PREFACE
and/or guidance relevant to the flight crewmember; The onboard library (see OM-A Chapter 2.2.5).
OPERATION MANUAL FORMAT AND INFORMATION In all operating manual amendments and revisions, hand-written are not permitted.
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. HEADER AND FOOTER
C
on
fid
en
Remarks: 1. Airline logo 2. Manual code 3. Level 1 chapter 4. Level 2 chapter 5. Manual name/title and Edition number 6. Revision date 7. Page number 8. Direct link to table of contents (for soft copy only)
02. INDEXING SYSTEM The Operations Manual Part A (OM-A) is divided into chapters, which are subdivided into section, sub-section and paragraph. There is a group of two number that is shown in every manual page. It is indicating the chapter and section. Pages are numbered in relation to section. The section may be divided into subsection and sub-section may be divided into paragraphs, which indicated by number or alphabet or bullets. 03. SYMBOLS END OF ………………… End of paragraph text. ………………… A vertical line in the left margin indicates the revised text on an amended page. This marking is not used when more than half the page has been revised. * ………………… Star symbol in the left margin of List of Effective Page indicates the revised List of Effective Page. ▲ ………………… Back to the Table of Content of each chapter
■
………………… Back to the general list of content Operation Manual Part A – 1st Edition
02 Jan 2019
▲
Page 5
OM – A
0.1.7
0.
GENERAL INFORMATION
0.0
PREFACE
TEMPORARY INSTRUCTIONS Temporary instructions will be issued whenever there is a policy’s changes that related to operations which require immediate compliance to the new rules and regulations. Changes in TI will be using yellow colored pages, and the alphabet will be added to the current manual revision number as the TI revision number (e.g. OM-A edition 1 TI 01A, etc.) Unless otherwise determined by the DGCA, TI will be valid for maximum of 6 months. Garuda Indonesia informs to POI and/or PAI prior to the issuance of the Temporary Instructions.
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Amendment date is purposed for recording the date of the compilation of all revision, and effective date is based on the nature of policy implementation and expected completion of distribution to the manual holder.
en
A List of Effective Page will be published from time to time in OM-A Chapter 0.2 summing up all valid pages at that dates.
on
fid
Revision letters received before the issue of a List of Effective Page may then be destroyed. Subsequent amendment letters will be retained as indicated above.
C
Replacement of missing page(s) or revision(s) should be ordered from: Operations Publication (CGKOSPGA) GOC 3rd Floor room 344, 322 Phone: 550 1771 ext. 2315, 2316, 2135 Fax: 5501528. 0.1.9
MANUAL APPROVAL / ACCEPTANCE The complete set of OM-A Revisions will be forwarded to DGCA for approval / acceptance request. Required changes to the revisions, as may be found or determined by DGCA will be corrected as part of the approval process. The List of Effective Page (OM-A Chapter 0.2) will be signed by Designated Inspector, and Control Page will be signed by the Deputy Director of Aircraft Operation. END OF 0.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
0.3 0.4
1 1.1 1.2
1.3
LIST OF EFFECTIVE PAGE
8 0 8 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 7 7 8 0 0 0 0 0 0 0 1 3 6 6 0 1 0 0 8 8 8 8 5 0 0 3 0 7
Date
Chapter Page No.
02 Jan 2019 01 Oct 2016 02 Jan 2019 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Oct 2016 14 Sep 2018 14 Sep 2018 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 15 Nov 2016 16 May 2017 02 May 2018 02 May 2018 01 Oct 2016 15 Nov 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 14 Sep 2018
1.3 2 2.1
2.2
7 8 *1 2 *1 *2 *3 *4 *5 *6 7 8 1 *2 *3 *4 5 6 7 8 9 10 11 *12 13 14 1 2 *1 2 1 2 3 4 5 6 *1 *2 *3 *4 5 6 *7 8 1 2 3 *4 5 6
tia Y F 20 os or l C 19 fir op a -0 / y 206
0.2
0.2
en
0.1
Revision No.
fid
0.0
*1 2 *1 2 *1 *2 *3 *4 *5 *6 *1 *2 *3 *4 *5 *6 *7 *8 *9 *10 *1 2 1 2 *3 4 1 2 1 2 1 2 3 4 5 6 7 8 9 10 *11 *12 *13 *14 1 2 3 4 5 6
on
0
GENERAL INFORMATION
LIST OF EFFECTIVE PAGE
Chapter Page No.
C
0.2
0.
2.3 3
3.1
3.2
3.3
Revision No.
7 7 8 0 8 8 8 8 8 8 4 4 5 8 8 8 5 0 0 6 3 5 5 8 5 5 7 7 8 7 7 5 5 7 7 7 8 8 8 8 7 7 8 7 5 4 6 8 5 2
Date
14 Sep 2018 14 Sep 2018 02 Jan 2019 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 27 Nov 2017 27 Nov 2017 01 Mar 2018 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 02 May 2018 16 May 2017 01 Mar 2018 16 May 2017 02 Jan 2019 16 May 2017 16 May 2017 14 Sep 2018 14 Sep 2018 02 Jan 2019 14 Sep 2018 14 Sep 2018 01 Mar 2018 01 Mar 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 14 Sep 2018 14 Sep 2018 02 Jan 2019 14 Sep 2018 01 Mar 2018 27 Nov 2017 02 May 2018 02 Jan 2019 01 Mar 2018 16 Jan 2017
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
4.2 4.3
4.4
5 5.1 5.2
5.3 5.4
6 6.1 6.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
02 Jan 2019 02 Jan 2019 01 Mar 2018 14 Sep 2018 16 May 2017 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 02 Jan 2019 01 Oct 2016 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 16 May 2017 01 Oct 2016 02 Jan 2019 16 May 2017 27 Nov 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 27 Nov 2017 01 Oct 2016 02 Jan 2019 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 02 May 2018 02 Jan 2019 14 Sep 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 14 Sep 2018 02 May 2018 02 May 2018 27 Nov 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016
6.3
6.4
1 2 3 4 1 2 3 4 5 6 7 *8 9 10 11 12 13 14 15 16 17 18 *1 *2 *3 *4 *5 6 7 8 9 10 1 2 1 2 1 2 3 4 5 6 *1 2 3 *4 *5 *6 *7 8
tia Y F 20 os or l C 19 fir op a -0 / y 206
4.1
8 8 5 7 3 0 5 5 5 5 8 0 8 0 0 0 5 3 0 8 3 4 3 3 0 0 4 0 8 7 7 7 7 6 8 7 6 6 6 6 6 7 6 6 4 3 3 3 0 0
GENERAL INFORMATION
6.5
en
4
Revision No.
fid
3.4
*7 *8 9 10 11 12 1 2 3 4 *1 2 *1 2 1 2 1 2 3 *4 1 2 3 4 1 2 1 2 *1 2 3 4 5 6 *1 2 1 2 3 4 5 6 1 2 1 2 1 2 3 4
on
3.3
C
Chapter Page No.
0.
6.6 7
7.1
7.2
Revision No.
4 4 6 3 4 0 3 5 3 6 7 8 7 6 4 4 4 6 4 7 4 0 8 8 8 8 8 6 5 4 5 0 0 0 6 0 5 5 5 7 1 0 8 0 0 8 8 8 8 5
Date
27 Nov 2017 27 Nov 2017 02 May 2018 16 May 2017 27 Nov 2017 01 Oct 2016 16 May 2017 01 Mar 2018 16 May 2017 02 May 2018 14 Sep 2018 02 Jan 2019 14 Sep 2018 02 May 2018 27 Nov 2017 27 Nov 2017 27 Nov 2017 02 May 2018 27 Nov 2017 14 Sep 2018 27 Nov 2017 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 May 2018 01 Mar 2018 27 Nov 2017 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 May 2018 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Mar 2018 14 Sep 2018 15 Nov 2016 01 Oct 2016 02 Jan 2019 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 01 Mar 2018
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
7.7
7.8 7.9 8 8.1
8.2 8.3
8.4 8.5 8.6
8.7 9 9.1 9.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
01 Oct 2016 01 Oct 2016 27 Nov 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 02 May 2018 14 Sep 2018 02 May 2018 27 Nov 2017 01 Oct 2016 16 May 2017 01 Oct 2016 14 Sep 2018 01 Oct 2016 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 14 Sep 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 14 Sep 2018 27 Nov 2017
9.2
9.3
9.4
9.5
6 7 8 9 10 1 2 3 4 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 *27 28 29 30 31 32 33 34
tia Y F 20 os or l C 19 fir op a -0 / y 206
7.6
0 0 4 0 0 0 0 0 8 8 5 6 7 6 4 0 3 0 7 0 7 7 7 7 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0 7 7 0 0 0 0 0 0 5 7 4
GENERAL INFORMATION
en
7.5
Revision No.
fid
7.4
1 2 1 2 1 2 1 2 *1 *2 3 4 5 6 1 2 1 2 1 2 1 2 3 4 1 2 1 2 3 4 1 2 1 2 1 2 3 4 5 6 1 2 1 2 1 2 1 2 3 4 5
on
7.3
C
Chapter Page No.
0.
Revision No.
4 3 3 3 3 0 6 3 0 5 0 0 0 0 0 0 0 3 0 0 0 0 6 4 5 4 6 6 6 6 6 6 6 6 6 6 0 0 0 0 5 5 4 8 4 4 4 5 4 4 4
Date
27 Nov 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 02 May 2018 16 May 2017 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 May 2018 27 Nov 2017 01 Mar 2018 27 Nov 2017 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 27 Nov 2017 02 Jan 2019 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Mar 2018 27 Nov 2017 27 Nov 2017 27 Nov 2017
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
10 10.1
10.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
27 Nov 2017 27 Nov 2017 02 May 2018 27 Nov 2017 01 Mar 2018 01 Oct 2016 02 Jan 2019 02 Jan 2019 16 May 2017 15 Nov 2016 01 Mar 2018 15 Nov 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 15 Nov 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 16 May 2017 16 Jan 2017 01 Oct 2016 01 Mar 2018 14 Sep 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Oct 2016 14 Sep 2018 14 Sep 2018 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Oct 2016 01 Mar 2018 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017
10.2
10.3
10.4
13 14 15 16 17 18 1 2 *3 4 5 *6 7 8 1 2 3 4 5 6 7 8 1 2 1 2 1 2 3 4 5 6 1 2 3 4 5 6 1 2 3 4 5 6 7 8 9 10 11 12
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.8
4 4 6 4 5 0 8 8 3 1 5 1 0 0 0 0 1 0 0 5 0 3 2 0 5 7 5 0 0 5 5 0 7 7 4 4 4 0 5 3 3 3 3 3 3 3 3 3 3 3
GENERAL INFORMATION
10.5 10.6
en
9.7
Revision No.
fid
9.6
35 36 37 38 1 2 *3 *4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 1 2 3 4 5 6 7 8 1 2 1 2 3 4 1 2 3 4 5 6 7 8 9 10 11 12
on
9.5
C
Chapter Page No.
0.
10.7
10.8
10.9
Revision No.
3 3 3 3 3 3 7 7 8 3 3 8 7 7 4 0 0 0 0 0 5 0 0 0 0 0 3 3 3 3 3 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0
Date
16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 14 Sep 2018 14 Sep 2018 02 Jan 2019 16 May 2017 16 May 2017 02 Jan 2019 14 Sep 2018 14 Sep 2018 27 Nov 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
11.3
11.4
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 16 May 2017 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Mar 2018 01 Mar 2018 27 Nov 2017 27 Nov 2017 02 Jan 2019 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 16 Jan 2017 01 Mar 2018 02 May 2018
11.4 11.5
11.6
4 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 *1 2 3 4 1 2 1 2 1 2 1 2 1 *2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.2
0 0 0 8 8 5 0 0 0 0 0 0 0 0 3 3 0 8 8 5 5 5 4 4 8 8 0 0 0 0 3 0 0 0 0 5 0 0 0 0 0 0 8 8 8 8 8 8 2 5 6
GENERAL INFORMATION
11.7 12
en
11.1
Revision No.
fid
11
13 14 15 *16 *17 18 19 20 21 22 23 24 25 26 1 2 1 *2 *3 4 5 6 7 8 *9 *10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12 *1 *2 *3 *4 *5 *6 1 2 3
on
10.9
C
Chapter Page No.
0.
12.1 12.2 12.3 12.4
Revision No.
6 5 5 0 4 4 4 4 6 5 5 6 5 6 7 7 7 7 4 8 5 3 4 4 3 6 6 0 0 0 0 4 8 6 6 6 6 6 6 6 6 5 0 0 0 0 0 0 5 0 0
Date
02 May 2018 01 Mar 2018 01 Mar 2018 01 Oct 2016 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 02 May 2018 01 Mar 2018 01 Mar 2018 02 May 2018 01 Mar 2018 02 May 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 27 Nov 2017 02 Jan 2019 01 Mar 2018 16 May 2017 27 Nov 2017 27 Nov 2017 16 May 2017 02 May 2018 02 May 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 27 Nov 2017 02 Jan 2019 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 02 May 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
13 13.1 13.2
0.2
LIST OF EFFECTIVE PAGE
Date
Chapter Page No.
01 Oct 2016 01 Oct 2016 02 May 2018 02 May 2018 02 May 2018 01 Oct 2016 01 Oct 2016 02 May 2018 02 May 2018 02 May 2018 02 May 2018 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 02 Jan 2019 01 Mar 2018 01 Mar 2018 01 Mar 2018 16 May 2017 16 May 2017 02 Jan 2019 16 May 2017 16 May 2017 01 Mar 2018 16 May 2017 16 May 2017 16 May 2017 16 May 2017 16 May 2017 02 Jan 2019 01 Mar 2018 15 Nov 2016 01 Mar 2018 02 Jan 2019 02 Jan 2019 01 Oct 2016 16 May 2017 01 Mar 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 01 Oct 2016
13.3
13.4 13.5
13.6
14 14.1
en
0 0 6 6 6 0 0 6 6 6 6 3 3 3 3 3 3 3 8 5 5 5 3 3 8 3 3 5 3 3 3 3 3 8 5 1 5 8 8 0 3 5 5 0 0 0 0 0 8 0
GENERAL INFORMATION
1 2 3 4 1 2 1 2 3 4 1 2 3 4 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 *1 *2
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.6
Revision No.
fid
12.5
19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 *37 38 39 40 41 42 *43 44 1 2 3 4 5 6 7 *8 1 2 3 *4 *5 6 7 8 9 10 1 2 1 2 *1 2
on
12.4
C
Chapter Page No.
0.
15
15.1 15.2 15.3 15.4 15.5 16 16.1 16.2 16.3
Revision No.
3 3 3 0 3 3 5 3 3 5 3 4 3 3 0 0 5 0 0 5 5 5 0 3 0 7 7 7 7 0 0 0 0 0 5 0 0 0 5 0 5 0 5 0 3 0 0 0 8 8
Date
16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 16 May 2017 16 May 2017 01 Mar 2018 16 May 2017 16 May 2017 01 Mar 2018 16 May 2017 27 Nov 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Oct 2016 16 May 2017 01 Oct 2016 14 Sep 2018 14 Sep 2018 14 Sep 2018 14 Sep 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
16.7 16.8 16.9 17 17.1 17.2
18 18.1 18.2 18.3 18.4 18.5 19 19.1 19.2
20 20.1
LIST OF EFFECTIVE PAGE
Date
Chapter Page No. Revision No.
20.2 20.3 20.4 21 21.1 21.2
1 2 1 2 1 2 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.6
0.2 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 27 Nov 2017 27 Nov 2017 02 May 2018 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 27 Nov 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 Jan 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 May 2018 14 Sep 2018 01 Mar 2018 02 Jan 2019 16 Jan 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016
fid
16.5
8 8 5 0 4 4 6 3 0 0 0 0 0 0 5 5 0 0 0 0 0 0 4 0 0 0 0 0 7 0 0 0 0 0 0 0 2 0 0 0 0 6 7 5 8 2 0 0 0 0
on
16.4
*3 *4 1 2 1 2 3 4 1 2 1 2 1 2 1 2 1 2 1 2 1 2 3 4 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 3 4 *5 6 1 2 1 2
C
16.3
GENERAL INFORMATION
en
Chapter Page No. Revision No.
0.
21.3
21.4 21.5 21.6 21.7 21.8 21.9
21.10 21.11 21.12 21.13
5 0 0 0 7 0 5 0 5 0 4 4 4 5 5 5 5 6 6 5 5 5 5 5 5 5 0 0 0 0 0 0 0 0 5 0 0 0 2 3 3 0 0 0 0 0 3 0 0 0
Date
01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Mar 2018 01 Oct 2016 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Mar 2018 01 Mar 2018 01 Mar 2018 02 May 2018 02 May 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 Jan 2017 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
OM – A
22.3
22.4
22.5
22.5 23 23.1 23.2 23.3
23.4
23.5
LIST OF EFFECTIVE PAGE
Date
Chapter Page No. Revision No.
24
24.1 24.2
24.3 24.4 24.5 24.6 24.7 25
1 2 1 2 1 2 3 4 5 6 1 2 1 2 3 4 1 2 1 2 1 2 1 2 *1 2 1 2 *3 4 5 6 1 2 3 4 1 2 *1 *2 1 2 1 2 3 4 1 2 3 4
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.2
0.2 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Mar 2018 16 May 2017 16 May 2017 27 Nov 2017 16 Jan 2017 15 Nov 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 Jan 2017 16 May 2017 16 May 2017 16 Jan 2017 16 Jan 2017 16 May 2017 16 May 2017 16 May 2017 01 Oct 2016 16 Jan 2017 16 Jan 2017 27 Nov 2017 16 Jan 2017 02 Jan 2019 01 Oct 2016 01 Oct 2016 01 Oct 2016 14 Sep 2018 14 Sep 2018 02 Jan 2019 02 Jan 2019 02 Jan 2019 02 Jan 2019 14 Sep 2018 01 Oct 2016 01 Oct 2016 02 Jan 2019 02 Jan 2019 02 Jan 2019 27 Nov 2017 27 Nov 2017
fid
22.1
0 0 0 0 0 0 0 3 0 0 5 3 3 4 2 1 0 0 0 2 3 3 2 2 3 3 3 0 2 2 4 2 8 0 0 0 7 7 8 8 8 8 7 0 0 8 8 8 4 4
on
22
1 2 1 2 1 2 1 2 3 4 1 2 3 4 5 6 7 8 9 10 1 2 3 4 1 2 3 4 5 6 7 8 *1 2 1 2 1 2 *1 *2 *3 *4 1 2 3 *4 *5 *6 1 2
C
21.14
GENERAL INFORMATION
25.1 25.2
en
Chapter Page No. Revision No.
0.
25.3
25.4
25.5 26 26.1 26.2
26.3
0 0 0 0 0 0 0 3 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 8 0 0 4 8 4 4 4 4 4 4 4 4 0 8 8 5 0 0 0 0 0 0 0 5 5
Date
01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 16 May 2017 16 May 2017 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 02 Jan 2019 01 Oct 2016 01 Oct 2016 27 Nov 2017 02 Jan 2019 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 27 Nov 2017 01 Oct 2016 02 Jan 2019 02 Jan 2019 01 Mar 2018 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Oct 2016 01 Mar 2018 01 Mar 2018
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
C
0.
GENERAL INFORMATION
0.2
LIST OF EFFECTIVE PAGE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 10
OM – A
GENERAL INFORMATION
0.3
RECORD OF REVISION
RECORD OF REVISION Upon receipt of revision, insert revised page, in the Operations Manual Part A and enter the revision number, revision date, date of insertion and name of person incorporating the revision. Rev. Date
Insertion Date
By
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
08
02 Jan 19
14 Feb 19
AB
Rev No.
Rev. Date
Insertion Date
By
tia Y F 20 os or l C 19 fir op a -0 / y 206
Rev No.
C
on
fid
en
0.3
0.
END OF 0.3 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
0.
GENERAL INFORMATION
0.3
RECORD OF REVISION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
MANUAL HOLDER LIST Following are the list of OM-A holder: NO
NAME/DESCRIPTION
OFFICE CODE
CONTROL ID
Library
JKTOSPGA
0.00001
2
Library
JKTOSPGA
0.00002
3
Direktorat Kelaikudaraan & Pengoperasian Pesawat Udara
DKPPU
2.00104
4
Direktorat Kelaikudaraan & Pengoperasian Pesawat Udara
DKPPU
2.00105
5
Director of Operations
JKTDOGA
2.00001
6
VP Flight Operations
JKTOFGA
2.00002
7
VP Production & Operation Control
JKTOGGA
2.00004
8
VP Operation Support
JKTOSGA
2.00005
9
VP Corporate Quality, Safety and Environment Management
JKTDVGA
2.00006
10
VP Learning and Development
JKTVZGA
2.00101
11
SM Employee Service and Information Management
JKTIDHGA
2.00007
12
Chief Pilot A330
JKTOFAGA
2.00008
13
Chief Pilot ATR72-600
JKTOFRGA
2.00009
14
Chief pilot CRJ-1000
JKTOFCGA
2.00110
15
Chief pilot B777-300
JKTOFBGA
2.00111
16
Chief Pilot B737
JKTOFTGA
2.00013
17
SM FA Standardization & Development
JKTCCSGA
2.00014
18
SM FA Planning & Assignment Management
JKTCCPGA
2.00016
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
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
C
0.4
0.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
OM – A
NO
0.
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
NAME/DESCRIPTION
OFFICE CODE
CONTROL ID
SM Crew Movement Control
JKTOGCGA
2.00019
39
SM Flight Assignment
JKTOGRGA
2.00020
30
Chief OCC
JKTOGMGA
2.00021
31
SM FOO & Flight Dispatcher Center
JKTOGWGA
2.00022
32
MGR. Flight Planning
JKTOGW7GA
2.00023
33
Mgr. Dispatch Zone -1
JKTOGW1GA
2.00025
34
VP Cabin Services
JKTCCGA
2.00026
35
VP Inflight Services
JKTCIGA
2.00194
36
VP Corporate Security
JKTDKGA
2.00027
37
SM Operations Engineering
JKTOSEGA
2.00028
38
SM Corporate Quality Assurance
JKTDVAGA
2.00029
39
SM Safety Information Management
JKTDVFGA
2.00030
40
SM Incident Management
JKTDVIGA
2.00031
41
SM Operation Standard
JKTDOPGA
2.00032
42
SM Occupational Safety, Health & Environment Management
JKTDVEGA
2.00034
43
Mgr. Security Standard & Compliance
JKTDVPGA
2.00035
44
SM Quality Assurance & System Support
JKTGFQGA
2.00036
45
VP SBU Umrah, Hajj & Charter
JKTNHGA
2.00038
46
SM Airworthiness Standard
JKTMQSGA
2.00039
47
SM Airworthiness Record
JKTMQRGA
2.00040
48
SM Line Station Management
JKTIRGLGA
2.00041
49
VP Airworthiness Management
JKTMQGA
2.00042
50
SM Navigation Support
JKTOSNGA
2.00044
51
SM Operations Publication
JKTOSPGA
2.00045
52
SM Operation Data Management
JKTOSIGA
2.00046
53
SM Flight Attendant Training
JKTVZCGA
2.00102
54
SM Flight Operation Training
JKTVZOGA
2.00103
55
MGR FOO & Operation Support Training Management
JKTVZO3GA
2.00106
56
MGR Training Quality Assurance
JKTVZQGA
2.00107
57
VP Corporate Secretary
JKTDSGA
2.00108
58
SM Station SOEKARNO HATTA
CGKSMGA
2.00109
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
28
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
NO
0.
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
NAME/DESCRIPTION
OFFICE CODE
CONTROL ID
VP Cargo Operations
JKTGOGA
2.00119
60
Domestic Branch Office
JKTKKGA
7.00101-177
61
International Brand Office
JKTKKGA
7.00601-681
62
Pilots (All Fleet including Captain and FO)1
JKTOFGA
3.00001-2470
63
Flight Attendants1
JKTCCGA
5.00001-4215
64
FOO1
JKTOGGA
6.00001-411
65
A 330 Simulator
JKTOFAGA
8.00201-120
66
B737-800 Simulator
JKTOFTGA
8.00301-320
67
CRJ-1000 Simulator
JKTOFCGA
8.00501-520
68
ATR-72 Simulator
JKTOFRGA
8.00601-620
69
B777-300ER Simulator
JKTOFBGA
8.00701-720
70
A330 Aircraft
Registration
1.00101-172
71
B737-800/-8 Aircraft
Registration
1.00301-400
72
CRJ-100 Aircraft
Registration
1.00701-730
73
B777-300ER Aircraft
Registration
1.00801-812
74
ATR-72 Aircraft
Registration
1.00901-912
Note:
: Detail data described in respective chief
en
1
tia Y F 20 os or l C 19 fir op a -0 / y 206
59
C
on
fid
Printed copies other than stated in the Distribution List will be considered uncontrolled. For certain exceptional cases some page(s) of this manual might be required for reference. In that case, the party who needs a copy of this part of manual is required to send an email request to JKTDOP ([email protected]). END OF 0.4
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
GENERAL INFORMATION
0.4
MANUAL HOLDER LIST
tia Y F 20 os or l C 19 fir op a -0 / y 206
0.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
1.
DEFINITION AND ABBREVIATION TABLE OF CONTENT
CHAPTER 1 GENERAL .................................................................................................................. 1
1.2
DEFINITION ............................................................................................................... 1
1.3
ABBREVIATIONS ...................................................................................................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
1.
DEFINITION AND ABBREVIATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
1.1
1.
DEFINITION AND ABBREVIATION
1.1
DEFINITION
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 1.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
1.
DEFINITION AND ABBREVIATION
1.1
DEFINITION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
1.2
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
DEFINITION TERM
DEFINITION The sector operated by crewmember as Active Crew.
Air Crew
A person who works in Garuda Indonesia as a pilot or flight attendant.
Air Carrier/Air Operator Certificate Holder
Means a person who undertakes directly by lease or other arrangements to engage in air transportation.
ABAS
Aircraft-Based Augmentation System: An augmentation system that augments and/or integrates the information obtained from the other GPS elements with information on board the aircraft. The most common form of ABAS is receiver autonomous integrity monitoring (RAIM).
Aircraft
Any machines that can derive support in the atmosphere from the reaction of the air other than reactions of the air against the earth’s surface.
Airplane
A power driven, heavier than air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on surfaces, which remain fixed under given conditions of flight.
Air Time
The period of time between airborne (in ACARS it is Off) until touchdown (in ACARS it is On). In ACARS Air Time is recognized by the word FLT.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Active Sector
AOC
Air Operator Certificate. A certificate authorizing an operator to carry out specified commercial air transport operations.
ARI
Airport and Route Information is a briefing material and information for crew reference prior to operating into certain airport and/or route area.
Air Transportation Service
The operation for remuneration, including positioning flights, of any aircraft, which is listed on the air carrier’s Air operating certificate.
AWOS
Automated Weather Observing System is an automated weather reporting system, which transmits local real-time weather data directly to the Pilot.
Base
The term Base is applicable for crews who are based in JKT, DPS, SUB, Japan, China, and Korea.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION 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 at the next midnight. For the purpose of calculation, calendar day refers to Local Time (anywhere), as long as it is consistent from the beginning until the end of the calendar day(s).
Calendar Month
Refers to the period from the beginning of a month to the end of that same month when the qualification interval is set to expire. For example; a 12 calendar month qualification interval means that, if the original qualification date for a flight crewmember is 1 March 2013, such crewmember remains qualified until 31 March 2014.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Block Off
CANPA
Constant Angle Non Precision Approach. The CANPA final approach features a constant angle descent using the vertical speed mode or the flight path vector (as available), with altitude-distance checks. Flying a constant angle approach profile: Provides a more stabilized flight path. See VDP. (see CDFA)
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION (pronounced as “KAV- OH- KAY”) abbreviation for Ceiling And Visibility OK, it describes the condition at the airport when there are no clouds below 5000 feet or below the highest minimum sector altitude, whichever is greater, and no cumulonimbus; visibility more than 10 Km, and there is no precipitation, thunderstorm,shallow fog or low drifting snow.
Competency Check (CC)
Any required operational check performed on company personnel (other than flight crewmembers), by company supervisory personnel duly authorized to perform that check
Company Check Pilot (CCP)
An employee of an air carrier who is the holder of a delegation of authority issued by the Director, authorizing the conduct of certain types of flight checks
CDFA
Continuous Descent Final Approach is aspecific technique for flying the final approach segment as a continuous descent, without level-off, from an altitude at or above the FAF altitude to a point approximately 50ft above the landing threshold. (see CANPA)
Ceiling
The height above the earth’s surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken”, “overcast” or “obscuration” and not as “thin” or “partial”
Certificate
A document issued by, or on behalf of DGCA, which confirms a regulatory standard, as described in the document, has been met. A certificate does not convey any authority to act.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CAVOK
Class I Navigation
Class I navigation is any en-route flight operation conducted in controlled or uncontrolled airspace that is entirely within operational service volumes of ICAO standard NAVAIDs (GNSS, VOR, VOR/DME, and NDB).
Class II Navigation
Class II navigation is any en-route operation not categorized as Class I navigation and includes any operation, or portion of operation, that take place outside the operational service volume of ICAO standard NAVAIDs.
CMV
Converted Meteorological Visibility is a value (equivalent to an RVR) which is derived from the reported meteorological visibility by using particularly conversion factors. (JEPPESSEN will publish all RVR values above 2000 m as CVM.
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 3
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION 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)
Contracting State
Any country or state, which is a signatory to the Convention of the International Civil Aviation Organization, or any other country acceptable to the Director.
Consolidation
The process by which a person through practice and practical experience increases proficiency in newly acquired knowledge and skills.
CROPA
Also known as Crew rotation is duty schedule that consist of one Journey or more operated by the aircrew starting from departure from home base in the first Journey until the return to the home base in the last Journey.
Crewmember
An aircrew assigned to official duty as an active crew.
Day Off
The rest time that is granted by the Company to an aircrew at Home Base, to accommodate the social interest other than regulation requirement.
Dead Heading Crew
An aircrew conduct flight mission on one or more sector without actively working, and receives the same treatment as common passengers onboard the aircraft.
Dead Heading Sector
The sector traveled as Dead Heading Crew.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Co-Pilot
Director or DGCA
The Director of the Directorate General of Civil Aviation, or any person authorized to act on his behalf.
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).
Duty Free
The rest period, of 24 consecutive hours or more, between duty assignments to meet regulation requirement.
Duty Period
The period of elapsed time between reporting for an assignment involving flight time and release from that assignment.
Duty Schedule
An assignment that is given to the crewmembers as a responsibility that has to be carried out according to their respective functions.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION Extended Diversion Time Operations: Any operation by an airplane with two or more turbine engines where the diversion time to an en-route alternate aerodrome is greater than the threshold time established by the State of the Operator. (See ETOPS)
Emergency Evacuation
Emergency Evacuation is the urgent abandonment of an aircraft utilizing slide and all useable exits.
Enlarged Crew
A Flight crewmember composition in a journey with an additional one Pilot or more from the Standard Crew Complement.
ETOPS (Ref. FAR-1; and CASR121.161(a))
Extended Operations. Means an airplane flight operation, other than an all-cargo operation in an airplane with more than two engines, during which a portion of the flight is conducted beyond a time threshold identified in part CASR 121-161(a) as follows: Farther than a flying time from an Adequate Airport (at a oneengine inoperative cruise speed under standard conditions in still air) of 60 minutes for a two-engine airplane or 180 minutes for a passenger-carrying airplane with more than two engines.
Extended over water
A flight operated over water at a distance of more than 93 km (50 NM), or 30 minutes at normal cruising speed, whichever is the lesser, away from land suitable for making an emergency landing.
Fail-operational flight control system
A flight control system is fail-operational if, in the event of a failure below alert height, the approach, flare and landing, can be accomplished automatically. In the event of a failure, the automatic landing system will operate as a fail passive system.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
EDTO (Ref Annex 6)
Fail-passive flight control system
A flight control system is failed-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic flight control system the Pilot assumes control of the aircraft after a failure.
First Flight of The Day
The definition of the first flight in this manual is referring to the first sector on that day of the crew on each duty cycle (journey)
First Officer
A Pilot qualified on an aircraft to perform the duties of Second In Command. May also be taken to mean copilot.
Flag Air Carrier
An air carrier whose operations specifications authorize operations outside of Indonesia.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 5
OM – A
TERM Flight
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
DEFINITION 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. 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 Crewmember
A crewmember assigned to duty in an aircraft as a pilot, second officer or navigator
Flight Deck Duty time
The period of time utilized by a Flight Crewmember who actively works in a sector and occupies the left or right Cockpit-Seat on enlarge (augmented) crew composition.
Flight Duty Time
The total elapsed period from the time a crewmember is required to report for duty, to the time that crewmember has completed all official duties with respect to a flight or series of flights and is released for an official crew rest.
Flight Operations Officer (FOO)
A person who is authorized by an air carrier to exercise operational control over a flight.
en
fid
on
C
Flight Relief Facility Bunk
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight Allowance
See OM-A Chapter 7.7.3
Flight Relief Facility-Seat (FRFS)
See OM-A Chapter 7.7.3
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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION
Fueling Safety Zone (FSZ)
An area of at least 3 meters in any direction from the centerpoint 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.
General Declaration
Commonly abbreviated as GENDEC. A mandatory document of international flight for Customs, Immigration and Quarantine (CIQ) purposes which the Standard format of the General Declaration shall refer to ICAO Annex 9.
Government Check Pilot
A DGCA inspector authorized to perform flight checks.
(GCP) GPS is a U.S. satellite based radio navigation system that provides a positioning service anywhere in the world. The service provided by GPS for civil use is defined in the GPS Standard Positioning System Signal Specification.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Global Positioning System (GPS)
on
fid
GNSS is a generic term for a worldwide position, velocity, and time determination system, which includes one or more satellite constellations, aircraft receivers, and system integrity monitoring. GNSS includes GPS, Satellite Based Augmentation Systems (SBAS) such as the Wide Area Augmentation System (WAAS), Ground-Based Augmentation System (GBAS) such as the Local Area Augmentation System (LAAS), Global Orbiting Navigation Satellite System (GLONASS), GALILEO, and any other satellite navigation system approved for civil use. GNSS can be augmented as necessary to support the required navigation performance for the actual phase of operation. (AC 90-105).
C
Global Navigation Satellite System (GNSS)
en
GPS is the U.S. core GNSS satellite constellation providing space-based positioning, velocity, and time. GPS is composed of space, control, and user elements.(AC 90-105).
Home base
Jakarta (CGK) is Garuda Indonesia Home base.
Hybrid Head-Up Display Landing System
A system which consists of a primary fail passive automatic landing system and a second independent HUD/HUDLS enabling the Pilot to complete a landing manually after failure of the primary system.
IMC
Instrument Meteorological Conditions
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION The intended destination is the destination according to the timetable.
Intermediate Destination
The intermediate destination is the destination where a technical landing can be made.
Isolated Airport
An isolated airport is an airport for which destination alternate not available.
Journey
(See Duty Cycle).
Kin Pairing
Kin Pairing is a composition of flight crewmember that consist of flight crewmember with family relationship (e.g. Father, Son, Brothers) occupying the hot seats at the same time.
Large Aircraft
Any aircraft having a maximum certified takeoff weight, (MCTOW) of greater than 5700 kg (12500 pounds)
Lay-over Time
The period of time between the ends of a Journey until the beginning of the next Journey.
Lay-over Station
Station outside Home Base or Base where crewmember remains overnight / transited, being part of the CROPA
License
A document issued by, or under a delegation of authority from the Director, which authorizes the holder to exercise certain privileges as specified in that license, subject to the conditions and limitations contained therein.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Intended Destination
Line Operating Flight Time
Flight time performed in operations.
Line Operational Evaluation (LOE)
An evaluation of individual and crew performance in a flight simulation device conducted as a real-time Line Operational Simulation (LOS) scenario.
Line Operational Flight Training (LOFT)
A Line Operational Simulation (LOS) training session conducted during flight crew initial qualification and/or recurrent training. LOFT is conducted in real time as a line operation with no interruption by the instructor during the session except for a non-disruptive acceleration of uneventful en-route segments.
See Flight Time definition
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 8
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION
Line Operational Simulation (LOS)
A training or evaluation session conducted in a “line environment” setting. Under LOS, instruction and training is based on CRM learning objectives, and includes behavioral observation and assessment of crew performance. Specific training activities under LOS include: -
Line Oriented Flight Training (LOFT);
-
Special Purpose Operational Training (SPOT);
-
Line Operational Evaluation (LOE)
Procedures applied at an airport for the purpose of ensuring safe operations during CAT II/III approach and Low Visibility Takeoff.
Low Visibility Take-off (LVTO)
A takeoff where the RVR is less than 400 meters.
MAP/ MAPt
That point in an instrument approach at or before which the prescribed missed approach procedure must be initiated if required visual reference does not exist.
MDA
Minimum descent Altitude means the lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle-to-land maneuvering in execution of a standard instrument approach procedure, where no electronic glide slope is provided.
MEL
Minimum Equipment List
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Low Visibility Procedures (LVP)
Missed Approach
A maneuver conducted by a Pilot when an instrument approach cannot be completed to a landing. The route of flight and altitude are shown on instrument approach procedure charts. A Pilot executing a missed approach prior to the MAP must continue along the final approach to the MAP. The Pilot may climb immediately to the altitude specified in the missed approach procedure.
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 twoengine aeroplanes, 0.9 per cent for three-engine aeroplanes and 1.0 percent for four-engine aeroplanes
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
DEFINITION A Notice to Airman, distributed by means of telecommunication, containing information concerning the establishment, condition or change in any aeronautical facility service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operation.
NOTOC (Notification to Captain)
Accurate and legible written or printed information provided to the pilot-in-command concerning dangerous goods shipments or other special cargo that is to be carried on board the aircraft.
Observer
A person outside Standard Crew Complement who is permitted to take a seat in the cockpit without having the need for a qualification or rating of the particular type of aircraft.
Open Water
Means a water mass which does not have any landmasses within the maximum times or distances prescribed by a regulation.
Operational Control
Means an air carrier’s system for the exercise of authority over the formulation, execution and amendment of an operational flight plan in respect of a flight or series of flights.
en
A complete flight segment consisting of a takeoff, climb, enroute portion, descent, and a landing.
Passenger
C
on
Operating Cycle
fid
System (OCS)
tia Y F 20 os or l C 19 fir op a -0 / y 206
NOTAM
Any person on board an aircraft during flight time, who is not acting as a crewmember.
Performancebased navigation (PBN)
Area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace.
Person
In respect of an air carrier, means any person who is an owner, or operator of an aircraft listed on that air carrier’s operations specifications or, is otherwise acting as an employee or agent of that air carrier.
Pilot Flying (PF)
The flight crewmember who is manipulating the flight controls of an aircraft during flight time.
Pilot In Command (PIC)
A pilot assigned to act as the Captain of an aircraft.
Pilot Monitoring (PM)
The pilot crewmember who is monitoring and supporting the pilot flying (PF). Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 10
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
See Wave-Off. Means an area of land considered hostile to survival, which lies beyond a specified radius from any known civilization, development or surface conveyance, through which refuge could reasonably be sought. Such radii is equal to 25 nautical miles in the case of mountainous or jungle areas, 50 nautical miles in the case of unoccupied land mass surrounded by water and in all other areas, 100 nautical miles. The Director may designate other areas as remote based upon unique consideration. Repetitive Defect is a technical problem on a system on an airplane that occurs repeatedly as many as 3 times in the period of 15 sector or less. A period of time consisting of 24 consecutive hours, commencing at 0000 local time, in which a pilot, flight attendant or flight operations officer are free from all duties or contact by the company. A required day off is considered to be taken at a person’s residence and is exclusive of any travel time between that person’s residence, and the place where such person reports for, or is released from duty. A duty in the airport as back up Crew Resource. The period of time during which a crewmember is released form all official duty or contact by the company. This period
C
Receiver Autonomous Integrity Monitoring (RAIM) Rejected Landing Remote Area
Rapid Disembarkation is the expedited exit of passengers and crew from a parked aircraft utilizing the boarding entrance(s) and the associated airport infrastructure (aviobridge, jet way or boarding stairs) or the aircraft air stairs. An algorithm that verifies the integrity of the position output using GPS measurements, or GPS measurements and barometric aiding.
Repetitive Defect Required Day Off
Reserve Rest Period
tia Y F 20 os or l C 19 fir op a -0 / y 206
Rapid Disembarkation
en
Point of Reclearance (POR)
fid
Pilot Proficiency Check (PPC)
Equivalent Terms to Pilot Monitoring (PM) The pilot who is performing tasks during flight time, in support of the pilot flying. May also be called Pilot Monitoring (PM). A flight check performed in whole or in part, in an airplane type simulator or an aircraft. Conducted by a GCP, CCP, or DGCP for the purpose of establishing the level of proficiency, of a flight crewmember. The point of re-clearance (POR) is a point along the track at 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 reclearance 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.
on
Pilot Not Flying (PNF)
DEFINITION
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 11
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
Seating Capacity
C
Second In Command (SIC) Second Officer (SO) Separate Runways
Split Flight Duty Special Purpose Operational Training (SPOT)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Runway Incursion
en
RNP system
fid
RNAV (area navigation)
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 (RHS) Captain is a person rank Captain with additional qualification to occupy RHS as a Second In Command and qualified to perform PF/PM duty either during standard and/or enlarged composition. A method of navigation that permits aircraft operations on any desired flight path within the coverage of ground or spacebased 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. An area navigation system which supports on-board performance monitoring and alerting. Any occurrence at an aerodrome involving the incorrect presence of aircraft, vehicle or person on the protected area of surface designated for the landing and takeoff of aircraft. The maximum number of passenger seats authorized by, the type certificate, type approval, or other equivalent document. A Pilot assigned to act as a first Officer or Co-Pilot of an aircraft. A pilot who is the holder of a commercial or higher pilot license and is endorsed on an aircraft type, as competent on the flight engineers panel and may act as a flight crewmember with respect to the flight engineer duties Runways are considered separate, when they are separate landing surfaces which may overlay or cross in such a way that if one of the runway is blocked, it will not prevent the planned type of operations on the other runway, and each of the landing surfaces has a separate approach procedure based on a separate aid. Note: 2 separate runways: At CGK runway 25 and runway 07 are not considered as 2 runways but as runway 07R and runway 07L. A method used to extend FDT with intermediate rest between sectors. A simulator training session under Line Operational Simulation (LOS) designed to address specific training objectives based on technical and CRM requirements. A SPOT scenario may consist of full or partial flight segments depending on the training objectives for the flight. See Line Operational Simulation (LOS)
on
Right Hand Seat (RHS) Captain
DEFINITION
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 12
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
Stand By Start Taxi
C
on
fid
en
Supernumerary
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. A duty other than at the airport as a backup Crew Resource. 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) A person in addition to the crewmember that is neither Deadhead crew (DHC) nor classified as a passenger by the operator and authority but is on board a passenger aircraft during commercial and non-commercial operation. Such person is typically any of following : Assigned to the flight by the operator as necessary for the safety of operations and has certain (operator-required) knowledge and abilities gained through selection and mandatory training (e.g. Safety Pilot,); or Any individual that has a relationship with the operator an authorized and/or assigned by the operator and/or the state to be on board the aircraft (e.g. Cockpit Observer, Cabin Observer, Flight Checker, jump seat travel, etc); or A state or operator authorized inspector, auditor, or observer authorized by the operator and/or the state to be on board the aircraft to perform his/her duties (e.g. DGCA flight operations inspector, IOSA auditor, LOAS observer, etc.); or Assigned to a passenger flight by the operator for the purpose of maintaining proficiency required by regulation (e.g. FOO Familiarization Flight, FA Trainee, etc.); or Assigned to a passenger flight by the operator to conduct certain customer service activities or other duties related to his/her profession (e.g. Immigration On Board, conducting customer relations, Medical doctor checking crewmember health, etc) in the cabin; not designated to perform any safety duties. An air carrier whose operations specifications authorize charter or all cargo operations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Serious Injury
DEFINITION
Supplemental Air Carrier
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 13
OM – A
1.
DEFINITION AND ABBREVIATION
1.2
DEFINITION
TERM
Threshold Time
Training Flight Transit Visibility
Any agreement in which a lessor, leases an aircraft, with at least one pilot flight crewmember, to either an air carrier, foreign air carrier, or a foreign person (the lessee). END OF 1.2
C
on
fid
en
Visual Descent Point (VDP) Wave-Off (Rejected Landing) Wet Lease
A flight series for operational function check prior to return to service following scheduled maintenance program. 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. Other term for expressing route training. A period of time between two sectors. 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. The location at the MDA(H) where the Aircraft can be flown on approximately a three Degree glide path to the runway. An action to abort a landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Test Flight
DEFINITION
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 14
OM – A
1.3
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
ABBREVIATIONS TERM
ABBREVIATION 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
AFM
Airplane Flight Manual
AFS
Auto Flight System
AFTM
Air traffics Flight Management
AGL
Above Ground Level
AHM
Aircraft Handling Manual
AIP
Aeronautical Information Publication
AIREP
Air Report (Weather Report)
AMJ
Advisors Material Joint
AML
Aircraft Maintenance Log
AMSL
Above Mean Sea Level
ANO
Air Navigation Order
AOC
Air Operator Certificate
AOG
Aircraft On the Ground
AP
Auto Pilot
APB
Actual Passengers on Board
APU
Auxiliary Power Unit
ASR
Air Safety Report
AT
Auto Throttle
ATC
Air Traffic Control
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
AAIC
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
CDLS
Cockpit Door Locking System
CDU
Computer Display Unit
CEO
Chief Executive Officer
CFP
Computer Flight Plan
CFR
Crash Firefighting and Rescue
CG
Center of Gravity
CI
Company Instructor
CL
Centerline Light
CML
Cabin Maintenance Log
CMP
Configuration Maintenance and Procedure standard
CO
Carbon Dioxide
en
fid
on
C
2
tia Y F 20 os or l C 19 fir op a -0 / y 206
ATS
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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 (France)
Directon Générale de l’Aviation Civile
DGCA
Directorate General of Civil Aviation
DGCP
Designated Government Check Pilot
DGM
Dangerous Goods Manual
DH
Decision Height
DHC
Dead Heading Crew
DME
Distance Measuring Equipment
DO
Day Off
DOT
Department of Transport
DPER
Designated Pilot Examiner Representative
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CVR
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
FBO
Fuel Burnt Out
FCOM
Flight Crew Operation Manual
FDR
Flight Data Recorder
FIA
Flight Instructor Aircraft
FIR
Flight Information Region
FIS
Flight Instructor Simulator
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
ERA
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
IF
Intermediate approach Fix
IFR
Instrument Flight Rule
ILS
Instrument Landing System
IMC
Instrument meteorological Condition
INS
Inertial Navigation System
IOE
Initial Operating Experience
IOSA
IATA Operation Safety Audit
IRS
Inertial Reference System
ISA
International Standard Atmosphere
JAA
Joint Aviation Authority
JAR
Joint Airworthiness Requirement
LH
Left Hand
LLZ
Localizer
LOFT
Line Orientated Flight Training
LVP
Low Visibility Procedures
LRC
Long Range Cruise
M
Mach number
MAP
Miss Approach Point
MCT
Maximum Continuous Thrust
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
GIA
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
MTW
Maximum Takeoff Weight
MVA
Minimum Vectoring Altitude
MZW
Maximum Zero Fuel Weight
NDB
Non Directional Beacon
Nm
Nautical Mile
NOTAM
Notice To Airmen
OAT
Outside Air Temperature
OCA
Obstacle Clearance Altitude
OCH
Obstacle Clearance height
OCL
Obstacle Clearance Limit
OIC
Officer in Charge
OM
Outer Marker
PA
Passenger Address
PAI
Principal Airworthiness Inspector
PAS
Passenger Address System
PET
Point of Equal Time
PF
Pilot Flying
PID
Pattern Identifier
PM
Pilot Monitoring
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
MDA
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
REIL
Runway End Identification Lights
RH
Right Hand
RL
Runway (edge) Lights
ROM
Route Operation Manual
RON
Remain Over Night
RPL
Repetitive Flight Plan
RTA
Returned to Apron
RTB
Returned to Base
RTO
Rejected Takeoff
RVR
Runway Visual Range
RVSM
Reduced Vertical Separation Minimum
RVV
Runway Visibility Value
SAT
Static Air Temperature
SC
Supernumerary Crew
SCD
Subject to Captain Discretion
SEL CAL
Selective Call
SIC
Second In Command
SM
Senior Manager
SMGCS
Surface Movement Guidance and Control System
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
POB
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 7
OM – A
1.
DEFINITION AND ABBREVIATION
1.3
ABBREVIATIONS
TERM
ABBREVIATION 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
UTC
Coordinated Universal Time
VDP
Visual Descent Point
VHF
Very High Frequency
VMC
Visual Meteorological Condition
VP
Vice President
VOR
VHF Omni Range
XCU
Extra Crew
ZFW
Zero Fuel Weight
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
SSR
END OF 1.3
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 8
OM – A
2.
LEGAL TABLE OF CONTENT
CHAPTER 2
2.3
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.1.1
MANUAL AND DOCUMENTATION............................................................................ 1 REQUIRED MANUAL/FORM ...................................................................... 1
2.2.2
DOCUMENT FORMAT AND MANAGEMENT ............................................. 3
2.2.3
RECORD SYSTEM ..................................................................................... 4
2.2.4
AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS 4
2.2.5
AIRCRAFT MANUAL .................................................................................. 4
fid
en
2.2.1
on
2.2
GENERAL .................................................................................................................. 1
C
2.1
2.2.5.1
AIRCRAFT FLIGHT MANUAL (AFM) ........................................... 4
2.2.5.2
FLIGHT CREW OPERATING MANUAL (FCOM) .......................... 4
2.2.5.3
STANDARD OPERATING PROCEDURES (SOP) – CHECKLIST 5
2.2.5.4
MINIMUM EQUIPMENT LIST (MEL) & AIRCRAFT DEFECTS ..... 5
2.2.5.5
INFORMATION INSERTED IN THE AML (AIRCRAFT MAINTENANCE LOG) .................................................................. 5
2.2.5.6
INFORMATION ENTERED IN THE AFL (AIRCRAFT FLIGHT LOG) ..................................................................................................... 7
2.2.6
REQUIRED MANUAL/DOCUMENT ONBOARD ......................................... 8
2.2.7
DOCUMENTS AND FORMS ....................................................................... 8
2.2.8
DOCUMENT RETENTION / RECORDS ................................................... 11
EFB (ELECTRONIC FLIGHT BAG) ............................................................................ 1
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
2.
LEGAL
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
2.
LEGAL TABLE OF CONTENT
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. 01. AMENDMENTS, RENEWAL, AND SUSPENSION OF AOC, OPSPEC, AND ACL a) AOC AMENDMENTS An application for AOC shall be filed to the DGCA at least 30 days before the proposed effective date of the amendment, unless a shorter filing period is allowed. b) OPSPEC AND ACL AMENDMENTS Garuda Indonesia shall fill application for OPSPEC, and ACL amendments to the DGCA at least 30 days before the proposed effective date of the amendment, unless a shorter filing period is allowed.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Amendments, modification and renewal of OPSPEC and ACL part A, B and C are managed through the Operation technology and navigation (JKTOSN), where the original documents are retained. Amendments, modification and renewal of ACL part D and E are managed through the Airworthiness Standard (JKTMQS), where the original documents are retained.
fid
en
The maintenance section of the CASR requirements (Sub part J, K, L, and section 705 through 709 of part 121) are described in the Technical Manual (TM) of Maintenance Directorate.
C
on
c) AOC RENEWAL Garuda Indonesia shall fill the application for AOC renewal to DGCA at least 60 days before expiration of the AOC Certificate. d) SUSPENSION, REVOCATION, TERMINATION OF THE AOC The DGCA may suspend, revoke, or terminates the Certificate in case it is no longer satisfied with the conditions under which operations are conducted and/or in case of violation to the provisions of AVIATION ACT NO.1 YEAR 2009 and CASR Part 121. When an AOC is cancelled or revoked for any reason, the Garuda Indonesia must return the Certificate and the Operations Specifications within 7 days to the DGCA. 02. AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS PT Garuda Indonesia (Persero), Tbk. ensures a copy of the Air Operator Certificate (AOC) is displayed in 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 Flight Dispatch’s office, etc. PT Garuda Indonesia (Persero), Tbk. ensures a copy of the Operation Specifications are available for inspection by DGCA at each principal operation offices used for Garuda operations.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
2.
LEGAL TABLE OF CONTENT
An electronic copy of the current AOC and Operations Specifications is permanently made available on DMSGA website (dmsga.garuda-indonesia.com). 2.1.1
PUBLIC LIABILITY The most important rules regarding the liability of Garuda Indonesia and its personnel in connection with the carriage of passengers, mail and freight, have been laid down in Convention of Warsaw and in Garuda Indonesia general conditions of carriage. The provisions of these rules constitute and intricate system of law, which can only be handled by expert lawyers, fully familiar with the contents and the meaning thereof. If claim is raised or a complaint is made by a passenger to any member of the crew, the particulars of the case should be noted and reported, but no representation or admission of liability should be made and the matter should be left entirely open for decision by the appropriate department of the company.
2.1.2
INTERNATIONAL CONVENTIONS ON THE SUPPRESSION OF VIOLENCE 01. GENERAL The following three international Conventions on the suppressions of violence against civil aviation have been ratified by Indonesia:
en
Tokyo Convention: Convention of offenses and certain other act committed on board the aircraft. The Hague Convention: Convention for the suppression of unlawful seizure of aircraft. Montreal Convention: Convention for the suppression of unlawful acts against the safety of civil aviation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
Since the Tokyo Convention contains provisions with regard to the “powers of the aircraft commander” and since the other two Conventions are not directly related to the authority and duties of the Pilot-in-Command, the next paragraphs only deal with the relevant provisions of the Tokyo Convention. 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
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
2.
LEGAL TABLE OF CONTENT
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Crewmember and passenger may also take reasonable preventative measures without the authorization of the PIC if circumstances so require. Restraining persons Restraining shall not be continued beyond the next point of landing unless:
en
fid
on
this point is in a non-contracting State and the authorities refuse disembarkation; delivery to competent authorities is not possible because the point of landing is in a non-contracting State; the aircraft makes a forces landing; the person agrees to onward travel under restraint.
C
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. Delivering persons to the competent authority The Pilot in Command may deliver to the component authorities at the point of landing any person who has grounds to believe has committed on board an act which, in his opinion, is a serious criminal offense is according the law of the State of registration.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
2.
LEGAL TABLE OF CONTENT
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:
2.1.3
Holy See Hungary Iceland India Indonesia Iran Iraq Ireland Israel Italy Ivory Japan Jordan Kenya Korea, Republic of Lao People’s Dem. Rep Lebanon Lesotho Liberia Luxembourg Libyan Arab Republic Madagascar Malawi Mali Mexico Mauritania Morocco Netherlands, The New Zealand Nicaragua Niger Nigeria Norway Oman
en fid
Pakistan Panama Papua New Guinea Paraguay Peru Philippines Coast Poland Portugal Romania Rwanda Saudi Arabia Senegal Seychelles Sierra Leone Singapore South Africa Spain Sri Lanka Sweden Switzerland Thailand Togo Trinidad and Tobago Tunisia Turkey United Kingdom United States Upper Volta Uruguay Venezuela Yugoslavia Zambia Zaire, Republic of
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
Afghanistan Argentina Australia Austria Bahamas Bangladesh Barbados Belgium Botswana Brazil Burundi Canada Chad Chile China Colombo Congo, People’s Rep of Costa Rica Cyprus Denmark Dominican Republic Ecuador Egypt, Arab Rep of Fiji Finland France Gabon Gambia, The Germany, Fed Rep of Ghana Greece Grenada Guatemala Guyana
CUSTOMS AND IMMIGRATION REGULATIONS When entering or leaving a country, the crewmember is required to comply with that country’s security, customs, health, and currency regulations. Strict compliance with these regulations is a necessity, as violation does not only reflect on the person of the offender but also is damaging to the reputation of the company. Self-evidently, the same goes for any other offense committed during a trip.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
2.
LEGAL TABLE OF CONTENT
Garuda Indonesia prohibits crewmember and employee to carry goods or unstamped mail for a third party. 2.1.4
LEASING OF AIRCRAFT a.) Wet Lease 1.) Prior to operating an air transportation service with wet leased aircraft, Garuda Indonesia shall provide to DGCA, copy of the lease agreement, or a written memorandum outlining the terms of such agreement. Where any air carrier whether foreign or domestic, agrees to provide or lease an aircraft to or from Garuda Indonesia, the agreement must state whether Garuda Indonesia and/or AMO as applicable, is proposed to be responsible for providing:
applicable crewmembers, operational control, and the maintenance and servicing of that aircraft
2.) Upon receiving a copy of an agreement, or a written memorandum of the terms thereof, DGCA determines which party to the agreement is conducting the operation and issues an amendment to Garuda Indonesia’s operations specifications containing the following:
tia Y F 20 os or l C 19 fir op a -0 / y 206
The names of the parties to the agreement and the duration thereof The nationality and registration numbers marks of each aircraft involved in the agreement The type of operation (e.g. scheduled, passenger, etc) The areas of operation The regulation of the CASRs applicable to the operation
en
C
on
fid
3.) In making a determination under Paragraph (2) of this section, DGCA considers the responsibility under the agreement for the following: Crewmembers and training Airworthiness and performance of maintenance 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;
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
2.
LEGAL TABLE OF CONTENT
the name and address of the registered owner; State of Registry, nationality and registration marks; certificate of airworthiness and statement from the registered owner that the aircraft fully complies with the airworthiness requirements of the State of Registry; name, address and signature of lessee or person responsible for operational control of the aircraft under the lease agreement, including a statement that such individual and the parties to the lease agreement fully understand their respective responsibilities under the applicable regulations; copy of the lease agreement or description of lease provisions; duration of the lease; and areas of operation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.) The DGCA will consider the responsibilities of the parties under the lease agreement for: flight crew member licensing and training; cabin crew member training; airworthiness of the aircraft and the performance of maintenance; operational control, including dispatch and flight following; scheduling of flight crew and cabin crew members; and signing the maintenance release.
C
on
fid
en
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 by DGCA, which is the aircraft is Indonesian register, the dry lease arrangement is acceptable to the DGCA, the Garuda Indonesia’s operations manual and/or the operations specifications should be amended to provide at least the following data: names of the parties to the lease agreement and the duration thereof; nationality and registration marks of each aircraft involved in the 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
2.
LEGAL TABLE OF CONTENT
2.1.5
RULES APPLICABLE TO OPERATIONS IN A FOREIGN COUNTRY While operating an airplane within a foreign country, Garuda Indonesia shall comply with the air traffic rules of the country concerned and the local airport rules, except where any rule of this part is more restrictive and may be followed without violating the rules of that country.
2.1.6
CARRIAGE OR MIS-USE OF PSYCHOACTIVE SUBSTANCES
NARCOTIC
DRUGS,
ALCOHOL,
AND
Garuda Indonesia prohibits the carriage of narcotic drugs, marijuana, depressant, stimulant drugs or psychoactive substances aboard its own or leased aircraft unless authorized by Law or a National Agency. When authorized as so, a written approval from VP Flight Operation is required.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Persons who perform a safety-critical functions (Flight Crewmember, Flight Attendant, Flight Dispatcher, Maintenance, Security personnel and other operations personnel) is prohibited to exercise duty within 12 hours after consuming alcohol, while under the influence of alcohol, while having 0.04 percent by weight or more alcohol in the blood, while using any drug that affects the person’s faculties in anyway contrary to safety, or while under the influence of psychoactive substances. Random testing with respect to the use of alcohol and psychoactive drug while on duty will be carried out on regular basis, at least once every 2 years.
fid
en
Problematic use of alcohol and psychoactive substances is prohibited. Personnel who are identified as engaging in any kind of problematic use of alcohol or psychoactive substances shall be removed from duty involving safety-critical functions.
C
on
Re-instatement on problematic use of psychoactive substances In accordance with Garuda Union Collective Agreement, employee with problematic use of alcohol or psychoactive drug will be terminated. Reinstatement is not allowed. 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
2.
LEGAL TABLE OF CONTENT
2.1.8
OPERATION OF FOREIGN REGISTERED AIRCRAFT Garuda Indonesia may operate in common carriage a civil aircraft which is leased or chartered from ICAO contracting state, provided: Airplane is of a type approved according to Indonesian Regulations, Certificate of Registration and Certificate of Airworthiness issued by originating country shall remain onboard. Crewmember certification from Civil Aviation Authority of the State of Registry is obtained prior to operating the aircraft. Copy of the aircraft lease or charter agreement filed with the Civil Aviation Authority of the State of Registry.
2.1.9
CREWMEMBERS AND FOO RECORDS The record of proficiency and route check, airplane and route qualification, training, medical examination, flight, duty and rest time, and action taken concerning the release from employment or physical or professional disqualification of any flight crewmember or flight operations officer are kept current by Garuda.
2.1.10 AIRCRAFT RECORDS
tia Y F 20 os or l C 19 fir op a -0 / y 206
The current list of aircraft operated by Garuda is attached to the AOC, and the DGCA will be notified on any change to the list. The airplane of another air carrier operated under interchange agreement is to be incorporated by reference to the related regulations.
en
2.1.11 COMMON LANGUAGE
C
on
fid
The Common language used for daily communication among Indonesian operations personnel are normally in Bahasa Indonesia and in English when communicate with foreign nationals and expatriates Operation Personnel. When duty, technical aspects and or emergency situation dictates, the Crewmembers, including foreign nationals 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
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 8
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
2.2
MANUAL AND DOCUMENTATION
2.2.1
REQUIRED MANUAL/FORM Listed manual in bold requires DGCA approval
X
X
X
X
X
X
X
X X
REGULAR STATIONS/ OCC
SIMULATOR
INSTRUCTOR / CHECKER
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X X
X
X
X
X
X
X
en
X
C
X
X
X
X
X
tia Y F 20 os or l C 19 fir op a -0 / y 206
X
X
CHIEF PILOTS
X
X
DGCA
X
X
X
X
X
X
AIRCRAFT
FLIGHT ATTENDANT
FOO
X
on
AOC & OPSPEC Operation Manual Part A (OM-A) Operation Manual Part B1 (OM-B1) Operation Manual Part B2 (OM-B2) Operation Manual Part C (OM-C) Operation Manual Part D1 (OM-D1) 2 Operation Manual Part D2 (OM-D2) 2 Operaation Manual Part D3 (OM-D3)2 Flight Crew Operation Manual (FCOM )1 Aircraft Performance Manual (A330-FCOM Vol 1 2&3, Boeing-FPPM) Minimum Equipment List (MEL) 1 Flight Crew Reference Guide (FRG) Route Operation Manual (ROM) Flight Operations Officer Manual (FOOM) Jeppesen Route Guide 3 Garuda Route Guide 3 Company Service Manual Station Manual Passage Manual Cargo Manual Aircraft Handling Manual (AHM) Aircraft Handling Manual per A/C Type 4 Commercial Bulletin
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
fid
MANUAL TITLE
FLIGHT CREW
MASTER LIBRARY 7
DISTRIBUTED TO:
X X
X
X
X
X
X
X
X
X X X X X X
X X
X X
X X X
X X X X
X
X
X
X
X
X
X
X
X X X X
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
DGCA X
X
X
X
X
X
X X
X
X
X
X
X
X
X8
X X X
X
en
X
X8
X
X
X
X
X
X
X
X
X
X X
CHIEF PILOTS
REGULAR STATIONS/ OCC
SIMULATOR
INSTRUCTOR / CHECKER
AIRCRAFT
FLIGHT ATTENDANT
FOO
X
X
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note:
X
on
Garuda Aviation Security Program (GASP) Safety Management System (SMS) Manual Dangerous Goods Handling Manual (DGHM) IATA Dangerous Goods Regulations Emergency Response Plan Manual ASR , OHR & TRIP REPORT Airplane Flight Manual 5 (Manufacture) Aircraft Emergency Checklist/QRH Aircraft Normal Checklist CASR ICAO Annexes TLM (Takeoff weight Limitation Manual) Flight Attendant Service Guide Book
fid
MANUAL TITLE
FLIGHT CREW
MASTER LIBRARY 7
DISTRIBUTED TO:
X
X
X
X6
X X X
X
X X
X X
X
X
X
C
1. Flight Crewmember Operations Manual (FCOM) and Minimum Equipment List (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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
2.2.2
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
DOCUMENT FORMAT AND MANAGEMENT All documentations used in the conduct or support of flight operations shall: a. contains legible and accurate information; b. be written in language(s) understood by flight operations personnel; c. be presented in a format that meets the needs of flight operations personnel; d. if required, be accepted or approved by the Authority; The Manuals and Revisions, mentioned in OM-A Chapter 2.2.1, will be distributed to: Manual holder in the form of electronic manual (soft copy manual). Aircraft Library (Flight Documents) in the form of paper copy manual, except for some types of aircraft that have received permanent approval for the EFB program will use an approved iPad for the Aircraft Library. Simulators in the form of a paper copy manual or soft copy manual if computer facility is available. Head of Chief Pilot Office, Head of Chief Flight Attendant Office, Operation Control Center, Dispatch Center, Corporate Quality, Operation Publication Center and Learning & Development Unit in the form of soft copy manual.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In the case of electronic manual/soft copy manual is received: 1. If any defect on softcopy manual from DMSGA, please contact Operation Publication Center. 2. If to be installed in a computer, it should be installed in an assigned and dedicated standalone computer (especially for office at stations, etc.).
fid
en
All electronics documents used directly in the conduct of flight operations and all flight operations records shall be stored and systematically backed up which generated at a predetermine schedule using a separate data storage system.
on
The obsolete manuals, documents, revisions and its derivations shall be deleted/ destroyed.
C
Electronic system for the management and control of any documentation and/or data 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
2.2.3
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
RECORD SYSTEM Garuda Indonesia has a system for the management and control of flight operations records that ensure the content and retention of such records is in accordance with requirements of the Authority, and Garuda Indonesia’s System Administrasi Perkantoran (SAP) Manual, as applicable, to ensure operational records are subjected to standardized processes for: a. Identification; b. Legibility; c. Maintenance; d. Retention and retrieval; e. Protection and security; f. Disposal, deletion (electronic records) and archiving. The system addresses the management and control of all records associated with operations, which includes personnel training records, and also includes any other records that document the fulfillment of operational requirements (e.g. aircraft maintenance, operational control, operational security). AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS Garuda Indonesia ensures a copy of the Air Operator Certificate (AOC) is displayed in 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 Flight Dispatch’s office, etc.
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.2.4
AIRCRAFT MANUAL The PIC must ensure that the required manual are present and current onboard the aircraft prior to departure.
C
2.2.5
on
fid
en
An electronic copy of the current AOC and Operations Specifications is permanently made available on DMSGA website (dmsga.garuda-indonesia.com).
2.2.5.1
AIRCRAFT FLIGHT MANUAL (AFM)
All Garuda Indonesia aircraft shall be operated at all times in accordance with the limitations and conditions as contained in the approved AFM. The approved AFM must be carried on board the aircraft. 2.2.5.2
FLIGHT CREW OPERATING MANUAL (FCOM) The Flight Crewmember Operating Manual (FCOM) shall contain all performance and limitations data relevant to flight operations from the AFM. When operating the aircraft, for which an approved FCOM has been issued, compliance with the limits and procedures found in FCOM is mandatory. In the event of a difference between the FCOM and AFM, the AFM take precedence. Any differences from procedures and checklists provided by the manufacturer(s) are based on operational consideration.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
The individual discovering the discrepancy shall report the difference to VP Operations or Chief Pilot immediately. FCOM is issued to each pilot and they shall responsible to ensure that their manual is kept update. 2.2.5.3
STANDARD OPERATING PROCEDURES (SOP) – CHECKLIST Standard Operating Procedures-checklists have been prepared, with due considerations of human factors principles and customized for all Company aircraft that are required to be operated by two or more pilots. These procedures use the challenge and response method of ensuring that a high level of safety is achieved through crew coordination in the handling of routine, abnormal and emergency situations. No deviation from these procedures is acceptable, unless the PIC determines that the safety of the flight may be compromised. In such cases, the deviation must be thoroughly understood by all crewmembers.
2.2.5.4
MINIMUM EQUIPMENT LIST (MEL) & AIRCRAFT DEFECTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
When an aircraft system malfunction or un-serviceability is found, a pilot must be able to readily determine whether or not it is both safe and legal to dispatch the aircraft. When aircraft defect is detected flight crewmember must comply with any conditions or restrictions contained in MEL.
on
fid
en
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 Maintenance Operations Control via OCC to determine, if the defect is an airworthiness item that must be rectified before further flight or one that can be deferred in accordance with the approved deferral procedures in Technical Manual.
C
When neither of the foregoing is applicable and a un-serviceability exists, the 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
LEGAL
2.2
MANUAL AND DOCUMENTATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.
C
on
fid
en
OM – A
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
2.2.5.6
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
INFORMATION ENTERED IN THE AFL (AIRCRAFT FLIGHT LOG) The PIC shall ensure that the Aircraft Flight Log is filled out completely and correctly. He is responsible for the contents. The entries shall be update, legible, cannot be erased and correctable in the case of an error provided each correction is identifiable and errors remain legible. Completed AFL should be retained to provide a continuous record of the last six months of operations.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Figure below is sample of an AFL and for entries instructions; see the inner cover of the AFL.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
2.2.6
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
REQUIRED MANUAL/DOCUMENT ONBOARD Notwithstanding the requirements of any other part of this manual, the following manuals and documents must be carried on board every flight: Certified true copy of AOC and a copy of OPSPEC Certificate of Registration. Certificate of Airworthiness. AML, AFL, CML. Aircraft Aeronautical Station License (AASL). Noise certificate. Crew License/Certificate, Training Control Card. Copy of the return to service, if any, in force with respect to the aircraft, or technical log, as applicable. 9. AFM. 10. Operational Flight Plan. 11. NOTAMS, AIS information and Meteorological briefing documentation. 12. Current and suitable maps and charts for routes of proposed flight or possibly diverted flights. 13. Search and Rescue Information (including checklist) 14. For international flights, a copy of the notified procedures to be followed by the pilot-in-command of an intercepted aircraft, and the notified visual signals for use by intercepting and intercepted aircraft. 15. Passenger and cargo manifests. 16. Copy of aircraft insurance. 17. Current Weight and balance report/weight change list. 18. SOP (FCOM, Vol.1, 2, 3 and 4 (as applicable)) 19. MEL 20. OM-A 21. OM-B1 22. OM-C 23. OM-B2 and FASGB 24. TLM (Takeoff Limitation Manual) 25. DGHM (Dangerous Goods Handling Manual) 26. ROM (including AOC and ACL) 27. Security Manual (or part of it, as in OM-A)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. 2. 3. 4. 5. 6. 7. 8.
2.2.7
DOCUMENTS AND FORMS A. AIRCRAFT DOCUMENTS ONBOARD: Documents belonging permanently to the aircraft and concerning long-term activities; the folder is located near the cockpit entrance:
Certified true copy of AOC; Copy of OPSPEC; Certificate of Airworthiness;
Certificate of Registration;
Aircraft station license (izin stasiun radio pesawat udara);
Compass swing card; Copy of statement FM immunity; Copy of statement of EGPWS approval; Copy of statement of TCAS II change 7.0 approval; Current Weight & balance report/ loading & weight change index
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
Allocation of SSR mode S;
Noise certificate; Aircraft Insurance;
LOA of temporary approval, applicable. Foreign AOC, as applicable; List of Manual status.
as
Above documents shall never be removed from the aircraft, except by the Engineering and Maintenance Division at CGK, or for inspection by the competent authorities at their request. AOC copy is located in the folder and copy of RVSM, RNP and ACL part A, B and C are incorporated in Route Operation Manual (ROM). The AML shall be attached with Certificate of Maintenance / Release, Cat II auto land Status Card, HIL record and Aircraft Briefing Card only. 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.
UPG or KNO or CGK (GOC)
en
CRJ
tia Y F 20 os or l C 19 fir op a -0 / y 206
Upon flight(s) completions, The Post Flight Documents and additional required documents for the operations of the aircraft shall be retained on the ground for the period time of 3 months. Post Flight Document storage location provisions are as follows: Aircraft type Location
fid
ATR
UPG or CGK (GOC)
Note:
C
on
All Fleets other than CRJ and ATR
CGK (GOC)
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) The Flight Documents will be distributed as follows: Operations Support Information: Flight Plan;
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 9
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
Dispatch Release; Takeoff/Landing Data Card; Load Sheet; Fuel Receipt; Aircraft Flight Log; Passenger Manifest; NOTOC.
Chief Pilot: Trip Report
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Corporate Quality, Safety and Environment Management: ASR OHR C. MISCELLANEOUS Yellow envelope in the navigation bag: Auto land Questionnaire; Trip report; Captain announcement; AIREP; Preliminary Certificate of Birth; Preliminary Certificate of Death; Manual flight plan; Flight plan work sheet; Takeoff and landing, data form; Cruise setting Form; Skeleton load sheet form it may be printed from updated soft copy; Air Safety Report; Operational Hazard Report; Aircraft Search and Procedure checklist; Law Statement and Final Warning Form “For Disruptive/Unruly Behaviour Passanger”; Medical Incident Report Form D. IN-FLIGHT SERVICE BAG For international flight, the In-flight Service Bag located at the cabin must be ensured by FA-1 to contain the following:
Landing and Customs card for destination. Landing, Immigration and Customs card for Indonesia. Crew landing declaration cards. Flight Service Report. Catering request form. Crew data. Custom bar list alcohol. FSM/FA-1 message form.
And other accessories such as carbon copy, clip, plastic bag and yellow folder.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 10
OM – A
LEGAL
2.2
MANUAL AND DOCUMENTATION
DOCUMENT RETENTION / RECORDS The management and control system for the retention of records that document the fulfillment of flight operations requirements, to include the training and qualification requirements for crew members shall be in accordance with requirements of the Authority, as applicable, and provide for the management and control of records to ensure: identification; legibility; maintenance; retention and retrieval; protection and security; disposal or deletion (electronic records) and archiving.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
2.2.8
2.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 11
OM – A
No
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
Document Descriptions
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operational Records 1 Operational Flight Plan and Dispatch Release 2 NOTAM 3 Load Sheet 4 Special Load Info/NOTOC 5 Aircraft Flight Log 6 Aircraft Maintenance Log 7 Flight Reports (ASR, OHR, Trip Report) 8 Audit Reports 9 Duty Exceedance Report General Records 10 Dangerous Goods Training 11 Aviation Security training 12 Medical Status, including Medical Certificate 13 Instructor / Evaluator/ Line Check airmen qualification 14 Recency of Experience 15 Licenses / Certifications Flight Crewmember Records 16 Flight Crewmember Initial Training 17 Checking/ Line check/ Proficiency Check/ Recurrent Training and Checking results/ Conversion Training Records 18 Flight, Duty & Rest Times 19 Command Training 20 CRM/ Human Factor training 21 Airport and Route Competence (including special Airports) 22 Equipment Qualifications (TCAS, GPWS/EGPWS) 23 Right Seat Qualification (Training for Both Pilot Seats) 24 Specific Qualifications (LVP, CAT II/CAT III, RVSM, RNP etc.) 25 Type(s) Qualification Flight Attendant Records 26 FA Initial 27 Recurrent Training 28 Transition Training 29 Requalification Traning 30 FA Flight/Duty Times/Rest Period FOO Records 30 Competency Check 31 Familiarization flight Other approved operational staff 32 Training and Qualification Records of other approved operational staff
Retention period 3 months 3 months 3 months 3 months 6 months 24 months 3 months 5 years 3 months 3 years 3 years Whilst employed 3 years 15 months Whilst privileges Whilst employed 3 years 15 months 3 years 3 years 3 years 3 years 3 years 3 years Whilst privileges Whilst employed 3 years 3 years 3 years 15 months 3 years 3 years Last 2 records
training
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 12
OM – A
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
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). Crewmember training records shall be included in the periodic audit activity.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 2.2
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 13
2.
LEGAL
2.2
MANUAL AND DOCUMENTATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 14
OM – A
2.3
2.
LEGAL
2.3
ELECTRONIC FLIGHT BAG
EFB (ELECTRONIC FLIGHT BAG) Garuda Indonesia is allowed to use type B portable EFB for flights using A330-200/300 and B777-300ER aircraft. An approved iPad which contains manuals (such as OM, FCOM, ROM, FCTM, ACL/Opspec, etc.), e-QRH, and performance calculation software, FlySmart for A330200/300 and OPT for B777-300ER aircraft as part of Garuda Indonesia’s EFB program manual is allowed to be used, in which the procedures are in accordance with Garuda Indonesia’s EFB Manual. Nevertheless, using any mean of electronic charts inflight is prohibited. EFB specification EFB specification that approved as follow:
Aircraft: B777-300ER Function Application Name Portable Device iPad 5 Air E-Viewer - Primary: MAAS 360 - Secondary: Adobe Reader and/or iBooks E-Performance Calculation Boeing OPT (On Board Performance Tools)
C
on
fid
en
Item Hardware Software
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircraft: A330-200/300 Function Application Name Portable Device iPad 5 Air E-Viewer - Primary: MAAS 360 - Secondary: Adobe Reader and/or iBooks E-Performance Calculation Airbus Fly Smart (including e-QRH)
Item Hardware Software
Further detail sees Garuda Indonesia’s EFB Manual.
END OF 2.3
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
2.
LEGAL
2.3
ELECTRONIC FLIGHT BAG
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY TABLE OF CONTENT
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 MANAGEMENT PERSONNEL .................................................................................. 1
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.2.
3.2.1. NAMES AND UNIT FUNCTIONS IN THE ORGANIZATION .......................... 1 3.2.2. THE CHIEF EXECUTIVE OFFICER (CEO) ................................................... 4
en
3.2.3. VP CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT .. 5
fid
3.2.4. DIRECTOR OF OPERATIONS ...................................................................... 5
on
3.2.5. DIRECTOR OF MAINTENANCE & INFORMATION TECHNOLOGY ............. 6
C
3.2.6. CHIEF PILOT ................................................................................................. 6 3.2.7. VP AIRWORTHINESS MANAGEMENT ......................................................... 7 3.2.8. QUALIFICATION EXEMPTIONS ................................................................... 8 3.3.
DUTIES AND RESPONSIBILITIES PERSONNEL..................................................... 1 3.3.1
VP FLIGHT OPERATIONS ............................................................................ 1
3.3.2
VP PRODUCTION & OPERATION CONTROL .............................................. 1
3.3.3
VP OPERATION SUPPORT .......................................................................... 2
3.3.4
SM OPERATION STANDARDS ..................................................................... 3
3.3.5
VP SBU UMRAH, HAJJ & CHARTER ............................................................ 3
3.3.6
VP LEARNING AND DEVELOPMENT ........................................................... 3
3.3.7
3.3.6.1
SM OPERATION QUALITY CONTROL ........................................... 4
3.3.6.2
SM FLIGHT OPERATION TRAINING.............................................. 4
VP CABIN SERVICES ................................................................................... 5 3.3.7.1
CHIEF FLIGHT ATTENDANT .......................................................... 5
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY TABLE OF CONTENT
3.3.8
VP CORPORATE SECURITY........................................................................ 5
3.3.9
PILOT IN COMMAND (PIC) ........................................................................... 6
3.3.10 SECOND IN COMMAND (SIC) ...................................................................... 9 3.3.11 FLIGHT ATTENDANT–1 (FA-1) ..................................................................... 9 3.3.12 FLIGHT ATTENDANT (FA) .......................................................................... 10 3.3.13 FLIGHT OPERATIONS OFFICER / FLIGHT DISPATCHER ........................ 10 3.3.14 COMPANY CHECK PILOT/ FOO / FA ......................................................... 11 DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING .................................................................................................................................. 1 3.4.1
DELEGATIONS OF OPERATIONS MANAGEMENT ..................................... 1
3.4.2
COORDINATION IN RESPECT OF SAFETY AND SECURITY ISSUE ......... 1 FLIGHT OPERATIONS INTERNAL ................................................. 1
3.4.2.2
FLIGHT OPERATIONS EXTERNAL ................................................ 2
LEVEL OF MANAGEMENT AND NON-MANAGEMENT PERSONNEL REGARDING RISK TOLERABILITY ON DECISION MAKING ....................... 2
C
on
fid
en
3.4.3
3.4.2.1
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.4.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
3.1.
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
ORGANIZATION STRUCTURE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.1. ORGANIZATION STRUCTURE OF PT GARUDA INDONESIA (PERSERO) TBK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.2. CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT (JKTDV)
C
on
fid
en
3.1.3. CORPORATE SECURITY (JKTDK)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
en
FLIGHT OPERATIONS (JKTOF)
C
on
fid
3.1.4.1.
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.4. DIRECTORATE OF OPERATIONS (JKTDO)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
OPERATION SUPPORT (JKTOS)
3.1.4.3.
OPERATION PLANNING & CONTROL (JKTOG)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.4.2.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
C
on
fid
en
3.1.6. CABIN SERVICES (JKTCC)
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.5. SBU UMRAH, HAJJ & CHARTER (JKTDU)
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.1
ORGANIZATION STRUCTURE
END OF 3.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1.7. LEARNING AND DEVELOPMENT / GITC (JKTVZ)
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
OM – A
3.2.
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
MANAGEMENT PERSONNEL To provide adequate direction in all operational matters and ensure an acceptable level of safety is being maintained, the management personnel position within flight operations scope shall be filled on the basis of knowledge, skill, training and experience appropriate for the position and shall at least comply with the following requirements: 1. Qualified personnel to provide highest standards of safety in its operations, and that those personnel are employed on a full time basis. 2. Understand and knowledge to the content of AOC including the approved Operations Specifications and, the contents of the Operation Manual Part A (OM-A) 3. Certified passing the fit and proper test by DGCA The specific maintenance personnel minimum requirements are described in related section of the Company Maintenance Manual (CMM). The other management personnel minimum requirements are described in related section of Corporate Organization Manual (COM). All personnel shall comply with the laws, rules, and regulation of the cities, provinces, and countries in which the company operates.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Any change to the names, addresses, duties, responsibilities and authority to the management personnel as listed in the ACL A6 (described in this Chapter and CMM) shall be submitted to the DGCA within at least 30 days. The change shall be communicated internally.
C
on
fid
en
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 to be changed due to a reason that is beyond the company’s control, Garuda Indonesia may nominate a person for a temporary assignment at that vacant position. However, the person nominated shall meet the respective requirements for a management position, and within 7 days Garuda Indonesia shall notify and request the DGCA for evaluation of that candidate. 3.2.1. NAMES AND UNIT FUNCTIONS IN THE ORGANIZATION NO
BOARD OF DIRECTORS ID NO TITLE Chief Executive Officer (CEO) 456789 (JKTDZ) Director of Human Capital 541848 (JKTDI) Director of Finance & Risk 541850 Management (JKTDF) Director of Maintenance 540932 (JKTDE)
01
NAME I Gusti Ngurah Askhara Danadiputra
02
Heri Akhyar
03
Fuad Rizal
04
I Wayan Susena
05
Capt. Bambang Adisurya Angkasa
06
Pikri Ilham Kurniansyah
541851
07
Nicodemus P Lampe
539937
08
Mohammad Iqbal
541853
541852
Director of Operations (JKTDO) Director of Commercial (JKTDN) Director of Services (JKTDC) Director of Cargo & Business Development (JKTDG)
PH. NO (+62)21 25601324 (+62)21 25601320 (+62)21 25601317 (+62)21 25601322 (+62)21 25601321 (+62)21 25601306 (+62)21 25601104 (+62)21 25601308
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
NO 01 02 03 04 05
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT (JKTDV) NAME ID NO TITLE PH. NO VP Corporate Quality, Safety & (+62)21 5501550 Capt. Dani Haikal 531035 Environment Management (+62)21 25601732 Irawan (JKTDV) Ananta Wisnu SM Safety Information (+62)21 25601734 530234 Sampurno Management (JKTDVF) Bernard Partogi SM Incident Management (+62)21 25601738 531629 Sitorus (JKTDVI) SM Occupational Safety, Health & (+62)21 25601737 David Wibisono 530752 Environment (JKTDVE) SM Corporate Quality Assurance Noviandik Soehirno 527591 (+62)21 25601735 (JKTDVA)
FLIGHT OPERATION (JKTOF)
03 *04 05
C NO 01 02 03 04
NAME Rony Eka Mirsa Putra Hari Subagio Baskoro Maria Irene Triwidowati
PH. NO
530190
VP Flight Operation (JKTOF)
(+62)21 25601755
518843
Chief Pilot Airbus (JKTOFA)
(+62)21 25601758
522871
Chief Pilot B777 (JKTOFB)
(+62)21 25601760
531727
Chief Pilot B 737 (JKTOFT)
(+62)21 25601784
523431
Chief Pilot CRJ 1000 (JKTOFC)
(+62)21 25601763
538032
Chief Pilot ATR72 (JKTOFR)
(+62)21 25601752
on
06
TITLE
tia Y F 20 os or l C 19 fir op a -0 / y 206
02
ID NO
en
01
NAME Capt. Tumpal M. Hutapea Capt. Erlangga Sakti Capt. Kustianto Adi Prabowo Capt. Eric Ferdinand Sofyal Capt. Nurrachmad Afianto Capt. Andreas Kristiyanto
fid
NO
CABIN SERVICES (JKTCC) ID NO
TITLE
PH. NO
526984
VP Cabin Operations (JKTCC)
(+62)21 25601842
521411 526989
Chief Flight Attendant (JKTCCA) Chief Flight Attendant (JKTCCB)
(+62)21 25601503 (+62)21 25601778
526219
Chief Flight Attendant (JKTCCD)
(+62)21 25601771
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
OPERATION PLANNING & CONTROL (JKTOG) NO 01
NAME Capt. Fanny Kawulusan
522639
02
Dodi Subiyakto
527598
03 04 05 06 07 08
Agus Santoso Ariestianto Iwan Arjianto Mohamad Yusuf Riodhitya adhara Rindra Putra Hermawan S. Sastrorejo Mulyono Hadi Utomo
527595 528117 529151 527589 533199 532118
Eksitarino Irianto
537088
09 10 11
ID NO
520665 533585
TITLE VP Operation Planning & Control (JKTOG) SM Flight Movement Control (JKTOGM) Head OCC Head OCC Head OCC Head OCC Head OCC SM Flight Assignment (JKTOGR) Chief FOO & SM Flight Dispatch (JKTOGW) SM Crew Movement Control (JKTOGC) SM Production & Station Performance (JKTOGL)
PH. NO (+62)21 25601613 (+62)21 25601538 (+62)21 25601622 (+62)21 25601622 (+62)21 25601622 (+62)21 25601622 (+62)21 25601622 (+62)21 25601618 (+62)21 25601616 (+62)21 25601615 (+62)21 25601620
ID NO
531650
02
Ernanto Wibisono
528121
03
Achmad Pudjiono
529153
04
Imam Arief
05
Zulkifli
fid
en
01
NAME Capt. Dodi Kristanto
on
529973
C
NO
tia Y F 20 os or l C 19 fir op a -0 / y 206
OPERATION SUPPORT (JKTOS)
533076
TITLE
PH. NO
VP. Operation Support (JKTOS)
(+62)21 25601705
SM. Operation Engineering (JKTOSE) SM. Operation Data Management (JKTOSI) SM Operation Publication (JKTOSP) SM. Operation Technology & Navigation (JKTOSN)
(+62)21 25601708 (+62)21 25601710 (+62)21 25601713 (+62)21 25601712
LEARNING AND DEVELOPMENT / GITC (JKTVZ) NO 01
NAME Yonas P. Sutedjo
02
Capt. Dwipayana
03 04 05 06
ID NO 521114
Ade 531630
Dudung Abdurachman
528969
Hikmah Alimah
533663
Cinta Fitriani Tirta
531157
Luis Adalberto 527921 Parada
TITLE VP Learning and Development (JKTVZ) SM Operation Training (JKTVZO)
PH. NO (+62)21 5416809
SM Airline Business Training (JKTVZN) SM General Support and Training Facilities (JKTVZU) SM Learning and Innovation (JKTVZI) SM Flight Attendant Training (JKTVZC)
(+62)21 5406276
(+62)21 5403110
(+62)21 5406280 (+62)21 5406292 (+62)21 5406273
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
OPERATION STANDARDS (JKTDOP) NO 01
NAME Capt. Feby Sumali
ID NO 531627
TITLE SM Operation (JKTDOP)
Standards
PH. NO (+62)21 25601538
OPERATION QUALITY CONTROL (JKTDOQ) NO 01
NAME Capt. Tonggo Maruli Tua Gultom
ID NO 523435
TITLE SM Operation Quality Control (JKTDOQ)
PH. NO (+62)21 25601783
SBU UMRAH & HAJJ (JKTNH) NO 01
NAME Dian Ediono
ID NO 526852
TITLE VP SBU Umrah & Hajj (JKTNH)
PH. NO (+62)21 4223725
AVIATION SECURITY (JKTDK) NAME Santoso
ID NO 541800
TITLE VP Corporate Security (JKTDK)
tia Y F 20 os or l C 19 fir op a -0 / y 206
NO 01
PH. NO (+62)21 55915583
AIRWORTHINESS MANAGEMENT (JKTMQ)
fid C
Note: *Caretaker
ID NO 521675
TITLE VP Airworthiness Management (JKTMQ)
en
NAME Purnomo
on
NO 01
PH. NO (+62)21 5508009
3.2.2. THE CHIEF EXECUTIVE OFFICER (CEO)
The CEO is responsible for the company business, operations, and maintenance of the company to assure the safe operations of the airline in accordance with the civil aviation safety rules and regulations. The CEO delegates the management of the operations aspects to Director of Operations and delegate the management of the maintenance aspects to Director of Maintenance & Information Technology. The CEO is accountable for performance of the management system and: (a) Irrespective of other functions, has ultimate responsibility and accountability on behalf of Garuda Indonesia for the implementation and maintenance of the safety management system (SMS) throughout the organization; (b) Has the authority to ensure the allocation of resources necessary to manage safety and security risks to aircraft operations; (c) Has overall responsibility and is accountable for ensuring operations are conducted in accordance with conditions and restrictions of the Air Operator Certificate (AOC), and in compliance with applicable regulations and standards of the Operator.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
3.2.3. VP CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The VP Corporate Quality, Safety & Environment Management fulfills the duties and responsibilities of the Flight Safety Person as required by the CASR Part 121. He is directly responsible to the CEO for managing the Corporate Quality, Safety, & Environment Programs Management: 1. Perform Company Aviation Safety Officer (CASO) function according to regulations. 2. Prepare and determine Flight Safety Program, Aviation Safety Program and Environment Program. 3. Ensure all unit personnel within the company are aware of their involvement in the flight safety, aviation security and environment program as being part of incident / accident prevention by planning. 4. Ensure that company safety status and trend are disseminated to the organization management and all personnel. 5. Implement and ensure the safety, security and environment audit are carried out. 6. Prepare concept of management policy regarding corporate quality, safety and environment. 7. Manage and establish the flight risk analysis and safety reporting system in accordance with the development of industry standards. 8. Prepare, coordinate and implement the Corporate Safety Committee and Joint Safety Board. 9. Organize the activities of evaluators/auditors. 10. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities.
fid
3.2.4. DIRECTOR OF OPERATIONS
C
on
The Director of Operations is responsible for: 1. Lead and organize the implementation of aircraft operational function to include Flight Operations, Operation Support, and Operation Planning & Control. 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. The requirements to serve as Director of Operations are: 1. Knows the contents of the air carrier’s company operations manual and operations specifications, and the provisions of this part necessary to the proper performance of his duties; and 2. Holds, an airline transport pilot license; with at least 3 years supervisory or managerial experience within the last 6 years in a position that exercise operational control over any operation conducted. 3. In the case of a person becoming a Director of Operations: a) For the first time ever, have at least 3 years’ experience, within the past 6 years, as pilot in command; b) In the case of a person with previous experience as a Director of Operations, have at least 3 years’ experience as pilot in command.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
3.2.5. DIRECTOR OF MAINTENANCE & INFORMATION TECHNOLOGY The Director of Maintenance & Information Technology acting as the Board of Director Garuda Indonesia Airlines. Director for Engineering & Maintenance oversees the operations of the home base and out stations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Director of Maintenance & Information Technology is responsible for the complete overall operations of the Engineering & Maintenance Directorate, including ensuring the adequate housing & facilities for continued maintaining Airworthiness & Safety of the Aircraft thereof. Director of Maintenance & Information Technology is responsible for: 1. Providing direction to, and coordinate the activities of the following Garuda Indonesia Engineering & Maintenance Directorate: Airworthiness Management and Aircraft Maintenance Management. 2. Establishing goals and objectives in support of long term company plans, the goals and objectives will be stated in terms of revenue to expenditure ratios fleet flight hour requirements, aircraft utilization, schedule reliability, aircraft down time, spares availability rates and other performance factors. 3. Develop annual operating plans to assure the proper allocation of resources (fund for capital and expense budgets, man power and skill levels, material, etc.). 4. Coordinate and negotiate with government and third party organization, in all matters affecting overall aircraft maintenance operations. 5. Coordinate all activities with those of other directorate of the Garuda Indonesia. The requirements to serve as Director of Maintenance & Information Technology are:
C
on
fid
en
1. Holds an appropriate AME license, or equivalent qualifications acceptable to the Director, 2. Has had at least five years of experience in the maintenance of similar types of Aircraft with which the operations are to be conducted, one year of which must have been in a supervisory capacity, and 3. Knows the maintenance parts of the air carrier’s company operations manual and operations specifications and the applicable maintenance provisions of CASR.
3.2.6. CHIEF PILOT The Chief Pilots are sub-ordinate and directly responsible to the Vice President Flight Operations: 1. Ensuring that their fleet operations are conducted in accordance with conditions and restrictions of the AOC, all company and legal requirements; maintain a high operational, safety and efficiency standard; 2. Ensure all pilots are properly motivated and good disciplined; 3. Ensuring that base, route and other mandatory qualifications of crewmember are current, renewed or obtained; Development of FCOM, MEL, Training Manuals, SOPs and other related manual in accordance with flight safety and airworthiness; 4. Participate in formulating and developing Operational plans, policies and programs; 5. Participate in the introduction of new fleet types;
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
6. Participate in the recruitment of pilots; 7. Participate in the introduction of new routes; 8. Participate in the technical development of all fleets; 9. Participate in test, technical ferry and aircraft/simulator acceptance flights; 10. Review flight crew schedule and leave rosters prior to finalization; 11. Review repetitive or major technical irregularities and Trip Report and whatever follow up action that is required; 12. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities; 13. Such other duties as may be assigned to them by VP Flight Operations 14. Ensure that all training, checking, qualification and currency of all pilots and instructors in their respective fleet are managed in accordance with all applicable regulations. 15. Preparation of all training and checking programs and curricula; 16. Supervise all Pilot Training personnel; 17. Determining the number of instructors, evaluators, line check airman and support personnel to administer the training and evaluation programs in accordance with requirement of the company needs. 18. Ensure formal and regular communication occurs between and among flight operations management, instructors, evaluators, line check airmen and flight crewmember to achieve continuous improvement of ground, simulator and aircraft training and line operations.
C
on
fid
en
The requirements to serve as Chief Pilot are: 1. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the airplane used by the air operator. 2. In the case of a person becoming a chief pilot for the first time ever, have at least 3 (three) years’ experience, within the past 6 (six) years, as a pilot in command. 3. In the case of a person with previous experience as a chief pilot, have at least 3 (three) years’ experience, as a pilot in command. 3.2.7. VP AIRWORTHINESS MANAGEMENT The VP of Airworthiness Management acting as Chief Inspector, report directly to the Director of Maintenance & Information Technology as representing the Board of Director, and assures that the quality of airworthiness and safety are implemented in all engineering and maintenance activities done by contracted Approved Maintenance Organizations. In the event of emergency cases of the safety matter the VP of Airworthiness Management may report directly to the CEO of Garuda Indonesia: 1. Providing direction to, and coordinating the activities of Airworthiness Management organization: Quality System & Airworthiness, Engineering Program and Quality Audit & Safety. 2. Performing liaison functions between Garuda Indonesia and Aviation Regulatory Authorities, other foreign governmental agencies and aircraft manufacturer in all matters affecting the quality and airworthiness of aircraft. 3. Maintain for the approval of the Air Operator Certificate from the local authority, assuring the currency of the Aircraft Registration, Certificates of Airworthiness and other operational approval certificate of all Garuda Indonesia Fleet, maintain current file pertinent Civil Aviation Safety Regulations, Specifications, all Technical Documents for Maintenance, and Airworthiness Directives.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.2
MANAGEMENT PERSONNEL
The requirements to serve as VP of Airworthiness Management are: 1. Holds an appropriate AME license which has been valid for at least 5 (five) years; 2. Has had at least 3 (three) years of diversified maintenance experience on similar types of aircraft with which the operations are to be conducted with an Air Operator or AMO., one year of which must have been as a maintenance inspector; and 3. Knows the maintenance parts of the air carrier’s company operations manual and operations specifications, and the applicable maintenance provisions of CASR. 3.2.8. QUALIFICATION EXEMPTIONS
END OF 3.2
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
An exemption for a deviation to any qualification listed in this section may be filed to DGCA. Thereafter, the Director General of Civil Aviation may after consideration, decide to give an exemption to certain qualifications where: 1. The person’s experience, qualifications and background are acceptable to the Director General of Civil Aviation, 2. The scope and size of the proposed operations is such that a lower level of qualifications would be acceptable to achieve a satisfactory level of safety, and 3. At the discretion of the Director General of Civil Aviation, the manager nominee agrees to undergo an examination to test his suitability for the position.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 8
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
3.3.
DUTIES AND RESPONSIBILITIES PERSONNEL
3.3.1
VP FLIGHT OPERATIONS The Vice President Flight Operation is responsible to the Director of Operations for:
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. All personnel/staff training and development in the department; 2. Managing the Flight Crewmember training, which will be responsible for all technical crewmember conversion courses from ground course through license endorsement; 3. Supervising and directing Chief Pilot and Senior Manager in the Operation Department. 4. The maintenance of the highest standards of training by all instructors; 5. Participating and Contributing to the formulation of Company Operations policy and other matters; 6. All technical and operational matters related to the line operations on all fleets; 7. Ensuring that technical policies and procedures of the fleets are standardized; 8. Handling all matters concerning loss of license insurance coverage of the crewmember; 9. Recruiting pilots in accordance with recruitment targets of the fleets; 10. Ensuring compliance with DGCA and international regulations pertaining to the line operations of all fleets; 11. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities; 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 developing, motivating and appraising them; 14. The authority and responsibility for the management and supervision of all flight operations activities; 15. Being accountable to senior management for ensuring the safety and security of flight operations. 16. To maintain a desired level of quality assurance in flight operation.
C
The VP Flight Operation shall hold current Airline Transport Pilot License (ATPL) with 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). 3.3.1.1 DEPUTY CHIEF PILOT The Deputy Chief Pilots are subordinate and directly responsible to the relevant fleet Chief Pilot according to his Job Descriptions on Distinct Job Profile. Each Chief Pilot has 2, 3 or 4 Deputy, those are: 3.3.2
Deputy Chief Pilot for Training; Deputy Chief Pilot for Technical. Deputy Chief Pilot for Line Operations (As required).
VP PRODUCTION & OPERATION CONTROL The Vice President Production & Operation Control is responsible to the CEO and Board of Management, but in operational function will direct report and responsible to the Director of Operations for:
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. The overall functioning of the Company’s Ground Operations; 2. Ensuring all procedures and instructions issued or laid down in respect of the company’s services and those of airlines for which the company are the operational handling agents are compiled with; 3. Ensuring that procedures in the Operation Manual of the company and airlines operationally handled by Garuda Indonesia are compiled with; 4. Ensuring that where flights are disrupted, such services are re-scheduled with the least possible inconvenience to the passengers and at a minimal cost level; 5. Ensuring a constant evaluation of NOTAM, route and operational information and situations, such as serviceability of navigation aids, curtailment of airport facilities, refueling facilities and situations, meteorological warnings, crew duty and flight time limitations and other matters of immediate operational significance; 6. The preparation, compilation and dissemination of delay statistics and report relating to the company’s services. 7. Managing the crew scheduling to include: Planning and scheduling the established crew and optimizing the crew operating pattern according to Fleet Plan; Assigning the established crewmember efficiently on all fleets; Planning and publishing the individual crewmember assignment; Scheduling, tracking and dispatching the established crewmember according to his competency based on type; Listing the seniority Pilot and Flight Attendant according to qualification date based on type;
3.3.3
C
on
fid
en
8. Being accountable to senior management for ensuring the safety and security of ground operations. 9. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and other operationally relevant external entities VP OPERATION SUPPORT
The Vice President Operation Support is responsible to Director of Operations for: 1. Coordinating technical matters common to all fleets; 2. Representing Operation Directorate in dealing with Civil Aviation authority on technical or operational matters; 3. Evaluation and feasibility studies of new projects and equipment; 4. Keeping abreast of product improvements; 5. Managing technical section of Engineering & Maintenance Services with Operation Services; 6. Development of computerized scheduling systems and their integration into existing flight operations and crew management systems; 7. Contributing to formulate on operational and technical policies and other matters; 8. Responsible for keep updating The AOC, ACL, and OPSPEC; 9. Responsible for document control 10. Responsible for AIP updates 11. Responsible for performance data and weight/mass and balance data/manual.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
3.3.4
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
SM OPERATION STANDARDS The Senior Manager Operation Standards is responsible to the Director of Operations for:
3.3.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. Supervise, organize, coordinate, evaluate, and assess to all Managers of Operation Standards and personnel. 2. Supervise all Instructor Cabin related with Safety and Airworthiness in accordance with the CASR, International Standards and Company requirement. 3. Development and upkeep of Operation Manual Part A (OM-A), OM-B1, OM-B2, OM-C, OM-D1, OM-D2 and other Manuals related and required for line operations, are complied with the Civil Aviation Safety Regulation and ICAO annexes. 4. Participating in the development of general policies on flight technical aspects 5. Ensuring that the fleet operations procedures are conducted in accordance with all company regulation and legal requirements. 6. Participating in Flight Crewmember recruitment and promotion criteria. 7. Develops and update FOOM & Operation Manual Part D3 (OM-D3). 8. Ensure all Technical, Maintenance & Engineering Revision (A D notes, SB, E O, E I, etc.) and Manufacturer’s Revisions are collected, evaluated and developed into Flight Crew Operational procedures. 9. Formulating the CEO and Board of Directors policies into Flight Operation, Safety and training issue. 10. Liaison with regulatory authorities, original equipment/aircraft manufacturers and other operationally relevant external entities on matters concerning operational policies and procedures. 11. Develops and updates Station Manual (SM), Letter of Handling Authorization (LHA) to ensure GRH Training and conduct comply with CASR and applicable ISARP, Validate LHA for endorsement and monitor their qualification in respect of company Human Capital requirements. VP SBU UMRAH, HAJJ & CHARTER
The Vice President SBU Umrah, Hajj & Charter responsible to Board of Director for: 1. Ensure implementation of safety and security regulation for Umrah, Hajj & Charter. 2. Ensure availability of crewmember for Umrah, Hajj & Charter. 3. Ensure achievement of on time performance (OTP) for Hajj & Charter flight. 4. Ensure aircraft utilization for Umrah & Charter flight. 5. Achievement of route profitability for Umrah & Charter flight. 6. Coordination with internal and external unit related to Umrah, Hajj & Charter flight. 3.3.6
VP LEARNING AND DEVELOPMENT The Unit of Learning and Development also known as Garuda Indonesia Training Center (GITC). The Vice President Learning and Development is direct responsible to the Director of Human Capital & Corporate Affairs in managing the training facility to support all company training program, and for the purpose of commercial (third party) training center:
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
C
on
fid
en
3.3.6.1 SM OPERATION QUALITY CONTROL Operation Quality Management is responsible to the Director of Operations: 1. To ensure and facilitate internal audit activity to guarantee operational business process quality. 2. To ensure the availability of risk assessment to all strategic activity 3. To ensure the implementation of Operation Quality Control function by conducting an internal and external audit and ensuring that the corrective actions are performed for any audit findings. 4. To develop and carry out trend analysis for improving Flight crew performance. 5. To ensure management quality of station performance. 3.3.6.2 SM FLIGHT OPERATION TRAINING The Senior Manager Flight Operation Training is subordinate of VP Learning and Development and responsible to the VP Flight Operations: 1. To organize the coordination between Garuda Indonesia Training Center (GITC), relevant Instructor (Fleet), Check Airman and Deputy Training (Fleet) regarding the Training / Check Ride program for / from the third party (Wet Lease Training). 2. To plan and Schedule Flight Crew training, Proficiency and Recurrent Check, and other training course. 3. To record and summarize all line pilots, instructors and Check Airmen activities and develop a periodic reporting system to VP Flight Operation. 4. To organize, develop, and implement the training method according to applicable regulations and Company requirements. 5. To supervise, organize, coordinate, evaluate, and assess to all Managers of Flight Operations Training and personnel.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
3.3.7
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
VP CABIN SERVICES The Vice President of Cabin Services among others is responsible for: 1. Ensuring availability of policy, concept, design process and control on Flight Attendant standard, development and assignment according to regulations, market demand and good corporate governance. 2. All personnel / Flight Attendants training and development. 3. Ensures control of Flight Attendants operation and the management of safety and security outcomes. 4. Management and supervision of all cabin operations activity. 5. Lines of accountability throughout cabin operations, including direct accountability for safety and/or security on the part of cabin operations senior management.
3.3.7.1 CHIEF FLIGHT ATTENDANT The Chief Flight Attendant is responsible to VP Cabin Services as a minimum to ensure:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The quality of inflight services comply with the “Cabin Safety” as stated in CASR 121 and/or other related regulations as well as to meet Garuda standard services; 1. Administrating, organizing and controlling the Cabin Line Management, Planning and Distribution of Flight Attendant and Cabin Standards of safety and service; 2. Planning and optimizing Flight Attendant resources, manage training and standardize general policy of Flight Attendant; 3. Supervise the development and controlling Flight Attendant to improve the discipline and technical skill for operations requirement, safe, efficient and on time; 4. Evaluate and implement the Flight Attendant competency, including Reward and Punishment; 5. Developing and controlling qualification training for Flight Attendant; 6. Evaluate and controlling the Flight Attendant appearance and performance; 7. Standardize the Flight Attendant manuals and other supplement to comply with Authority regulations, Company and other regulatory agencies; 8. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers and other operationally relevant external entities; 9. Recruiting Flight Attendant in accordance with recruitment targets of the fleets; 10. Have a management of Safety and Security in Cabin Operation; 11. Being accountable to senior management for ensuring the safety and security of Cabin operations; The Chief Flight Attendant shall hold current a FA certificate, for the most sophisticated type of aircraft operated by Garuda, at least 5 (five) years experiences as FA on similar types of aircrafts and operations of which 1 (one) year was in a supervisory capacity and working knowledge of the FA manual, FA training manual, relevant portions of the Operation Manual Part A (OM-A). 3.3.8
VP CORPORATE SECURITY The VP Corporate Security is directly responsible to the CEO for managing the implementation of company aviation security program as dictated by the relevant part of the CASR.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
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:
PILOT IN COMMAND (PIC) Captain is directly subordinate to the Chief Pilot.
en
3.3.9
tia Y F 20 os or l C 19 fir op a -0 / y 206
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;
fid
It should be recognized that the Pilot in Command has certain duties as prescribed by law.
C
on
The Pilot in Command is responsible for: the safety and security of all crewmembers, passengers and/or cargo onboard the aircraft when the doors are closed; the operation, safety, and security of the aircraft from the moment the aircraft is ready to move for the 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.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 6
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
1. The Pilot in Command shall ensure that before flight: a. He obtain and familiarized himself and his crew thoroughly on the basis of the latest available information with: 1) 2) 3) 4) 5) 6) 7) 8) 9)
The Flight Plan The condition of the airport in use. The reported and forecast meteorological conditions for the route and airport in use. NOTAM Performance Weight and Balance. The navigation and radio aids, including irregularities of navigation facilities that may affect the safety of the flight. Alternative flight plan to be followed in the event of the original plan becoming impractical owing to unforeseen circumstances. Aircraft Maintenance Log (AML)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. The flight is planned, can be made safely and in accordance with the CASR. c. Signing the Operational Flight Plan proven to the acceptance of the Dispatch Release, and confirming that:All available information appropriate to the intended operation, including all available current weather reports and forecast for departure, destination and alternate airport, indicate that the flight can be completed as planned. 1) The load to be carried is distributed and secured in accordance with pertinent instructions and safety regulations. 2) The flight can be conducted safety in accordance with the operating limitations as laid down in this manual and in the FCOM. 3) The flight plan has been completed. 4) The maps, charts, and the navigation equipment required for the flight are readily available on the aircraft. 5) Complete information regarding SAR services along the route to be flown is available. 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
e. The availability, accessibility and serviceability of aircraft flight deck emergency systems and equipment have been checked during a preflight inspection of systems and equipment, on duty period: 1.) 2.) 3.) 4.)
Prior to the first flight; When the aircraft change; A change in-flight crew composition exists; When the aircraft has been left unattended by a flight crewmember for any period of time; 5.) After maintenance action. f.
The exterior aircraft inspection (walk around) is performed and correctly carried out by a member of the flight crew or delegated to a licensed aircraft maintenance technician focusing 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When performing exterior aircraft safety inspection (walk around), the flight crew shall wear high visibility vest.
en
If walk around is delegated, the flight crewmember shall obtain written notification from maintenance technician prior to flight that the inspection has been completed.
on
fid
g. All doors are closed and secured. h. He carries a reliable timepiece.
C
2. Disposition of Load Manifest, Dispatch Release, and Flight Plans: The pilot in command of an airplane shall carry in the airplane to its destination: 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) 3. The Pilot in Command shall ensure that during flight: a. The checklist devised for use in various phases of flight, are carried out. b. The relevant instructions and limitations laid down in this manual, FCOM, MEL/CDL, and the Operations Specification for the operation of the aircraft are observed. c. Communication with controlling agencies and Operations Control Center maintained as required, in any case, both the PIC and Operations Controller have responsibility to take any steps necessary to ensure the safety of the flight, with the PIC shall have the final decision d. On seeing an aircraft in distress, the action indicated in this manual is taken. e. Wherever possible, the First Officer is granted a sufficient number of takeoffs and landings to assist him in maintaining competency.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
OM – A
f.
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
Shall obtain meteorological condition and irregularities of facilities and services that may affect the safety of the flight
In any case the Pilot in Command shall be responsible for the manipulations of the flight control during the landing phase of flight whenever risk to safety exist as the result of an on-board malfunction or emergency condition, or when in his opinion conditions dictate. Continuing Flight in Unsafe Conditions No pilot in command may allow a flight to continue toward any airport to which it has been dispatched or released if, in the opinion of the pilot in command or the flight cannot be completed safely; unless, in the opinion of the pilot in command, there is no safer procedure. In that event, continuation toward that airport is an emergency situation set forth in OM-A Chapter 26.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
4. The Pilot in Command shall ensure after the flight that: a. The flight plan is signed. b. All known or suspected defects of the aircraft that have come to his knowledge during the course of the flight are reported to the Maintenance Department, and enter those defects in the AML. This shall include those airworthiness defects noted in the CML completed by FA-1. c. The AML is filled out correctly. d. The Aircraft Flight Log is filled out completely and correctly. Any reports/Trip Report such as irregularity or any other report according OM-A Chapter 6.1 are completed and submitted no later than close out of the flight. e. All required document are compiled, and, at the end of the CROPA forwarded to Crew Info at GOC.
C
on
3.3.10 SECOND IN COMMAND (SIC) The Second in Command / First Officer is directly subordinate to the Chief Pilot. The Second in Command / FO reports to the Chief Pilot, and responsible to the Pilot in Command during the period of time when the aircraft is under the PIC’s authority which 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 (b) (c) (d) (e)
the aircraft controls at the discretion of and under the direction of the Pilot in Command. Participate in execution of cockpit procedures and drills laid down in the FCOM. Carry out such other duties as Pilot in Command may delegate to him during flight. Assume the responsibility of the Pilot in Command in the event of the latter is incapacitated. Be responsible to the Pilot in Command for supervising the preparation of the flight documents and related pre-flight duties as assigned.
3.3.11 FLIGHT ATTENDANT–1 (FA-1) The FA-1 is directly subordinate to the Chief FA. During flight duty the FA-1 is directly subordinate to the PIC.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The specific duties and responsibilities of Flight Attendants are found in Operation Manual Part B2 (OM-B2) and FASGB.
fid
en
3.3.13 FLIGHT OPERATIONS OFFICER / FLIGHT DISPATCHER The Flight Operations Officer shall perform the function and fulfill the duties and responsibilities of VP Operation Planning & Control (JKTOG) for exercising operational control over Company flights and providing the following support to flight crewmembers.
C
on
The Flight Operations Officer Shall: (a) Receive and provide hand out briefing at duty change over times. (b) Maintain a log of information exchanges with respect to all flight operated under his authority. (c) Provide route / weather analysis. (d) Generate computer flight plans and file with appropriate ATC Center as required. (e) Check computer flight plans to ensure accuracy. (f) Check MEL / CDL for items that may affect the aircraft performance and coordinate with Maintenance. (g) Provide a dispatch release to all aircraft dispatched under the Operations Control System. (h) Anticipate the requirements of all flights operated under the Operations Control System, and closely monitor progress in order to maintain an up-to-date flight watch over all flights operating within the designated dispatch area. (i) Provide flight following services to all flights not operated under the Operations Control System. (j) Provide continuous monitoring and analysis of weather conditions and current NOTAM. (k) Have a thorough knowledge of serviceability of airports, airways, and navigational facilities. (l) Ensure that all essential information is forwarded to the Captain in a timely manner to ensure a safe and efficient flight. (m) Forward weather conditions, which may affect the safety of the flight.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 10
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
(n) Advise Director of Operations or his designate by the most expedient method, of any
(p) (q) (r)
(s) (t) (u) (v) (w)
tia Y F 20 os or l C 19 fir op a -0 / y 206
(o)
abnormal incident which involves a flight, whether airborne or on the ground, including activation of overdue / missing aircraft, or incident procedures. Recommend delay or canceling of flight when deemed necessary or advisable for operational reasons. Communicate with stations and other departments or agencies to avoid or minimize delays or irregularities to Company flight. 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. 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. Assist those concerned with the operation in planning for safe and efficient movement of flights. Be fully familiar with all NOTAM applicable to the operations. Re-dispatch / re-release flight in case of any irregularities due to weather or other conditions. Perform other duties and functions related to the foregoing as further detailed in the Dispatch Standard Operating Procedures. Make coordination with the PIC through OCC in case of Inflight Re-planning.
C
on
fid
en
3.3.14 COMPANY CHECK PILOT/ FOO / FA All operations and technical functions of the Check Pilot / FOO / FA are under the jurisdiction of the respective chief. They must constantly be aware that they perform their duties as delegates of the DGCA and are responsible for: (a) Acquiring and maintaining a working knowledge of those sections of the CASR, Personnel Licensing Handbook and the Government Check Pilot Guide (GCP Guide) pertaining to the testing and checking of flight crewmember / flight attendant personnel as applicable. (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
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 11
ORGANIZATION AND RESPONSIBILITY
3.3
DUTIES AND RESPONSIBILITIES PERSONNEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
3.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 12
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
3.4.
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
3.4.1
DELEGATIONS OF OPERATIONS MANAGEMENT To maintain the continuation of responsibilities in the absence of management personnel, a caretaker shall be assigned and taken from the direct subordinate within the organization, to assure managerial continuity when operational manager, including the nominated post holder (Ref. OM-A Chapter 3.2.1) are absent from the workplace.
DIRECTOR OF OPERATIONS
DIRECTOR OF SERVICES
DIRECTOR OF MAINTENANCE & INFORMATION TECHNOLOGY
DIRECTOR OF HUMAN CAPITAL & CORP. AFFAIRS
VP
VP
VP
VP
VP
Operation Support
Flight Operation
Operation Planning and Control
Cabin Services
Quality Assurance.
Learning & Development (GITC)
Related Senior Manager
Chief Pilots
Related Senior Manager
Chief
Chief
SM:
Flight
Inspector
Operation Training
Related Manager
Deputy Chief Pilot
tia Y F 20 os or l C 19 fir op a -0 / y 206
VP
Attendant
Deputy Chief FA Related Mgr
Related Manager
en
Dispatch Ctr. Movement Ctrl Crew Sched
fid
NOTE:
C
on
1. Management personnel written in bolds are required by CASR Part 121.59. 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. 3.4.2
COORDINATION IN RESPECT OF SAFETY AND SECURITY ISSUE
3.4.2.1 FLIGHT OPERATIONS INTERNAL
The Management personnel within Flight Operation as depicted in OM-A Chapter 3.1, under the responsibility of VP Flight Operations (refer to job description) shall coordinate with respect to safety, security and fleet configuration to include: (a) Line operations policies, rules, instructions and procedures; (b) Flight crewmember training; (c) Technical operations material: (1) Performance. (2) Navigations. (3) Fleet configurations. (4) Equipment.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
3.4.2.2 FLIGHT OPERATIONS EXTERNAL Under the delegation of Director of Operations, all VP under his authority shall coordinate with respect to safety and security issue between flight operations organization and: (a) (b) (c) (d) (e) (f) (g) (h) (i)
Cabin operations. Engineering and Maintenance; Operations engineering Operations Control /Flight Dispatch; Human Resources; Ground Handling, Cargo operations and Dangerous Goods, Manufacturers (AFM/ FCOM, operational and safety communication); Regulatory Agencies or authorities. Aviation Security
en
LEVEL OF MANAGEMENT AND NON-MANAGEMENT PERSONNEL REGARDING RISK TOLERABILITY ON DECISION MAKING
fid
3.4.3
tia Y F 20 os or l C 19 fir op a -0 / y 206
The coordination shall include: (a) Accident Prevention and Flight Safety (b) Line operations policies, rules, instructions and procedures; (c) Flight crew training; (d) Technical operations material: Performances; Navigation; Fleet configurations and equipment (Cockpit lay-out, MEL/CDL).
C
on
Decision making based on risk tolerability is divided based on the level of risk and level of the decision maker based on the level of risk, as follow: 1. Low and Medium risk usually does not required immediate action since it is 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: Tolerability Severe Risk
Action Required (Customize as Appropriate) • • • •
Immediate action is required Responsibility is at the Board of Directors level or higher Notifications are given to the CEO Discussed in Corporate Safety Committee or other management review (if required) • Risk will be monitored and reviewed every week or more frequently or determined later
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
3.
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
Action Required (Customize as Appropriate)
High Risk
• Establish a plan to manage risks that can begin to be implemented no later than 30 days after the risk analysis process is undertaken • Responsibility is at the Vice President (VP) level • Notifications are given to the Board of Directors • Discussed in a Joint Safety Board or other management review (if required) • Risks will be monitored and reviewed monthly or more frequently or determined later • Create a plan to manage risks that can be implemented no later than 90 days after the risk analysis process is undertaken • Responsibility is at Senior Manager (SM) level • Notifications are given to the VP • Discussed in Departmental Quality Meeting or other management review (if required) • Risk will be monitored and reviewed every 3 months or more frequently or determined later • If possible, reduce the risk level to Low • Responsibility is at the Manager level and Nonmanagement level • Notifications are given to SM • Discussed in Safety Action Group or other management review (if required) • Risk will be monitored and reviewed every 12 months or more frequently or determined later • Continue activity, no mitigation steps are required
Significant Risk
C
on
fid
en
Medium Risk
tia Y F 20 os or l C 19 fir op a -0 / y 206
Tolerability
Low Risk
END OF 3.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
ORGANIZATION AND RESPONSIBILITY
3.4
DELEGATION, COORDINATION, AND RISK TOLERABILITY ON DECISION MAKING
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
4. OM – A
OPERATION CONTROL AND SUPERVISION TABLE OF CONTENT
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 GENERAL...................................................................................................... 1
4.3.2
OPERATIONS CONTROL SYSTEM AT STATION ........................................ 1
4.3.3
PROVISION OF OPERATIONS CONTROL................................................... 2
4.3.4
EMERGENCIES ............................................................................................ 4
DISPATCHING AND FLIGHT RELEASE RULES ...................................................... 1 DISPATCH OR FLIGHT RELEASE................................................................ 1
4.4.2
CREW DISPATCH ......................................................................................... 2
4.4.3
FLIGHT DISPATCHER .................................................................................. 2
4.4.4
RAMP DISPATCH ......................................................................................... 3
4.4.5
LOAD CONTROL........................................................................................... 4
4.4.6
RELATIONS OF FLIGHT CREW TO STATION OPERATIONS ..................... 4
tia Y F 20 os or l C 19 fir op a -0 / y 206
4.4.1
C
on
fid
en
4.4.
4.3.1
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
4.
OPERATION CONTROL AND SUPERVISION
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.1
SUPERVISION OF THE OPERATION
OM – A
4.1.
SUPERVISION OF THE OPERATION The Director of Operations is responsible to the Board of Director and CEO of Garuda Indonesia to whom as direct report and responsibility for the organization, administration, development, control and supervision of the company operations aspect to achieve an efficient and safe operations in line with the Safety Policy.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 4.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.1
SUPERVISION OF THE OPERATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.2
SYSTEM PROMULGATION
OM – A
4.2.
SYSTEM PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTION AND INFORMATION In the event of change in equipment and operating procedures, including each known change in the use of navigation aids, airports, air traffic controls and regulations, local air traffic control rules and known hazards to flight, including icing and other potentially hazardous meteorological conditions and irregularities in ground and navigational facilities, and any other situation that the company consider significant, which not yet covered by any regulatory, or for the purpose of reminding, the appropriate operational personnel will be notified by means of Operational Notices. Such notices may not contradict the existing company procedure, but may consist of preliminary information or operational instructions which, in the future become the company policy / procedures incorporated in OM (generally in a term of 6 (six) months unless determined otherwise by the government).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 4.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.2
SYSTEM PROMULGATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
4.3.
OPERATIONAL CONTROL
4.3.1
GENERAL The Operations Control has been set-up by management to operate the planned flight program punctuality and regularly, making economic use of the resources it has available consistent with highest safety standard. This means to keep the flight program as close as possible to the schedule and to minimize the effect of any irregularities in accordance with company policy as stated in term as the following: “To provide control over the flights planned for a certain defined period ahead of departure, until completion, and to coordinate with all concerned and finally decide and disseminate information about any measure taken in case of irregularity” The policy of the operational decision making based-on priority: 1 2 3 4 5
Safety of the flight; Schedule Regularity and punctuality; Passenger Comfort; Good care over Cargo, Mail and Baggage; Economical efficiency.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The concern for safety, being paramount importance in this industry, should be and always is present in everyone’s mind when considering solutions and reaching decisions.
en
When any knows conditions including airport and runway conditions that are hazardous to safe operation, Garuda Indonesia shall restrict or suspend operations until those conditions are corrected.
OPERATIONS CONTROL SYSTEM AT STATION Under supervision of Station Manager, the Operations Control at station level has 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.
C
4.3.2
on
fid
Operations Control Center located in main base and report direct to the management.
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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
Garuda Station Manager who supervises the operations control system at station level should be qualified Flight Operations Officer. 4.3.3
PROVISION OF OPERATIONS CONTROL The station operation control and operation control center designed to provide the succession of responsibility to ensure that responsibility for operational control is assigned to qualified operational control personnel at all times until the flight either terminates or is cancelled. The company shall assure to provide adequate personnel to ensure that operational control is maintained during normal and abnormal operations. 01. OPERATIONS CONTROL CENTER / DISPATCH CENTER The Company’s Operations Control Center is located on the 3 floor of the Reservation Control Center Building in the complex of Garuda Operation Center (GOC) at Soekarno-Hatta International Airport Cengkareng-Indonesia. rd
JKTOMGA
The telephone numbers are:
(62)-(021)-5501887/1889 / 1013 / 1014 and / or (62)-(021)-550 1771 EXT. 2306 / 2309. (62)-(021)-25601622
en
Facsimile number is:
tia Y F 20 os or l C 19 fir op a -0 / y 206
The telex code / SITA CODE is
(62)-(021) – 5502152
C
on
fid
Flight following in 24-hour basis, controlled through Operation Control Center has adequate communication and facilities, including dedicated FOO personnel to perform required duties to provide the information necessary for the initiation and safe conduct of each flight. Function among Company communication networks ensuring that the company’s services operate with the least possible disruption or delay and that where services are disrupted or delayed, these services are rescheduled with the least possible inconvenience to the passengers and at a minimal cost level consistent with safety, efficiency and comfortable service. The Operation Control Center liaises very closely with the Marketing and Maintenance / Engineering Directorates on the commercial and technical aspects of each major delay. The decisions are implemented by the Operation Control Center. The Operation Control Center is responsible for the following decisions: Cancellation of flights; Re-routing due to major flight delays and airspace/airport blockage; Re-scheduling or over-flight due to weather, airport limitations, civil disturbance, crewmember duty time limitations;
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
Technical calls to meet payload requirements or crewmember duty time limitations; Diversion for commercial and compassionate (urgent medical cases) reasons; Inflight Re-planning; Request to delay a flight for commercial and compassionate (urgent medical cases) reasons; Request to delay a flight to uplift AOG spares or Dead Heading Crew and maintenance personnel; Request to delay a flight for reasons other than those specified above; Request for urgent charters or urgent extra flights; Positioning or ferry flight; Request to operate or divert a flight to assist civil or military authorities in search operations; Re-allocation of aircraft, re-scheduling of services, positioning of crews due to aircraft’s unserviceability. Recalling flight due to engineering, operational or commercial reasons; Recalling crew or amending their roster or rotation pattern for operational or compassionate reasons.
tia Y F 20 os or l C 19 fir op a -0 / y 206
To facilitate decision-making, it is essential that the Operation Control Center be informed immediately by Pilot in Command (PIC) and/or Engineering and/or Station Managers, as the case may be, of any event or situation likely to disrupt or delay scheduled and non-schedule services.
C
on
fid
en
Information of this nature includes: Aircraft un-serviceability and serviceability; Allocation or re-allocation of aircraft; Spare deficiencies or position; Deficiencies of aircraft or ground; Load information or load disposal; Industrial dispute or action, whether actual or imminent, likely to disrupt or delay the company flight; Weather warning; Civil disturbances; Airport closures or limitations; Fueling or refueling problem; Late connecting flight; Loading and unloading problems; Crewing problems at slip stations It is important to stress that, in order to function efficiently, the Operation Control Center must be fully and immediately informed of every phase of delay including proposals or plans for the positioning of aircraft spares, the flight number of the service on which the spares will be arriving, the departure and arrival times and the estimated time it will take for rectification work to be carried out. In establishing flight operation schedule, the dispatch center shall allow sufficient time for the proper servicing during transit considering prevailing wind en-route, and the cruising speed of the aircraft.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
4.
OPERATION CONTROL AND SUPERVISION
4.3
OPERATIONAL CONTROL
OM – A
Re-dispatching is required if the intermediate stop exceed 6 hours (for international flight). Operations Controller when advising a diversion to an aircraft in flight, shall give the best airport available regarding continuation of flight, flight operations services, ground handling, contact person, the alternate fuel and all others relevant information’s. In any case, both the PIC and Operations Controller have responsibility to take any steps necessary to ensure the safety of the flight, with the PIC shall have the final decision. 02. STATION OPERATIONS CONTROL Flight operations services at stations shall be provided as follow: Outgoing Flights From 1:30 minutes before schedule departure until 1 hour after departure; Incoming Flights From 1: 00 hour before estimate time of arrival, until arrival.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Outside above mentioned period, the flight operations service is resumed by flight following function in Operation Control Center. At certain station, other operators or agencies on a contract basis may provide the flight operations services.
on
EMERGENCIES In an emergency situation that requires immediate decision and action the PIC may take any action that he considers necessary under the circumstances. In such a case he may deviate from prescribed operations procedures and methods, weather minimums, and the CASRs, to the extent required in the interests of safety.
C
4.3.4
fid
en
Particulars about such services shall be incorporated in the Route Manual.
In an emergency situation arising during flight that requires immediate decision and action by the flight operations officer, and that is known to him, he must advise the PIC of the emergency, must ascertain the decision of the PIC, and must have the decision recorded. If the FOO cannot communicate with the PIC, he must declare an emergency and take any action that he considers necessary under the circumstances. Whenever a PIC or FOO exercises emergency authority, he must keep the appropriate ATC facility and dispatch centers fully informed of the progress of the flight. The person declaring the emergency must submit a written report of any deviation through in accordance with reporting procedures set forth in OM Part A, Chapter 23.3. END OF 4.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
4.4.
DISPATCHING AND FLIGHT RELEASE RULES
4.4.1
DISPATCH OR FLIGHT RELEASE 01. Dispatch or Flight Release under VFR No person may dispatch or release an aircraft for VFR operation unless the ceiling and visibility en-route, as indicated by available weather reports or forecasts, or any combination of those reports and forecasts, are and will remain at or above applicable VFR minimums until the aircraft arrives at the airport or airports specified in the dispatch or flight release. Night VFR is prohibited unless authorized by the Director
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. Dispatch or Flight Release under IFR Except as provided in OM-A Chapter 4.4.1-03, no person may dispatch or release an aircraft for operations under IFR, unless appropriate weather reports or forecasts, or any combination of those reports and forecasts, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the destination.
C
on
fid
en
03. Dispatch or Flight Release Over Water a. No person may dispatch or release an aircraft for a flight that involves extended overwater operation unless appropriate weather reports or forecasts or any combination of those reports and forecasts, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at destination airport. b. Extended overwater operations shall be conducted under IFR unless it shows that operating under IFR is not necessary for safety. c. Other overwater operations shall be conducted under IFR if the DGCA determines that operation under IFR is necessary for safety. d. Each authorization to conduct extended overwater operations under VFR and each requirement to conduct other overwater operations under IFR are specified in the operations specifications. 04. Alternate Airport for Destination a. No person may dispatch an airplane under IFR unless he lists at least one alternate airport for each destination airport in the dispatch release. When the weather conditions forecast for the destination and first alternate airport are equal to applicable operating landing minima at least one additional alternate must be designated. b. For the purposes of Paragraph (a) of this section, the weather conditions at the alternate airport must meet the requirements of OM-A Chapter 9.5.1. c. No person may dispatch a flight unless he lists each required alternate airport in the dispatch release. 05. Centralized Flight Dispatch (CFD) PT Garuda Indonesia Persero Tbk is authorized to conduct Centralized Flight Dispatch (CFD) in some of airport lies within its area of operation.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
The area approved for CFD are: 1. 2. 3. 4. 5. 6. 7. 8. 9.
Europe Australia Japan Korea China Regional Middle East Western part of Indonesia (Sumatra, Java, and Kalimantan) Eastern part of Indonesia (DPS and UPG)
When conducting CFD briefing shall be conducted as stated in OM-A Chapter 9.2.7 and flight plan must be prepared as stated in OM-A Chapter 9.6.1. CFD is prohibited for flight using Visual Flight Rules (VFR) to all aircraft type (especially B737-800/-8, ATR 72, CRJ1000).
CREW DISPATCH Crew Dispatch is responsible for the implementation of the crew plan (crew tracking) in supporting of the planned flight programmer. The crew dispatches functionally responsible to the operations control and is located in the operations control center or local operations control for station level.
en
4.4.2
tia Y F 20 os or l C 19 fir op a -0 / y 206
For briefing location see OM-A Chapter 9.2.7.
C
on
fid
As the crew tracking is fundamental to the effective control of the flight programmer, the crew dispatcher is required to maintain a very close working interface with operations controller and to keep him/herself fully appraised of the status of the flight programmer, particularly in periods of disruption. Garuda Crew Dispatcher should qualify as assistance flight operations and keep current and proficient on the subject crewing system and regulation. 4.4.3
FLIGHT DISPATCHER No person may start a flight unless a flight dispatcher specifically authorizes that flight. The operational controllers/flight dispatchers employed in conjunction with an approved system of shared operational control requiring the services of licensed Flight Dispatchers are licensed in accordance with applicable Regulatory requirements. The Flight Dispatcher shall ensure that a flight will not be commenced unless it has been ascertained, to the extent possible, that conditions and ground facilities required for the flight are adequate for the type of operation. Factors to determine if the conditions at the airport(s) of operation are adequate for operations includes, as applicable: navigation aids; runways, taxiways, ramp areas; curfews; PPR (Prior Permission Required); field conditions; lighting; RFFS (Rescue and Fire Fighting Services); applicable operating minima.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
fid
en
Communication and Navigation Facilities a. Except as provided in Paragraph (b) of this section for international flight, no person 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 segment are in satisfactory operating condition.
C
on
b. If, because of technical reasons or other reasons beyond the control of a flag air carrier, the facilities required are not available over a route or route segment outside Indonesia, the flight may be dispatched over that route or route segment if 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. 4.4.4
RAMP DISPATCH Ramp Dispatch in cooperation’s with all concerned, is responsible for: Supervising the preparation activities, on the ramp, concerning the operation on a flight he/she assigned for, in order the flight to depart on time. Taking necessary measure(s), in which the ETD is threaten by irregularities arose, to keep the aircraft be able to be departed as close as possible to the standard ETD without neglecting the safety factor. The minimum qualification of Garuda Ramp Dispatcher is he shall have successfully attended and passed the Ramp Handling Course and Supervision course and shall perform duties under direct supervision of a qualified FOO.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
4.
OPERATION CONTROL AND SUPERVISION
4.4
DISPATCHING AND FLIGHT RELEASE RULES
OM – A
4.4.5
LOAD CONTROL Load Control functions to ensuring that the load positioning in cargo compartment is done in accordance with the given loading instruction. Weight and balance calculation shall be prepared by qualified personnel. Garuda Load Control should hold Garuda Loading Control Certificate, maintain current and proficient. Operating under direct supervision qualified a FOO license holder.
4.4.6
RELATIONS OF FLIGHT CREW TO STATION OPERATIONS 01. GENERAL When it is necessary to deviate from the planned flight program or handling procedures, the PIC shall be informed and together with Station Manager will discuss the various aspects and the repercussions on flight continuation, especially with a view to regularity and service.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In the majority of cases a reasonable solution and a mutual decision will be reached. If there is a difference in opinion, the PIC’s decision with respect to safety of the flight will be honored. 02. DELAYS In case of delays, the Station Manager shall inform the PIC as soon as possible.
en
The FSM/FA-1 shall be informed to enable him/her to reconsider services schedule for passenger in consulting with PIC.
on
fid
The Station Manager is responsible for the meal and accommodation for the passengers and crews.
C
Note: At slip-station, the Station Manager shall adjust crew calling time in case of delayed departure, except in urgent cases, the crew shall not be disturbed for delay messages during their rest END OF 4.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
5.
CREWMEMBERS REQUIREMENTS TABLE OF CONTENT
CHAPTER 5 CREW DESCRIPTION ............................................................................................... 1
5.2.
CREWMEMBERS DUTIES AND AUTHORITIES ....................................................... 1
5.3.
DUTY REQUIREMENTS AND RESTRICTIONS ........................................................ 1
5.4.
CREW COMPOSITION .............................................................................................. 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
5.1.
Operation Manual Part A – 1st Edition 15 Nov 2016
■
Page 1
OM – A
5.
CREWMEMBERS REQUIREMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 2
OM – A
5.1.
5.
CREWMEMBERS REQUIREMENTS
5.1
CREW DESCRIPTION
CREW DESCRIPTION a. Crewmember an aircrew assigned to official duty as an active crew. Crewmembers consist of Flight Crews including Trainees and Flight Attendants. b. Flight Crewmember is a crewmember assigned to duty in an aircraft as a pilot, second officer or navigator. The number and composition of which shall not be less than that specified in the Minimum Flight Crewmembers (Standard Crew Complements) refer to OM-A Chapter 5.2-01. Flight crewmember consist of Pilots. Within the company, Flight Crewmember ranks start from First Officer, Senior First Officer and Captain. All Flight Crewmembers are subordinates of Vice President Flight Operations via respective Chief.
Captain is a rank of a pilot who hold a current ATPL and qualified to fly a certain type of aircraft according to the criteria set by the Directorate General of Civil Aviation (DGCA) and are given the duties and the authority as a Pilot in Command (PIC), Second in Command (SIC) or Co-Pilot by the Company.
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 according to the criteria legalized by the DGCA, who then given duties and authority as a Co-Pilot during a flight.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Through training, Captain can be up graded to be a Ground Instructor (GI), Flight Instructor Simulator (FIS) or Flight Instructor Aircraft (FIA). FIA can be assigned to be Designated Pilot Examiner Representative or Company Checker.
C
on
Through training, First Officer can be up graded to be a Ground Instructor (GI), Flight Instructor Simulator (FIS). c. Flight Attendant is a crewmember who performs, in the interest of safety of passengers, duties assigned by PT Garuda Indonesia (Persero) Tbk or the Pilot in Command of the aircraft, but who shall not act as flight crewmember. Flight Attendants composition normally varies depending on the type of aircraft. PT Garuda Indonesia (Persero) Tbk describes ranks of Flight Attendants as follows: FSM and Flight Attendants. If there are more than one FSM in a Sector, FA-1 is determined by seniority in that position (Date of Joint Category), otherwise by PIC based on considerations of leadership and lengths of experienced as a supervisor. END OF 5.1
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
CREWMEMBERS REQUIREMENTS
5.1
CREW DESCRIPTION
tia Y F 20 os or l C 19 fir op a -0 / y 206
5.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
5.2.
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
CREWMEMBERS DUTIES AND AUTHORITIES 01. GENERAL Detailed duties and authorities of each crewmember hereby described do not intend to limit the authorities in providing the necessary efforts and actions to achieve a safe and efficient journey. If conflicts arise during a journey, it is the responsibility of the Pilot in Command to convey the problem to their respective Chief Pilot. If the conflict only involved the Flight Attendant, it is the responsibility of FA-1 to communicate the problem to their respective Chief Cabin. Every crewmember must maintain their utmost performance in Knowledge, Skill as well as Physical and Mental Fitness appropriate to their functions.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is Crewmembers own responsibility to ensure that their Passports, Visas, Licenses, medical certificates and other personal Certificates remain current and valid. When crewmembers found that their personal documents are approaching the invalid period or the validity period will be exceeded, then the crewmembers shall notify their respective chief. Above personal documents must be carried during periods of duty, including but not limited to, flight duty and/or simulator check.
fid
en
Therefore, before conducting any flight duty and/or simulator check, all crewmembers shall check their personal documents are still in the period of validity, and this checked will also done in preflight briefing.
on
For list of required items that must be carried and valid on all flight duty see Appendix 13.
C
All flight crewmembers on duty are required to be on their assigned seat in flight 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
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. 2. 3. 4. 5.
Safety. Schedule Regularity. Passengers Comfort Good care of cargo, mail and baggage. 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.
en
PIC Captain SIC Enlarge Captain. Co-pilot: Co-pilot 2, 3, etc. Flight Attendants: FA-1.
fid
1. 2. 3. 4. 5.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The succession of command during flight will be based on order of rank as follows:
on
In the absence of Pilot in Command during flight, the command succession shall be based on order of rank as described above.
C
During Crew Operating Pattern and Ground Pattern, all crewmembers should 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.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
02. PILOT IN COMMAND (PIC) Pilot in Command (PIC) is the authorized leader of a journey (Flight), who is a qualified captain for the sector traveled within the Journey. The PIC must occupy his specific pilot seat where he is qualified during taxi, takeoff, landing and below the transition level/altitude or 10.000 feet AGL whichever is higher. The PIC is responsible for the operation and safety of the aircraft as laid down in OM-A Chapter 3.3.9. The PIC shall also ascertain that all required forms/certificate such as: Safety Report / Trip Report, Custom Declaration for the crewmember, Birth, Death and other form as may be required, is filled and signed as appropriate in timely manner. In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule to the extent required to meet that emergency for the safety of the flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 Environment Management (CQSEM) Department through available safety reports (including e-reports, hazard report, trip reports, etc.). The CQSEM Department shall then report to the DGCA.
on
fid
en
During flight, the PIC acts as the Company’s representative towards the other crewmembers and the passengers. In every decision process, the PIC also has to consider the financial aspect of his/her decision. The PIC has to give a good example of attitude and behavior toward other crewmembers.
C
The PIC coordinates the duties of all crewmembers in compliance with Company regulations to create teamwork among crewmembers in a communicative, contributive, cooperative and coordinated (4C) climate. When in the midst of a Flight Management, PIC should apply two ways communication rules, so that each flight crewmember is aware and understands about his activities. During bad weather conditions that could endanger the safety of the flight, PIC has an obligation to inform what has just taken place or what has been observed in the first opportunity to the Air Traffic Controller (ATC) or through Company frequency. PIC should also monitor and convince him/herself that every stage of the flight is done according to the Aircraft Operation Manual and other Standard Operating Procedures. PIC may sign the Aircraft Maintenance Log (AML) to release the flight, stating that the aircraft is ready to fly, as long as no maintenance action required, and the technicians in charge to sign the AML are not present. In the absence of engine run up authorization holder, where the aircraft is necessary to be run up for trouble shooting, the maintenance engineer may request, and the PIC shall assist him to have the engine started to ground idle.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 3
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
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. Subject to Captain’s Discretion (SCD), is the initiative right and prerogative obligation for a PIC to make a decision that is not yet mentioned or formulated in the existing regulations. The PIC’ decision should be accountable and responsible at a later date and it should be in line with common sense and based under considerations of safety and successful completion of the flight. 03. CO-PILOT
tia Y F 20 os or l C 19 fir op a -0 / y 206
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).
en
Should the Co-Pilot function is taken by a Captain who has not qualified RHS, the particular Captain must occupy the LH Pilot seat, the Captain who functioning as PIC occupies the RH Pilot seat and shall be a Flight Instructor Airplane (FIA) or minimum equivalent.
C
on
fid
Duties and responsibilities of a Co-Pilot are to carefully follow the progress of the flight and to give inputs to the PIC, to ask the PIC to take accurate action. In such extraordinary conditions, where the PIC is acting outside of normal circumstances (or incapacitated), jeopardizing the Safety or endanger the Flight, he can take needed action to avoid the condition worsening. During a flight mission, the Co-Pilot reports as a subordinate of PIC, commencing at crew reporting time at an airport until the completion of a Journey. The Co-Pilot should know about weather condition, NOTAM and other operational instructions during a flight. Other technical duties are regulated in the FCOM depending on aircraft types. In an Enlarged Crew composition which, at the minimum consists of 2 Captains, one will act as Pilot in Command, whereas the second Captain functions as Second in Command (SIC), as well as a Co-pilot, and will also occupy the pilot seat in the cockpit when PIC was taking of a rest. If, however, the Enlarged Crew composition consist of 3 or more Captains, the SIC assignment should be determined by the PIC, unless have determined by Crew Scheduler. In the absence of a PIC, the pilot acting as SIC should take over all functions of the PIC and during abnormal or emergency conditions, SIC is under the obligation to inform PIC about the current situation, in which case PIC will then take over the leading role.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. FSM or Senior FA who has meet standard and criteria can perform FA-1.
fid
en
To ensure continuity of service between pre, in and post flight, an FA-1 shall act as quality control to all uplift supplies at the related Sector and coordinates passenger service/handling with the Passage Officer, Ramp Coordinator and Catering Service.
C
on
The FA-1 is responsible to validate the Meal Uplift Data, Actual Passenger on Board, Flight Attendant Data entry on Aircraft Flight Log (AFL) or other reporting forms when required.
05. FLIGHT ATTENDANT (FA)
Each FA reports as a subordinate of the PIC starting from the reporting time at the airport until the end of a Journey. The FA has the obligation to inform the PIC of any signs that may endanger flight safety. In taking actions to anticipate a critical situation that is jeopardizing the flight safety, the FA must report immediately through the FA-1 or directly to PIC. Each FA is a reflection of the Company’s Image to the customer and in carrying out his duties, in terms of Service and Cabin Safety, has to maintain that image. END OF 5.2
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
CREWMEMBERS REQUIREMENTS
5.2
CREWMEMBERS DUTIES AND AUTHORITIES
tia Y F 20 os or l C 19 fir op a -0 / y 206
5.
en
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
5.3.
5.
CREWMEMBERS REQUIREMENTS
5.3
DUTY REQUIREMENTS AND RESTRICTIONS
DUTY REQUIREMENTS AND RESTRICTIONS Pilot License Privilege Pilots, who have reached their 65th birthday, may not serve as Pilot on an airplane engaged in Garuda Indonesia operations, nor may they function as flight instructor (Airplane) and flight instructor (Simulator).
Certification and Qualification Requirements Prior to duty assignment, flight crew shall always be certified and qualified in accordance with applicable regulation:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Current Licenses; Valid Radiotelephone License; Current Certification (At least level 4 language proficiency (English) must be current); Specific qualifications (LVP, RVSM, ETOPS); Equipment qualifications (TCAS/ACAS, GPWS/EGPWS, HGS); Recency-of-experience; Current medical status, including Medical Certificate; Initial training and checking/line check/proficiency check/recurrent training and checking results; Right seat qualification (as applicable); Type(s) qualification; Airport and route competence (including special airports); Instructor/evaluator/line check airman qualification (as applicable); CRM/Human Factors training; Dangerous goods training; Security training. 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.
C
Spare Correction Glass Crewmembers who require correction glass when performing duty shall carry one spare set on his/her possession at all times. Note: Corrections glass includes: Myopia, Presbyopia and Hipermetrop.
Medical examination before first flight of the day For first flight of the day, each crewmember shall do a medical examination that consist of alcohol test and blood pressure test. END OF 5.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
5.
CREWMEMBERS REQUIREMENTS
5.3
DUTY REQUIREMENTS AND RESTRICTIONS
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
5.4.
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
CREW COMPOSITION 01. GENERAL The Minimum Crewmembers known as the Standard Crew Complement is the minimum number of Flight Crewmembers or Flight Attendant on board in order to comply with legal operations requirement of a revenue flight (flight carrying passengers for commercial purposes). In the operation of a Non-Revenue Flight, the maximum occupancy in the cabin (without Flight Attendants) is 10 people. Among them, one must receive aircraft type-specific training and an evaluation to ensure competence in the performance of any assigned duties or functions related to passenger cabin safety such as how to open and close the Aircraft Door, how to operate the Slide Raft, know where the location and the operation of the Fire Extinguishers, the use of Oxygen and Intercom System. If the cabin occupancy number exceeds 10 persons, at least 1 (one) Flight Attendant is required (the occupancy number can be increased up to 50 people).
tia Y F 20 os or l C 19 fir op a -0 / y 206
For an Empty Flight (except for a Training Flight), a minimum of 1 person is required to understand how to operate cabin equipment as in the Non-Revenue Flight above. Chief Pilot has the prerogative right to set a different policy regarding the needs of Non-Revenue, Empty, Training and Positioning Flights. In the operation of a Non-Revenue flight (without flight attendants) or Empty Flight, PIC shall brief the supernumerary with items as described in OM-A Chapter 5.404.
C
on
fid
en
The maximum number of pilots (including PIC and Co-Pilot) in one sector is 4 (four) Pilots or 3 (three) Pilots in an Enlarged Crew composition, or 2 (two) Pilots in a Minimum Crewmembers (Standard Crew Complement) composition. Flights in a Sector exceeding the above regulation is prohibited, and it is the responsibility of 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. 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. 02. FLIGHT CREWMEMBERS The Minimum Flight crewmembers (Standard Crew Complements) that must be on a flight to operate the air plane are as follows: Two Pilots for ATR72-600, CRJ 1000, B737, A330, and B777-300ER Only one pilot shall be assigned as the Pilot in Command on a particular flight. The Pilot may only occupy his specific seat where he is qualified (either LH or RH) to perform flight duties. The PIC can take the RH seat if he is a Flight Instructor Airplane (FIA) or minimum equivalent, when other Pilot on the LH seat is a Captain or Training Captain. CQD is the date that a person is qualified for a certain category in a Fleet in which he serves (Captain, FO, FSM, Senior FA and FA). A CQD for a Captain is the date a person is qualified as a Captain on a type of aircraft that he is currently flying.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 1
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
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. RIGHT-HAND SEAT (RHS) FO CAPT CAPT CAPT
CAPT
FO
Line Check
tia Y F 20 os or l C 19 fir op a -0 / y 206
No Training No Checking
LEFT-HAND SEAT (LHS) CAPT CAPT Chief Pilot VP OF
CAPT
Check Pilot
JUMP SEAT Check Pilot
REMARKS (*) CAPT & FO Line Check CAPT Line Check
CAPT/T or FIA CAPT/C Check Pilot CAPT Routes/Qualification Check Check Pilot CAPT/C CAPT/T or Check Pilot ZFTT CAPT/C Blue Boxes indicated the Pilot that designated as PIC Note: - (*) 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
C
on
fid
en
Route 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. 03. ENLARGED CREW An Enlarged Crew is a flight crew composition in a Journey with an additional one Pilot or more from the Standard Crew Complement.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
The Enlarged Crew column in the Aircraft Flight Log (AFL) shall be marked () should the crew composition is an Enlarged Crew. If the Enlarged Crew in the AFL is not filled out, the Crew Scheduling System will automatically consider the additional crew other than the Standard Crew number as a Supernumerary Crew that will not obtain their record of Flight Time. This will be applied to the Pilot-3, and Pilot 4.
C
04. SUPERNUMERARY
Definition of Supernumerary, OM-A Chapter 1.2. Criteria and limitations:
a. Physically and Mentally in good health, especially for a woman she is not in pregnant condition. b. Has capability to conduct his/her assigned duties.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
Duties and responsibilities: a. Report to the PIC prior and post flight; b. Shall receive briefing and direction from the PIC regarding: The dissemination of supernumerary safety information Supernumerary compartment readiness prior to first aircraft movement, takeoff, and landing Arming / disarming of door slides Preparation for and en encounter with turbulence Medical situation Emergency evacuation Abnormal situation Verification that baggage is stowed The use of seatbelt :
i. j.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
h.
on
f. g.
Compliance with non-smoking sign Access of emergency oxygen Securing cargo net (for ATR72-600) Obey the Aviation safety and Security, and/ or as directed by PIC; To wear the ID; Conduct assigned duties in accordance with his/her authorities and responsibilities; Conduct assigned duties in accordance with the related SOP; Shall not impede flight crew members and/or flight attendant in the performance of their duties; 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; 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; In case of Emergency, follow direction given by PIC;
C
c. d. e.
During the taxi phases of a flight; During the takeoff and landing phases of flight; Prior to and/or during turbulence; During an emergency situation, if considered necessary
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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 4
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
05. THIRD PILOT IN TRAINING The presence of a Third Pilot who is in Route Training does not prompt the crew composition into an Enlarged Crew. To have a correct Flight Time recorded by the Crew Scheduling System, it is the PIC’s responsibility to fill in the Flight Remarks column in the AFL with RT, as the abbreviation for Route Training. Not fulfilling this necessity will result in the consideration of the Third Pilot as a Supernumerary. In recording the Flight Time through the Crew Scheduling System, PIC will still obtain 100% of Flight Time, whilst the Co-pilot and Third Pilot will each get 50% of Flight Time. For the importance of Flight Allowance, each Flight Crewmember will still receive a Flight Time Component of 100% Flight allowance. In the training stage, it is possible that in the beginning, the Third Pilot will never take the Pilot Seat in the cockpit (whether on the LHS or on the RHS). In such case, his presence will be noted as a Supernumerary by not writing RT in the Flight Remarks column in the AFL. No Flight Time will be given to the Third Pilot although in terms of Flight Allowance he will obtain the whole Flight Time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
06. INSTRUCTION FLIGHT AND ACCEPTANCE FLIGHT
C
on
fid
en
In an Instruction Flight and Acceptance Flight the PIC must have the qualification as a Flight Instructor. In the special case of an Instruction Flight, if the Training is 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 Complement Crew (The Flight Hours will not be given to him but the Flight Time component of that Pilot will still be given fully) The Ab-initio Pilot does not obtain the Flight Time component for the purpose of Flight Allowance. It is PIC responsibility to fill in Flight Remark column in the AFL with IF. 07. INCAPACITATION AND FLIGHT CREWMEMBER REPLACEMENT 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 5
OM – A
5.
CREWMEMBERS REQUIREMENTS
5.4
CREW COMPOSITION
08. FLIGHT ATTENDANT The presence of predetermined number of Minimum Flight Attendants for certain aircraft type is called the Minimum FA (Standard Complement). This number is the absolute minimum at the time a flight started. In addition, for the purpose Duty Period extension the number in a Minimum Flight Attendant (Standard Crew Complement) is increased called the Standard Service. FA seat rests are provided for long-haul flight based on flight time limit:
One sector or more in one journey, where the total scheduled flight time (Block to Block) 8 hours, IF the STD between 20:00 and 04:00 Local Time; or
One sector or more in one journey, where the total scheduled flight time (Block to Block) 10 hours.
The seat allocations are as follows:
B777-300ER : FA Bunker A330-300 : 4 seats (last two row RH sides) A330-200 : 3 seats (last center row).
tia Y F 20 os or l C 19 fir op a -0 / y 206
The number of Flight Attendant including FA-1 is according to the following table. Aircraft Type
Minimum FA (Standard Complement)
Standard Service
B737-800/-8
en
Numbers of Flight Attendant
4
6
2
2
3
3
8
11
8
11
12
16
on
A330-200
C
CRJ-1000
fid
ATR72-600
A330-300 B777-300ER
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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 6
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
TABLE OF CONTENT CHAPTER 6 6.1
6.2
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
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.4.1.1 TRAINING POLICY ............................................................................ 1 6.4.1.2 TRAINING IMPROVEMENT & SURVEILLANCE................................ 2 6.4.1.3 TRAINING PROGRAM OUTLINE....................................................... 3
en
6.4.1.4 TRAINING PROGRAM AND REVISION: INITIAL AND FINAL APPROVAL ........................................................................................ 3
fid
6.4.1.5 E-LEARNING ..................................................................................... 4
on
6.4.1.6 INSTRUCTOR, EXAMINER, CHECK AIRMEN .................................. 4
C
6.4.1.7 EXAMINATION AND CERTIFICATION .............................................. 6 6.4.1.8 TRAINING AIDS / FACILITIES / EQUIPMENT ................................... 6 6.4.1.9 MULTI RATING .................................................................................. 7 6.4.1.10 TYPE VARIANT ............................................................................. 7 6.4.2
TRAINING SYLLABUS .................................................................................. 7 6.4.2.1 GROUND TRAINING SYLLABUS ...................................................... 7 6.4.2.2 FLIGHT TRAINING SYLLABUS ......................................................... 9 6.4.2.3 ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM ....................... 10 6.4.2.4 LINE TRAINING SYLLABUS ............................................................ 10
6.4.3
TRAINING AND CHECKING PROCEDURES .............................................. 11 6.4.3.1 TRAINING PROCEDURES .............................................................. 11 6.4.3.2 CHECKING PROCEDURES ............................................................ 11 6.4.3.3 PROCEDURES IF PERSONNEL DO NOT ACHIEVE OR MAINTAIN STANDARDS ................................................................................... 12
Operation Manual Part A – 1st Edition 02 May 2018
■
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
TABLE OF CONTENT 6.4.3.4 REMEDIAL TRAINING ..................................................................... 12 6.4.3.5 SUMMARY OF ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM....................................................................................... 12 6.4.3.6 SUMMARY OF A/C ROUTE TRAINING DURATION AND NUMBER OF CHECK FOR TYPE RATING............................................................ 13 6.4.4
RECURRENT TRAINING ............................................................................ 14 6.4.4.1 FLIGHT CREWMEMBERS ............................................................... 14 6.4.4.2 FLIGHT ATTENDANTS .................................................................... 16 6.4.4.3 FLIGHT OPERATIONS OFFICER .................................................... 16 6.4.4.4 JOINT CRM...................................................................................... 16 6.4.4.5 TRAINING RECORDS ..................................................................... 17 6.4.4.6 ELIGIBILITY PERIOD....................................................................... 17
6.5.1
CREW COMPOSITION.................................................................................. 1
6.5.2
OPERATING LIMITATION AND PAIRING REQUIREMENTS........................ 1
6.5.3
LINE CHECK ................................................................................................. 2
6.5.4
ROUTE AND AIRPORT QUALIFICATION ..................................................... 2
6.5.5
QUALIFICATION AND AUTHORIZATION REQUIREMENTS FOR CAT I / CAT II / CAT IIIA WEATHER MINIMA .................................................................... 6
6.5.6
CAT II/IIIA INSERVICE MONITORING .......................................................... 9
6.5.7
OPERATING IN NARROW RUNWAY ........................................................... 9
6.5.8
DOUBLE RATING (open) .............................................................................. 9
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.6
CREW QUALIFICATION ........................................................................................... 1
C
6.5
CREW RESOURCE MANAGEMENT (CRM) ............................................................. 1
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.1 QUALIFICATION CREWMEMBER 6.1
QUALIFICATION OF FLIGHT CREWMEMBER
6.1.1
INITIAL NEW HIRE CREWMEMBER
OF
FLIGHT
HIRE
The initial new hire crewmember with previous experience with turbo prop engine, jet engine, or rated with Garuda aircraft must undergo and pass the following process prior to joining the company:
tia Y F 20 os or l C 19 fir op a -0 / y 206
a. Flight Operations Management interview and/or Human Resource interview and/or psychological analysis. b. Security background check. c. Sufficient English fluency, with minimum Garuda English Test score 405 to ensure effective communication among flight crewmember, between flight crewmember and flight attendant and adequate understanding of company manuals and documentations. d. Medical fitness. e. Psychoactive substances test. f. Technical competencies and skills. g. Aviation experience. h. Credentials and Licenses. i. Interpersonal skills. The newly hire flight crewmember (fresh graduated from flying school) shall possess a current CPL with instrument rating.
FIRST OFFICER a. Unless dictated different due to fleet expansion and company requirements, First Officer assignment shall start from “Narrow Body” (e.g. CRJ-1000 or B-737).
on
fid
6.1.2
en
Details of the process are on the HRD documentations.
C
b. The requirement to be assigned for initial FO: CPL with ME and IR Pass the requirement of OM-A Chapter
c. The requirement to be assigned as FO on wide body: Minimum 1 year of continues service as FO in the company (PT. Garuda Indonesia Persero Tbk.); Minimum 1000 hours flight experience in narrow body aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.). Selected by pilots board. 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, CRJ1000 or B-737). b. The requirement for initial captain promotion are: Basic requirements: Minimum 23 years of age;
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.1 QUALIFICATION CREWMEMBER
OF
FLIGHT
HIRE
Garuda English Test score minimum 505. Selected by pilots board Minimum Frozen ATPL; Additional requirements for ATR72-600: Minimum 3 years of continues service as FO in the company (PT. Garuda Indonesia Persero Tbk.);; Minimum 2000 hours flight experience in aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.); Additional requirements for CRJ-1000 and B737: Minimum 5 years of continues service as FO in the company (PT. Garuda Indonesia Persero Tbk.); Minimum 3000 hours flight experience in aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.).
en
HIRING PILOTS a. Captain: Minimum 3000 hours flight time experience; and 500 hours flight time as PIC on type.
on
fid
6.1.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. The requirement to be assigned as Captain on wide body aircraft in operations: Minimum 1 year of continues service as Captain in jet narrow body aircraft under operation by company (PT. Garuda Indonesia Persero Tbk.). Minimum 1000 hours flight experience as PIC in the company (PT. Garuda Indonesia Persero Tbk.). Selected by pilots board.
C
b. First Officer: Minimum 1000 hours flight time experience; and 500 hours flight time on type.
END OF 6.1
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.2 QUALIFICATION OF FLIGHT ATTENDANT 6.2
QUALIFICATION OF FLIGHT ATTENDANT In order to become a Flight Attendant with certain ranks (Flight Service Manager and Flight Attendant), the candidate (male or female) is required to: Possess a minimum education of High School or equivalent (preferably a Diploma) Have a minimum height of 165 cm, maximum 178 cm for male and a minimum height of 158 cm, maximum 172 cm for female with proportional posture (refer to BMI) Not wearing glasses Be fluent in English (spoken and written) And meet certain requirements as explain below
6.2.1
INITIAL FLIGHT ATTENDANT a. General Requirements Initial/New Hire Flight Attendant who has credibility, capability, good attitude, good performance, initiative & proactive, holding valid FA certificate, good communication in English, with minimum Garuda English Test score of 600.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. Technical Requirement Pass the Physical/appearance test Pass the Psychological test Pass the General Interview test by team Pass the Medical test Pass the Internal/Company Security test Pass the initial/New Hire Ground Training with passing grade point of 80% Pass the Flight Training
C
c. Competency Basic knowledge for flight attendant: Company Organization awareness & organization behavior Company Product Knowledge Rules & Regulation / Management Policy Duty & responsibility Flight safety For additional knowledge refer to FASGB Chapter 2.3.1. 6.2.2
FLIGHT SERVICE MANAGER a. General Requirements In order to become Flight Service Manager, the candidate (male or female) should have credibility, capability, good attitude, initiative & proactive, holding valid FA Certificate, good appearance, good impression and have leadership qualities. b. Specific Requirements Minimum 6 (six) years’ experience continuously as FA (permanent employee) Minimum SMK score 85 in 2 (two) years period Minimum Garuda English Test score of 600 Operation Manual Part A – 1st Edition
16 May 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.2 QUALIFICATION OF FLIGHT ATTENDANT
No disciplinary sanctions for at last 2 (two) years Have at least 5 (five) remaining years of service
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 For additional knowledge, refer to FASGB Chapter 2.3.4 FA-1 for CRJ and ATR a. General Requirements In order to become FA-1 for CRJ and ATR Type of Aircraft, the candidate (male or female) should have credibility, capability, good attitude, initiative & proactive, holding valid FA Certificate, good appearance, good impression and have leadership qualities.
C
on
fid
en
6.2.3
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
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.2 QUALIFICATION OF FLIGHT ATTENDANT
Duty & Responsibility Safety & Service management Safety Management System CASR
For additional knowledge, refer to FASGB Chapter 2.3.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 6.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.2 QUALIFICATION OF FLIGHT ATTENDANT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER 6.3
QUALIFICATION OF FLIGHT OPERATIONS OFFICER 01. QUALIFICATION Flight Operations Officer (FOO), employed by Garuda Indonesia, are company trained and licensed by the DGCA as prescribed in Civil Aviation Safety Regulation (CASR) of Indonesia Part 121. Garuda FOO are licensed to perform all duties, concerning operational handling, load planning, load sheet preparation and all duties related to flight preparation, such as establishing performance for limited weights, interpretation of weather and NOTAM data, flight planning, crew briefing, etc. (in respect of which aircraft type qualification as prescribed in the license). Garuda Indonesia Station Managers should be qualified Flight Operations Officers. Garuda Indonesia shall provide enough qualified flight operations officers at each dispatch center to ensure proper operational control of each flight. No FOO license holder may conduct his/her duties unless he/she has satisfactorily completed the following programs:
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Recurrent and competency check. Maintenance foo qualifications (MFQ) Route familiarization flights Re-qualification course Dispatcher resource management (DRM) Dangerous goods & aviation security program Annual medical examination
fid
• • • • • • •
C
on
No person may act as Flight Operation Officer (exercising responsibility with the Pilot in Command in The Operational Control of a flight) in connection with any civil aircraft in air commerce unless he has in his personal possession a current Flight 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 Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER
Meteorological conditions, Hazards and effects to the radio on the aircraft used Meteorological Information source Operational procedures for DG, Cargo, and emergency. Aircraft performance, mass balance and control Flight calculation, planning and monitoring procedures Human Performance and Limitation (CRM/DRM), Security procedures Navigation and special Navigation Civil Air law, Air traffic management Special Airports De-Icing/anti-icing procedures Aircraft systems ETOPS procedures Fuel supply
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Experience He shall have satisfactorily completed an approved Training Course including served under the supervision of a Qualified Flight Operation Officer at least 90 training days immediately preceding the application.
C
on
fid
en
d. Skill He shall have demonstrated with ability to perform those functions applicable to the privileges to be granted, in at least the following skills: 1) Make an accurate and operationally acceptable weather analysis from a series of daily weather maps and weather reports; provide an operationally valid briefing on weather conditions prevailing in the general neighborhood of a specific air route; forecast weather trends pertinent to air transportation with particular reference to destination and alternates; 2) Determine the optimum flight path for a given segment, and create accurate manual and/or computer generated flight plans; and 3) Provide operating supervision and all other assistance to a flight in actual or simulated adverse weather conditions as appropriate to the duties of the holder of a flight operation officer license holder. 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. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER 03. MAINTAINING FOO QUALIFICATION In order to maintain and/or update the proficiency, FOO shall be given a periodical recurrent and proficiency check at regular intervals. This task is delegated to the Flight Dispatch c q: FOO Standards (JKTDOP-4). The FOO license holder, who has not been act simultaneously in the provision of flight operations services, shall exercise his/her knowledge and skills in dispatching activities at least 8 (eight) hours in a month in any one of GA operations control unit at station level. Those activities should be fully recorded and a copy of such record should be forwarded to FOO Standardization Unit. 04. REQUALIFICATION To regain his qualification, disqualified FOO license holder should be successfully attended the requalification program.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The contents of re-qualification program depend on the course of the nonproficiency, i.e. failed written knowledge/proficiency check, prolonged nonexposure, etc.
en
Note: Requalification syllabus refer to OM-D3 Chapter 6.5
C
on
fid
05. ROUTE FAMILIARIZATION FLIGHT In order to comply with provision as prescribed in the ICAO Annex 6 and Civil Aviation Safety Regulation of Indonesia (CASR) Part 121 Route Familiarization Flight shall be carried out by FOO actively employed in the provision of flight operations services with the purpose of: 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
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4
TRAINING AND SUPERVISION
6.4.1
TRAINING POLICY AND PROGRAM
6.4.1.1 TRAINING POLICY Crewmember / FOO and Operations Personnel shall participate on required training programs to maintain professional experience and acquaintance with recent development. Garuda Indonesia prohibit crewmember simulate emergency or abnormal simulation when passenger or cargo is being carried. No crewmember /FOO / operations personnel may report for duty if aware of any lack experience or knowledge.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) Approval and Supervision (1) All Instructors / Examiners / Check Airmen / Crewmembers (whether employed or subcontracted) / Training Facility / Devices / Equipment / and Course Material (whether owned or contracted) shall: Have the required certification(s) and approval or acceptance from DGCA as applicable; Meet the required qualification and performance standards of Garuda or DGCA, as applicable; Be periodically evaluated to ensure compliance with required qualification and performance standards. (2) All Instructors / Examiner / Check Airmen / Crewmembers / FOO and Operations Personnel shall be trained for their assigned tasks, appropriately by using the approved Ground Training, Flight Training and Examination program. (3) All Instructors / Examiner / Check Airmen / Crewmembers / FOO and Operations Personnel shall be qualified and standardize for their assigned tasks, and are certified by the company or approved by the DGCA. (4) New policies, rules, instructions and procedures, new aircraft type, system and fleet modifications/upgrade shall be introduced to applicable personnel through: Operations/Technical or administrative notice; Class room session; TR/PC or ground recurrent training; (5) To achieve continuous improvement of ground, simulator and aircraft training and improvement on line operations, the formal feedback mechanism is recognized through: Regular meeting. Feedback during training Feedback form (6) Flight crewmember is prohibited to operate previous aircraft type once training is completed on new aircraft type without appropriate training and examination. (7) The scheduling department shall be informed following flight crewmember qualification change. (8) The company shall provide sufficient instructors and support personnel to conduct the training and examination program. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION (b) Document Management (1) The Training manual shall be distributed to all relevant personnel. (2) All Instructors / Examiner / Check Airmen / Crewmember / FOO and Operations Personnel shall use those documents authorized and published by the company for training and examination purposes.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(c) Equipment Interchange (1) The procedures for the interchange operation conform with the CASRs and with safe operating practices; (2) Required crewmembers and flight operations officers meet approved training requirements for the airplanes and equipment to be used and are familiar with the communications and dispatch procedures to be used; (3) Maintenance personnel meet training requirements for the airplanes and equipment, and are familiar with the maintenance procedures to be used; (4) Flight crewmembers and flight operations officers meet appropriate route and airport qualifications; and (5) The airplanes to be operated are essentially similar to the airplanes of the Garuda Indonesia with whom the interchange is effected with respect to the arrangement of flight instruments and the arrangement and motion of controls that are critical to safety unless the DGCA determines that the Garuda Indonesia has adequate training programs to ensure that any potentially hazardous dissimilarities are safely overcome by flight crew familiarization.
fid
en
6.4.1.2 TRAINING IMPROVEMENT & SURVEILLANCE Periodic audit of the training organization including all contracted training provision shall be established by the flight operations quality assurance system: Prior to beginning the new training season (may be combined with the certification period if required by DGCA).
Training facility
Training personnel
Every 12 consecutive months, or prior to LOA renewal.
Training Program
Every 24 consecutive months, or prior to launching new training program
C
on
Formal documentation of training audit shall be retained at least 5 years. The result of all successful and unsuccessful ground and flight training examination shall be monitored intensely be related chief, in coordination with flight standards. Training development shall use trend analysis for training program improvement by using at least the following data: The flight crewmember operational non-compliance Training deficiency and examination trends in Simulator (training devices/mockup), aircraft and line operations.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.1.3 TRAINING PROGRAM OUTLINE The training program is established and maintained in accordance with the CASR part 121, to ensure compliance with the training policy. (a) In establishing the training program, the following aspects is considered: Training program approval Simulator and other training devices approval Training curriculum Syllabus Training and checking requirements Qualifications
tia Y F 20 os or l C 19 fir op a -0 / y 206
(b) The training is divided in to the following category: Initial Training; Transition Training; Upgrade Training; Flight Training; Recurrent training; Re-qualification training; Differences Training; Special training; Instructor training,
C
on
fid
en
(c) Each training curriculum segment will be elaborated in to following steps: Objectives Completion standards Preparations Implementations Facilities / Equipment Testing / Checking Record keeping. (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. 6.4.1.4 TRAINING PROGRAM AND REVISION: INITIAL AND FINAL APPROVAL a. An outline of the proposed program or revision, including an outline of the proposed or revised curriculum, that provides enough information for a preliminary evaluation of the proposed training program or revised training program and additional relevant information as may be requested by the Director must be submitted to DGCA to obtain initial and final approval of a training program or a revision to an approved training program. b. The initial approval in writing will be granted by the DGCA if the proposed training program or revision complies with the requirements of DGCA, thereafter the company may conduct the training in accordance with that program. The DGCA then evaluates the effectiveness of the training program and advises the company of deficiencies, if any that must be corrected. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The system shall also record the required duration of attendance and the performance result of the training. The e-learning may be used for initial/recurrent ground training and/or evaluations.
C
on
fid
en
6.4.1.6 INSTRUCTOR, EXAMINER, CHECK AIRMEN (a) Basic selection criteria : Be of good moral character. Good reputation. Has been employed by Garuda for at least 6 months. Note: for Instructor have to fill Bidding form
Additional selection criteria: Flight crewmembers : Read, write, and converse fluently in English with minimum 605 Garuda English Test score. Has a thorough knowledge of the company general policy and applicable FCOM. Not less than 500 hours on type, except for new type of aircraft in Garuda, at least 100 hours. Flight attendant : Read, write, and converse fluently in English with minimum 605 Garuda English Test score. Has a thorough knowledge of the company general policy and applicable cabin related manual. Flight Operations Officer : Read, write, and converse fluently in English with minimum 505 Garuda English Test score.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION Has a thorough knowledge of the company general policy and all operations dispatch related manual. Others (Person who assigned to be an instructor for flight operation area other than Flight crewmembers, Flight attendant or Flight Operation Officer) : Read, write, and converse fluently in English with minimum 505 Garuda English Test score. Has a thorough knowledge of the company general policy and training subjects related.
(b) Selection Process The selection process for instructor, examiner and check airmen shall take due consideration of: Training records review Recommendations from management and training departments (e.g.: board of instructor meeting, nominated by respective chief, approved by respective VP, etc.) Neutral assessment by more than one person in the selection board.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(c) Initial Training Program The initial training program for Instructors, Examiners, Evaluators and Line Check Airmen shall include: An instructor course, that addresses as a minimum: The fundamentals of teaching and evaluation; Time management; Lesson plan management; Briefing and debriefing; Human performance issues; Garuda Indonesia policies and procedures; For flight crewmembers : Simulator serviceability and training in simulator operation; Training in simulator operation; Dangers associated with simulating system failures in flight. The simulated or actual, as applicable, weather and environmental conditions necessary to conduct each simulator or aircraft training/evaluation session to be administered. Formal observation program that permits supervised practical instruction and observation of experienced instructors administering the course and syllabus lessons; A seat-specific (right or left) qualification program for instructors, examiners, check-airman, and any other pilots so designated by the company who perform duties from either seat. A jump-seat observation program or equivalent for non-line qualified instructors to provide familiarity with current and type related line operations (includes FOO familiarization flight).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION (d) Instructor recurrent All Instructor, Examiner, and Check Airmen shall participate in the instructor recurrent training in order to maintain qualification. The qualification process shall include participation in the following standardization functions: Standardization meeting (BOI, Syllabi creation, etc.) Conduct training under supervision; Participate training activities at least 4 X within the current year for flight crew. A seat-specific recurrent program if performing duties from either seat. A jump-seat observation program for non-line qualified instructors to provide familiarity with current and type related line operations (includes FOO familiarization flight). 6.4.1.7 EXAMINATION AND CERTIFICATION
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) Flight crewmembers, Flight Attendant and FOO shall be trained and objectively examined according to published standards developed by the company: (1) Training and examination shall be conducted by separate organization or by different individuals within the same organizations: (i) Person conducting training may not do the qualification check for the following category of training: Initial, Transition, Upgrade, and Requalification. (ii) Person conducting training may do the qualification for the following category of training: Recurrent, Recency, Familiarization, Differences, and all special training. (2) Instructor, Examiner, and Check Airmen shall perform their work without inappropriate interference from management and /or external organizations. (b) Company requires that all examinations are administered by a suitably qualified 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. 6.4.1.8 TRAINING AIDS / FACILITIES / EQUIPMENT To achieve the optimum result and best training value in accordance with the current and future development in the training industry, the company shall assure of the following: (a) Training aids and equipment, to include mock-ups, flight deck procedure trainers and other devices and/or course materials used in the flight crew training and evaluation program, reasonably reflect the configuration of the fleet(s) for which the respective training is being conducted. (b) Provision of the minimum serviceability requirements for training devices for each specific device such that serviceability does not adversely affect training and/or examination (e.g. Simulator MEL). (c) If approved by the DGCA, the Zero flight-time simulator training may only be conducted in level D simulator. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.1.9 MULTI RATING Flight crewmembers may not qualify and operates more than one aircraft type at the same time. Flight attendant may qualify on more than one aircraft type or variant.
6.4.2
TRAINING SYLLABUS
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.4.1.10 TYPE VARIANT (a) The A330-200/300 is classified as same type. The differences in operating limitation shall be incorporated in FCOM. (b) The B737-800 and B737-8 the company currently operating is of the same type. Variations in thrust rating and instrument lay out or equipment shall be incorporated in the differences training Category. (c) Flight crew training and qualification from B737-800 to B737-8 or vise-versa may be obtained through appropriate Shortened Transition and Rating Course Syllabi; (d) Flight crew B737-800 may be assigned and conduct flight duty B737-8 or viseversa if he/she has logged minimum of 25 hours flight time experience on each type variant; (e) Pilot who hold B737-8 and B737-800 rating shall not be assigned for flight duty to alternately operate both type of aircraft on one journey; (f) TR/PC shall be done alternately between B737-800 and B737-8 , e.g. 1st semester B737-800 then 2nd semester B737-8 or vise-versa.
C
on
fid
en
6.4.2.1 GROUND TRAINING SYLLABUS (a) Flight Crewmembers / Flight Attendant / Flight Operation Officer shall be trained and examined (as applicable) in accordance with the schedule outlined in respective training manual. (b) All flight crewmembers shall be trained in the following subject: (1) Basic Indoctrination, in the duties and responsibilities of crewmember, appropriate provisions of state regulations, authorized operations and appropriate portions of the Operations Manual; (2) Aircraft systems and limitations; (3) Non-normal procedures, including instruction in the use of all emergency and life-saving equipment required to be carried, coordination among crewmembers, and drills in the emergency evacuation from the aircraft; (4) Joint Safety and Emergency training, or joint discussion of emergency scenarios with the flight attendants, emphasizing coordination procedures and two-way communication between the flight deck and the cabin; (5) Recognition and associated emergency drills; (6) Procedures related to the transport of Dangerous Goods; (7) All aspect of aircraft performance including: Weight and Balance calculations; Takeoff-climb-cruise-landing performance; Obstacle clearance; Fuel Plan; Diversion Planning;
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 7
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
C
(d) (e) (f)
on
(c)
Effect of Inoperative or missing components; Engine-out drift down. (8) Adverse weather operations, to include as applicable: Anti-ice / de-ice policy; Contaminated runway operations; Thunderstorm avoidance; Hot and cold weather operations; Operations near volcanic ash; Wind shear avoidance and recovery. (9) Low visibility operations, as applicable to include operations with inoperative ground and/or flight equipment. (10) Long Range Navigation (LRN) procedures, as applicable to include: MNPS; RVSM / RNP procedures; ETOPS. (11) Crew Resource Management (12) Aircraft Upset Recovery. The CRM training: (1) Shall be provided by a specially trained facilitator during initial and recurrent, and, (2) Where possible, a combined CRM training between flight crewmembers, flight attendant and flight dispatcher should be provided. Safety Management System (SMS) training. All Captains shall have completed a Command Training Program. English Language All flight crewmembers are required to demonstrate The ICAO Standards on English language proficiency as a minimum of Operational Level (Level 4) in accordance with ICAO Language Proficiency Rating Scale, to ensure effective communication, including with ATC during the performance of duties. The flight crewmembers who have not demonstrated expert English language proficiency (Level 6) shall be evaluated periodically as follows: Operational Level (Level 4) shall be evaluated at interval of 3 years and Extended Level (Level 5) shall be evaluated at interval of 6 Years.
(g) All flight crewmembers are required to demonstrate adequate knowledge of the operations approved under the AOC, includes: (1) Approaches authorized by the state; (2) Ceiling and visibility requirements for takeoff, approach and landing; (3) Allowance for inoperative ground equipment; (4) Crosswind limitations and required runway lighting.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.2.2 FLIGHT TRAINING SYLLABUS Flight Training in this term includes simulator and/or aircraft as applicable. The company requires, and personnel involved in the activity shall ensure that any Flight Training and examinations programs are approved or accepted by the State and published in the Training Manual or equivalent documents.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) Flight crewmembers / FA / FOO shall be trained and examined (as applicable) in accordance with the schedule outlined in respective training manual. (b) All flight crewmembers are required to be trained in CRM, includes a LOFT (LOS) profile which during initial simulator or aircraft training, and subsequently during recurrent training once every calendar year: (1) Shall be administered real-time, in a line environment setting, following an approved script to require consistency and fairness; (2) An uninterrupted planned scenario with specific CRM objectives where such skills are observed and debriefed upon completion. (c) All flight crewmembers shall be trained in adverse weather operations, to include as applicable: (1) Anti-ice / de-ice policy; (2) Contaminated runway operations; (3) Thunderstorm avoidance; (4) Hot and cold weather operations; (5) Operations near volcanic ash; (6) Wind shear avoidance and recovery. (d) All flight crewmembers shall be trained and demonstrate proficiency on the following: (1) Terrain awareness procedures, including response to GPWS/EGPWS alerts and the avoidance of Controlled Flight Into Terrain (CFIT); (2) Procedures for upset and abnormal/unusual attitude recovery; (3) Low visibility operations, including operations with inoperative ground and/or 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; Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 9
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION vi) Stalls; vii) steep turn; viii) Engine–out; ix) Rejected Takeoff;
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 training once every three (3) calendar years.
C
on
fid
en
6.4.2.3 ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM Zero Flight Time Training (ZFTT) refers to the training given on an aircraft type rating course that is carried out entirely in a simulator. This method of training is not applicable for each pilot but only for the pilot who meets the requirements stipulated in OM-A Chapter 6.4.3.5; 6.4.3.6 and Garuda OM-D1. 6.4.2.4 LINE TRAINING SYLLABUS The company requires, and personnel involved in the activity shall ensure that the line training and examinations programs are approved by state and published in the Training Manual or equivalent documents. (a) The Line Training shall include operational aspects on the special training: LRN (FMS, INS, and etc.), MNPS, RVSM, RNP, and ETOPS. (b) Before starting Line Training, flight crewmembers shall have successfully completed the proficiency examination and demonstrated the skill and knowledge level adequate for operating the aircraft at or above the standards stipulated in the training syllabus. (c) Line Training for the co-pilot shall include an amount of PF/Pilot Monitoring duties sufficient to develop and display proficiency. (d) No person is allowed to carried out an abnormal or emergency situations in flight while passenger/ cargo is being carried.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 10
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.3
TRAINING AND CHECKING PROCEDURES
6.4.3.1 TRAINING PROCEDURES (a) Proficiency Training Sufficient training shall be provided so that every crewmember is able to maintain and increase his proficiency. Such a training shall be provided twice a year and shall contain a review on normal and non-normal procedures.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(b) Training Captain (IOE or Route Training) To act as Training Captain a pilot must either be a check airman (flight instructor who is allowed to conduct proficiency checks according to LoA) or a flight instructor airplane having the following experience: ≥3000 hrs total aeronautical including ≥200 hrs as PIC on type (company new type of fleet). ≥1000 hrs total on type including ≥500 hrs as PIC, which ever applicable. (c) Presence of other personnel No persons other than those required for the operation of the aircraft, trainees and official members of the DGCA may be on board the aircraft during a training or check flight. If one pilot is a member of the DGCA, then there should be in addition one observer of the company nominated by the VP Flight Operations on board.
C
on
fid
en
(d) In acquiring route training, crewmembers must comply with the following : In the case of flight crewmember, he must hold the appropriate certificates and ratings for the crewmember position and the airplane, except that a pilot who meets the PIC requirements must hold the appropriate certificates and ratings for a PIC in the airplane. It must be acquired after satisfactory completion of the appropriate ground and flight training for the type and position. The experience must be acquired – in flight In the case of aircraft not previously used by Garuda Indonesia such as incoming new aircraft type, the operating experience acquired during proving flight or ferry flight may be used to meet the requirement. 6.4.3.2 CHECKING PROCEDURES Garuda Indonesia will not assign a person for duties on an airplane unless he has satisfactorily completed the route/line training and qualification (Initial operating experience, operating cycles and line operating flight time for consolidation of knowledge and skills). Except for pilot line checks, the person being trained or checked may not be used as a required crewmember. (a) Pilot must acquire operating experience and operating cycles as follows: A Pilot in Command must perform duties of a PIC under the supervision of Company Check Pilot (CCP). PIC candidate from Initial, Upgrade, and transitioning training shall be observed in the performance of described duties by CCP, who is acting as PIC during at least one flight leg which includes a takeoff and landing. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 11
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
6.4.3.3 PROCEDURES IF PERSONNEL DO NOT ACHIEVE OR MAINTAIN STANDARDS Any crewmember whose performance is found to be below company standard shall be immediately withheld from flight duties.
C
on
fid
If a crewmember did not pass a check, The pilot must be informed why his performance was considered to be insufficient. 6.4.3.4 REMEDIAL TRAINING 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. 6.4.3.5 SUMMARY OF ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM Zero Flight Time Training (ZFTT) is a training given on an aircraft type rating course that is carried out entirely in an advanced simulator (Level D Simulator). This method of training is not applicable for each pilot but only for the pilot who meets the requirements stipulated in this manual. The entry requirements are only for the experienced pilot, who has a minimum of 1000 hours flight time for training PIC and 500 hours flight time for training SIC, on the same category and class of civil turbo-jet transport airplane. If the Pilot does not meet the entry requirements above, the pilot must complete the training stipulated in OM-D1. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 12
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION INITIAL NEW HIRE A/C TYPE
INITIAL EQUIPMENT
TRANSITION
UPGRADE
REQUALIFI -CATION
NON RATED
RATED
CRJ 1000
X
B 737-800/8
X
A 330200/300
X
N/A
B777-300ER
X
N/A
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
6.4.3.6 SUMMARY OF A/C ROUTE TRAINING DURATION AND NUMBER OF CHECK FOR TYPE RATING
ATR72600 B 737800/-8 A 330 200/300 B 777300ER
en
fid
Initial
PIC FO PIC
180 (2) 220 / 180 180
FO
200
PIC FO PIC FO PIC FO
180 (2) 250 / 180 -
on
CRJ 1000
Duty Position
C
A/C Type
ROUTE TRAINING (Hours) (3) (4) Category of Training
(2)
/ 180
(1)
ROUTE CHECK Category of Training
Transition
Upgrade
Initial
Transition
Upgrade
75 / 25 75 / 25 75 / 25
150 150
2X 2X 2X
1X 1X 1X
2X 2X
75 / 25
-
2X
1X
-
75 / 25 75 / 25 75 75 75 75
150 -
2X 2X -
1X 1X 1X 1X 1X 1X
2X -
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) (2) (3)
: Route check is done 2 X (by different instructor) or 1 X as applicable, on selected sector as determined by Chief Pilot. : For Ab-Initio FO. : 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).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 13
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION
(4)
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. 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) Flight Attendant Operational training:
6.4.4
RECURRENT TRAINING
6.4.4.1 FLIGHT CREWMEMBERS
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight Attendant shall perform the assigned duties of a flight attendant on board an aircraft, while under supervision of flight attendant supervisor qualified on that aircraft type, for minimum of 10 sectors.
Such a check shall be conducted by an approved Check Airman on the same type of aircraft and should contain two instrument approaches. Items to be checked shall cover at least: Standard Company Procedures for pre-flight, in-flight and post-flight duties. Radio Communication Procedures. Aircraft handling during normal flight. Aircraft handling during non-normal operation.
C
on
fid
en
(a) Proficiency Checks All pilots shall pass two proficiency checks during each calendar year at interval of not less than 4 (four) consecutive months and not more than 6 (six) months in addition to the remainder of the month of issue.
(b) Safety and Emergency Procedure Training Every crewmember shall receive Safety and Emergency Procedure Training at least once every 12 calendar months covering not only procedures in case of an in-flight emergency but also preventive safety measures, procedures related to safety on the ramp and training regarding the handling of dangerous goods. (c) Crew Resource Management Training/LOFT Every crewmember shall receive Crew Resource Management (CRM) training including Threat and Error Management (TEM) at least once every calendar year in form of ground recurrent and once every calendar year in form of simulator LOFT covering not only development of non-technical skills but also preventive and the best safety practices.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 14
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION (d) Wind-shear Training Every flight crewmember shall receive a wind-shear training at least once a year in the form of audio visual presentations and simulator exercise. (e) Dangerous Goods Training Before transporting dangerous goods all personnel involved must have received appropriate training as specified in CASR part 121.433 and 121 Appendix C. Recurrent training shall be provided every 24 calendar months to ensure sufficient knowledge of the applicable regulations and procedures by all personnel involved in the transportation of dangerous goods. In all training special emphasis should be laid on those goods which are most likely to be carried in regular, charter or technical ferry operations. ICAO Doc 9284 (Technical Instructions for the safe Transport of Dangerous Goods by Air) is applicable and shall be referred to in the training programme. Flight crewmembers must receive training covering at least the areas specified in CASR part 121 in the following way:
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
General philosophy Limitations Classification List of Dangerous goods Labelling and marking Recognition of undeclared dangerous goods Packaging, storage and loading procedures Pilot’s notification Provisions for passengers and crew Emergency procedures
on
C
(f) Technical Knowledge Review Flight crewmembers shall review and verify the knowledge by passing the quiz of selected ATA Chapter at least once a year. The whole ATA Chapter shall be completed in 24 calendar months. (g) Aviation Security Training All operations personnel including crewmembers have to ensure their knowledge about any relevant regulations especially those contained in the Garuda Security manual. Training in aviation security, to include policies and procedures that address appropriate crew communication, coordination and action in response to acts of unlawful interference to be completed during initial ground training and subsequently once every 1 calendar year. (h) Recent Experience; Flight crew member shall fulfill the Recency requirements as laid down in OM-A Chapter 6.5. (i) Airport Qualification All pilots have to familiarize themselves with all items of OM-A Chapter 6.5 for the specific flight as well as the regulations contained in the Route Manual. This comprises especially: the availability of airport facilities (fire, fuel, de-icing), the Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 15
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 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);
tia Y F 20 os or l C 19 fir op a -0 / y 206
And also pass Competency (in flight recurrent) check once every 12 calendar months; And other Service related subjects as define in OM-D2.
en
6.4.4.3 FLIGHT OPERATIONS OFFICER
Conduct of Flight Operations according CASR 121.422 (a) (b). Dispatchers Resource Management (DRM) course; Except Dangerous Goods recurrent is required once every 24 calendar months.
C
on
fid
Every Flight Operations Officer shall receive recurrent training and pass the competency check once every 12 calendar months on the following subjects:
Every Flight Operations Officer shall undergo a route familiarization flight that include operational flight deck familiarization activities once every 12 calendar months. Every FOO shall pass medical 3rd class examination once every 12 calendar months (Ref : CASR 63)
6.4.4.4 JOINT CRM To ensure continuous enhancement in coordination and mutual understanding of the human factors involved in joint operational control, a joint CRM training between: 1. Flight Crewmembers and FOO; 2. Flight Crewmembers and Flight Attendants shall be conducted during recurrent training once every three (3) calendar year. Circumstances permit, the Flight Dispatcher should attend joint participation between flight crewmembers and flight attendant on CRM recurrent ground training.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 16
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.4 TRAINING AND SUPERVISION 6.4.4.5 TRAINING RECORDS All training records shall be signed by the instructor. All complete check forms shall be signed by the check airman. All forms shall be kept in the crewmember´s personal file as long as they served as Company employee. 6.4.4.6 ELIGIBILITY PERIOD The eligibility period is three calendar months (the calendar month before the “training/checking month,” the “training /checking month,” and the calendar month after the “training/checking” month). During this period a crewmember or aircraft dispatcher must receive required recurrent training. The required recurrent training or checking that is completed any time during the eligibility period is considered to be completed during the “training/checking month”. A flight crewmember who fails to complete all required training and qualification modules within the eligibility period must complete re-qualification training before serving in revenue operations.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: “Training/checking month” is the calendar month during which a crewmember or aircraft dispatcher is due to receive required recurrent training, flight check, competency check, or required operating familiarization.
END OF 6.4
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 17
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.4 TRAINING AND SUPERVISION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 18
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION 6.5
CREW QUALIFICATION
6.5.1
CREW COMPOSITION After completion of the route training a flight crewmember may operate the aircraft within the scope of the qualifications mentioned in this sub-section. The Chief Pilot may impose further restrictions to the composition of the flight crew and to individual crewmembers.
6.5.2
OPERATING LIMITATION AND PAIRING REQUIREMENTS If the PIC has not reached 100 hours as pilot in command in the type of airplane he is operating, the MDA or DA/DH and visibility landing minimums are increased by 100 feet and 800 meters (or the RVR equivalent). It is not applicable for Alternate but Alternate Minimum not less than 300 Feet and 1600 meters. The 100 hours of PIC experience required above may be reduced (not to exceed 50 percent) by substituting one landing in the type of airplane for 1 required hour of PIC experience, if the pilot has at least 100 hours as pilot in command of another type of airplane.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Captain and FO just checked-out from route training shall not be paired together, if both have not reached the minimum of 100 hours flight times operating with an experienced flight crewmembers. 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:
fid
en
At special airport designated by DGCA or Company. In any of the following: The prevailing visibility value on the last weather report for the airport is at or below 1 km. The RVR (if reported) for the runway to be used is at or below 1500 m. Runways with standing water, snow, slush or conditions that may affect 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.
C
on
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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION
6.5.3
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.
LINE CHECK The PIC must pass a line check once every 12 months, in which he satisfactory performs the duties and responsibilities of his/her function in one of the type of airplane he/she is to fly. The check must be given by a check pilot who is currently qualified on both the route and the airplane, and consist of at least one flight over a typical part of GARUDA route, or over a foreign or national airway, or over a direct route.
ROUTE AND AIRPORT QUALIFICATION
en
6.5.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
The examiner does not automatically become PIC, and apart from his qualification, line check can be done from observer seat. In such case, the examiner will be counted as supernumerary crew. Line check should be written in the brief report of AFL.
on
fid
Flight crew shall be trained and obtain qualification prior to operate on difficult or high terrain routes, and into destinations:
C
Or Special Airports as designated by the State (when applicable). Chief pilot, in consultation with VP Flight Operations may impose specific training or experience requirements for any new airport or routes. Instructor or check airman may operate in to any area prior qualification, provided he has brief himself by using published means such as Jeppesen Charts, applicable AIP and others as may be available to obtain all relevant and pertinent data for that route. For VVIP, delivery, ferry flight etc., check airman rules for obtaining route and airport qualifications apply. As route not normally type specific, the route qualification may be transferred from one fleet to another within the company. (a) ROUTE QUALIFICATION Initial qualification The pilot-in-command may not operate on a route or route segment for which that pilot is not currently qualified until such pilot has undergo training and demonstrate adequate knowledge of: (1) The route to be flown and the aerodromes which are to be used. This shall include knowledge of: the terrain and minimum safe altitudes; Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION the seasonal meteorological conditions; the meteorological, communication and air traffic facilities, services and procedures; the search and rescue procedures; the navigational facilities and procedures, including any long-range navigation procedures, associated with the route along which the flight is to take place; volcanic ash hazards and procedures (2) Procedures applicable to flight paths over heavily populated areas and areas of high air traffic density, obstructions, physical layout, lighting, approach aids and arrival, departure, holding and instrument approach procedures, and applicable operating minima.
The initial qualification training will include the following methods:
Study of route and airport information programmed instruction (Route information leaflet/RCU by means of a pictorial representation); Study of written material (such as Jeppesen Airway Manual); or as applicable: Simulator training, or Line training (actual exposure under supervision of a qualified Captain).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Demonstration of adequate knowledge will be verified during simulator and/or line checks/route checks and will be recorded in individual flight crewmembers training records.
on
fid
en
The route selection for checks after route training (IOE) normally performed with the consideration of route complexity, terrain, traffic, communication, ATC procedures, and operations into Cat B and/or C airport.
C
Recording of route qualifications Initial route qualifications are recorded in the record of qualifications in the RCU and controlled by Chief Pilot. Validity , Route 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 route qualification can only be revalidated by re-qualification. Methods of re-qualification are identical to initial route qualification. (b) AIRPORT QUALIFICATION All airports to which Garuda operates scheduled services are classified for the purposes of flight crewmembers training qualification (Refer to OM-A Chapter 9.2.4 for the criteria of determining airport classification). Following the completion of initial training flight crewmembers is required to undergo route and airport programmed instruction (by obtaining Route Information Leaflet or ARI (Airport and Route Information) by means of a pictorial representation for cat B or C airport) for the entire airport that the company is
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION operating (including destination, en-route alternates and destination alternates) before flying on line training. Chief pilot or accountable representative shall sign the route and airport qualification record form appropriately. Crew Qualification requirements The required actions for crew qualification are as follows: 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
Non precision approach
tia Y F 20 os or l C 19 fir op a -0 / y 206
300 feet to HAA - 600 m to VIS;
Or
Descent from the initial approach altitude to landing at the airport can be made by day in VMC.
on
Adjacent airports
fid
en
C
Adjacent airport is category “A” airport which is located in the same area as per table of adjacent airport in this section and has similar characteristics compare to 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.
Table of Adjacent Airports, Areas, Route Areas and Route Segments For list of airport category A, see Attachment in OM-C Chapter 2. For Category B airports: If a PIC is assigned to category B airport of intended landing in areas, on routes or route segments to be used in operations for which he is not yet qualified, the PIC Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION shall be briefed by using programmed instruction (Route Information Leaflet and ARI by means of pictorial representation) on the Category B airport(s) concerned and 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
Non precision approach
300 feet to HAA - 600 m to VIS; Or
The PIC shall be briefed by using programmed instruction (Route Information Leaflet and ARI by means of pictorial representation) on the Category B airport(s) concerned and Descent from the initial approach altitude to landing at the airport can be made by day in VMC.
C
on
en
Visit the airport as an observer in flight deck; or be accompanied by a pilot flight crew member or pilot observer on the flight deck who is qualified for the airport; or Undertake instruction on airport concerned in a flight simulator approved by the Authority for that purpose; or Descent from the initial approach altitude to landing at the airport can be made by day in VMC.
fid
tia Y F 20 os or l C 19 fir op a -0 / y 206
For Category C airports: If a PIC is assigned to category C airport of intended landing in areas, on routes or route segments to be used in operations for which he is not yet qualified, the PIC shall receive programmed instruction (Route Information Leaflet and ARI by means of pictorial representation) on the Category C airport(s) concerned and He shall either:
PIC shall be the Pilot Flying when pairing with co-pilot trainee . Followings are the list of airport categorized as B or C, as well as the sample of associated particularities. (More complete particularities are described in Route Information leaflet/Jeppesen Route Manual/GA Route Manual/other approved chart). The airports which are not in the table below and included in the table “c” of this section are airports category A. Table of Airports Category B and C For list of airport category B and C, see Attachment in OM-C Chapter 2. Recording of airport qualifications The programmed instructions and Airport qualifications obtained shall be recorded in the record of qualification in Flight Operations Training & Quality Assurance or Chief Pilots office. Airport qualifications obtained by ARI presentation or briefing or by raising weather minima should also be entered in the record of qualification. The qualification records are electronically stored for the purpose of recording, filing and controlling the documents. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION 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
(c) AIRPORT AND TYPE OF AIRCRAFT AUTHORIZED
tia Y F 20 os or l C 19 fir op a -0 / y 206
For further detail see ROM chapter Authorization, Conditions and Limitations (ACL) C70. Take off from unlisted and alternate airport
en
C
on
The airport and related facilities are adequate for the operation of the airplane. The flight crew can comply with the applicable airplane operating limitation. The aircraft has been dispatched according to dispatching rules applicable to operation from an approved airport. The weather is equal to or better than the takeoff weather minima, or when minimums are not prescribed for that airport: minimum of 1000 feet ceiling and 2000 meters visibility is required.
fid
Take off from alternate airport is not authorized unless the weather is at least equal to the minimum prescribed for alternate airport. 6.5.5
QUALIFICATION AND AUTHORIZATION REQUIREMENTS FOR CAT I / CAT II / CAT IIIA WEATHER MINIMA Outlined hereunder is the basic policy in terms of crew qualification, experience, status and authorization with regard to weather minima. a. Definition Fully qualified crewmember: The flight crew (see OM-A Chapter 5.4-02) for a specified type of aircraft, for which the lowest CAT II/CAT IIIA minima apply as published in the relevant FCOM. Practice Approach: An approach, which is planned and executed in accordance with the prescribed CAT II/CAT IIIA Crew Coordination Procedure. Such an approach may be made to an ILS equipped runway, which is suitable for an auto pilot-coupled approach and for types of aircraft with auto land capability for auto land as well.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION Note: It is strictly necessary to fulfill all requirements weather or ground equipmentwise, as for an actual CAT II/CAT IIIA approach. For limits, see under “Requirements” below. b. Requirements CAT I weather conditions Operations shall not be conducted to minima lower than those dictated by the Captain’s qualification. Lower minima:Group C & D: 200-ft/800 m or applicable RVR down to 550 m. CAT II/CAT IIIA weather conditions Operations shall not be conducted to minima lower than those dictated by the qualification of each member of the basic crew. Lower minima: Per aircraft type specified in the relevant FCOM. Practice approaches are necessary to become and remain qualified for the lowest minima, applicable per type of aircraft. Fully qualified crew (1)
-
C
on
fid
-
For an approach to a runway equipped with a CAT II/CAT III ILS the published minima for that runway should be used. For an approach to a runway not equipped with a CAT II/CAT III ILS (either CAT I or downgraded to CAT I): the applicable limits should be used and; the radio altimeter should be set at 100 feet for a practice CAT IIIA approach.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Limitations for practice approaches:
Note: For this approach the actual weather should be 500feet / 2500 m or better. The actual decision to land should be based on the Pressure Altimeter bug setting. (2) For an approach to runway as mentioned under 1 or 2, apply wind - and precipitation- limits as for an autopilot coupled approach, or auto land (FCOM respective aircraft type).
Not fully qualified crew For an approach as mentioned under 1 the actual weather should be CAT I or better, and for an approach as mentioned under 500 feet/2500 m or better.
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:
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION
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:
en
50 hours or 20 sectors on the type, including line flying under supervision; and Unless he has previously qualified for CAT II/IIIA operations on Garuda 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 supervision has been achieved on the type
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
A reduction of 50% in the experience requirements above will be applied for captains, who have CAT II/IIIA command experience on Garuda Indonesia aircraft. CAT IIIA qualifications (DAH < 100) apply, when CAT IIIA training for the 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
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 8
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.5 CREW QUALIFICATION remain qualified, with a maximum of three simulator approaches per calendar half year. The relevant questionnaire should be completed. d. Crew authorization With weather conditions at or above published CAT I minima: Either automatic or manual approaches/landings are authorized; the Captain or First Officer may be the Pilot Flying. Auto approach and auto land capacity, if available, must be used as prescribed in OM-A Chapter 11.5.3. With weather conditions below published CAT I minima: All approaches must be conducted using Autopilot system(s). Auto-throttle(s) and Auto-land system(s) (if installed), and the Captain must be the Pilot Flying as per FCOM section Flight Techniques and Crew Coordination Procedures. The CAT II Approach may be conducted with N-1 condition in accordance with related AFM.
Flight Dispatch
Aircraft
C
on
fid
P I L O T
tia Y F 20 os or l C 19 fir op a -0 / y 206
CAT II/IIIA INSERVICE MONITORING
en
6.5.6
Engineering Dept. Crew Scheduling
6.5.7
Flight Administration Officer
Flight Standard
DKPPU
OPERATING IN NARROW RUNWAY Operation to a narrow runway shall be incorporated with the operating procedures and limitation stated in the related FCOM.
6.5.8
DOUBLE RATING (open) END OF 6.5
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
6.5 CREW QUALIFICATION
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.6 CREW RESOURCE MANAGEMENT (CRM) 6.6
CREW RESOURCE MANAGEMENT (CRM) The Principles, Philosophy, Policies, Procedures and Practices (Behaviours) define the Garuda Indonesia approach to CRM. Principles form the basis for our philosophy; our philosophy shapes our policies; policies guide the development of procedures and practices. 01. PRINCIPLES One principle, thoroughly understood, can help solve many problems. Crewmembers should think deeply about this idea, particularly in light of the Garuda Indonesia CRM principles.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Safety is my duty. No one is perfect, everybody makes mistakes. CRM is the way to correct mistakes. Teamwork is the result of cooperation, not competition. It is what is right, not who is right, that matters. Do first things first. Encourage open discussion Be self-critical and self-correcting. Good EQ (emotional intelligence) enhances crew performance. When in doubt, check it out. Don’t rush! Stay cool! Think it out! Take care of each other.
en
(a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l)
02. CRM PHILOSOPHY
C
on
fid
(a) CRM is the effective use of all available resources -- people, equipment, and information -- to achieve the highest possible levels of safety and efficiency. (b) CRM ability and a facility for teamwork shall be selection criteria for all crewmembers. (c) CRM is based on the principle of synergy (teamwork) functioning within a cultural environment that supports and encourages human growth and commitment. (d) CRM involves the continuous improvement of procedures, attitudes, and behaviours, applying human factor concepts to enhance individual and crew performance. (e) CRM training is focused on specific teamwork, communication, decisionmaking, and workload management behaviours that have been proven to enhance personal effectiveness and job satisfaction. As a result of CRM training, employees will be better able to function as members of self-criticizing, self-correcting teams. 03. CRM POLICY (a) CRM principles and behaviours must be fully integrated into all aspects of flight operations training. (b) Periodic CRM assessments and performance feedback will be conducted for all flight crewmembers, flight-attendants, and dispatchers, in order to assure effective teamwork. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
6. QUALIFICATION OF CREWMEMBERS, FOO AND OTHER OPERATIONS PERSONNEL
OM – A
6.6 CREW RESOURCE MANAGEMENT (CRM) (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.
04. CRM BEHAVIOURS
tia Y F 20 os or l C 19 fir op a -0 / y 206
(g) CRM skills and performance will be a factor in the promotion of all Garuda Indonesia crewmembers.
on
fid
en
Garuda Indonesia CRM training is designed to provide participants with a clear understanding of CRM Behavioural Objectives. These behavioural objectives fall into four major categories: Teamwork, Communication, Decision-making, and Workload management.
C
Crewmembers are expected to master these behaviours in the course of CRM and CRM LOFT training and to apply them during flight operations. END OF 6.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
OM – A
TABLE OF CONTENT CHAPTER 7 7.1
DUTY SCHEDULE .................................................................................................... 1
7.2
FLIGHT TIME AND FLIGHT DUTY TIME .................................................................. 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
7.2.9
FLIGHT TIME LIMITATIONS: DEADHEAD TRANSPORTATION .................. 7
tia Y F 20 os or l C 19 fir op a -0 / y 206
7.2.1
7.2.10 IRREGULARITIES BEYOND COMPANY CONTROL .................................... 7
en
7.2.11 FOO DUTY AND REST TIME REGULATION ................................................ 7 REPORTING TIME.................................................................................................... 1
7.4
TRANSIT TIME ......................................................................................................... 1
7.5
POST FLIGHT ........................................................................................................... 1
7.6
TRANSPORTATION TIME ........................................................................................ 1
7.7
REST REQUIREMENTS ........................................................................................... 1
C
on
fid
7.3
7.7.1
REST PERIOD .............................................................................................. 1
7.7.2
APPLICATION OF REST REQUIREMENT .................................................... 3
7.7.3
REST FACILITY............................................................................................. 5
7.8
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST............... 1
7.9
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM ................................................ 1
Operation Manual Part A – 1st Edition 02 May 2018
■
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
7.1
DUTY SCHEDULE 01. GENERAL A Duty Schedule is a monthly assignment that is given to the crewmember as a responsibility that has to be carried out according to their respective functions. Flight Crewmember schedule is made by the Crew Scheduling Section, the Flight Attendant Scheduling Section prepares Flight Attendant schedule, and each Chief conducts monitoring. Each crewmember will obtain the above mentioned schedule at least two days prior to the end of the ongoing schedule via internet/Crew Scheduling System or may be via other electronics means of communication individually. Basically, the assignments of the crewmember are divided into: The assignments in the Crew Operating Pattern (CROPA); or The assignments in the Ground Pattern (GP). The aircrew has to be given a Rest Period according to the valid regulations
tia Y F 20 os or l C 19 fir op a -0 / y 206
A CROPA may be a combination of the Crew’s Duty Assignment as an Active Crew (ACT), an ordinary passenger or as a Dead Heading Crew (DHC).
fid
en
02. CREW OPERATING PATTERN (CROPA) A CROPA, also known as Crew Rotation, is a Duty Schedule that consists of 1 (one) Journey or more operated by the crewmember starting from departure from Base in the first Journey until the return to the Base in the last Journey. Each CROPA has a Pattern Identifier (PID) that consists of 5 alphanumerical characters.
C
on
A Journey, known also as the Duty Cycle, is a flight activity (including Transit Time between two sectors) that begins at the first Sector and ends at the last Sector continuously. A journey is considered completed if ended by a Lay-Over Time. A Journey does not include crewmember activities prior to the first sector and after the last sector. Company policy enables Rest Time given in a hotel if Transit Time is perceived to be possible although the mentioned Rest Time will not be considered as a LayOver Time. If this is applied, as long as the Flight Duty Limit is not exceeded, the Journey is considered as the same Journey whether the Split Flight Duty Time is applied or not. A Journey may consist of only one Sector (i.e. Test Flight, Training Flight, etc.). A Journey can also have a Transit Time at the Base. If that happen, that does not make the Journey end. The length of a Journey is determined & limited by Flight Time, Flight Duty Time and/or Flight Duty Period. A Sector is the smallest flight module of a CROPA. A Sector begins at the BlockOff at the Departure Station (DEP STN) and finishes at the Block-On in the Arrival Station (ARR STN). In special cases such as diversion, RTA, RTB, etc. the DEP STN may be also same as the ARR STN. The Flight Time measures the length of a Sector. The use of the term Estimate Time of Departure (ETD) is to approximate the start of a Sector. The term Estimate Time of Arrival (ETA) is the approximation of the end of a Sector.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
03. GROUND PATTERN A Ground Pattern are activities that supporting flight operation such as activities that is closely related to Flight Duty (such as Reserve and Standby) including certain Company activities that is not directly related with the flight such as attending a seminar or a course. Each Ground Pattern has a Pattern Identifier (PID) that consists of two to five alphanumerical characters. Type Qualification Course, Cockpit Procedures Training, Cockpit System Simulator, Aircraft Flight Training, Route Clearance Unit, Recurrent Flight Safety, and other courses are included in Duty Schedule. 04. RESERVE AND STANDBY Reserve and Standby is an assignment in which a crewmember is considered as a back-up Crew Resource for a certain period of time. The main duty is to replace crewmember who due to a certain reason cannot perform his Flight Duty, or as a new crewmember in a flight that has not been planned yet.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Other than the above reason, crewmember can also be assigned to be a Stand-In in a simulator and/or other duties given by the Chief or Vice President Flight Operations.
en
Every crewmember assigned for Reserve or Standby is obliged to manage his rest by considering the worst possibility in the CROPA assignment according to his qualifications. The same also applies in preparing clothing and other travel gear.
C
on
fid
Reserve is the backup Crew Resource in an airport. Maximum Reserve duty time is 6 hours. To calculate Flight Duty Time, the time spent on Reserve Duty is counted 100% Duty Time. Following Crew Dispatch notification to a crewmember concerning a Revision from Reserve to be active in a CROPA assignment, the crewmember is given the latest 20 minutes to be ready aboard the aircraft. 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
During the 12-hours period, the crewmember has to be reachable, by either internet/Crew Scheduling System, telephone/Mobile Phone. In unexpected circumstances, The Revision can be notified when the crew transportation reached the Pick-Up Point as written in Data Base Crew Scheduling System, and relayed by the driver of the crew bus. Generally, Standby period is divided by two, as follows: a. STB09 starts at 09.00 (West Indonesia Time) until the next 12 hours b. STB21 starts at 21.00 (West Indonesia Time) until the next 12 hours Under certain conditions, Crew Scheduling can determine Standby schedule outside of the general rules above, with a 12-hours length limit. It is the responsibility of the crewmember to check that their Mobile Phone is functioning well. If the Mobile Phone needs to be repaired during Standby period, the crewmember shall give an alternative telephone number that can be reached by Crew Scheduling and/or Crew Dispatch.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If the crewmember cannot give an alternative telephone number that can be reached by Crew scheduling, it is the obligation of crewmember to contact Crew Scheduling every hour to check their Standby status. For as long as possible, ETD CROPA will fall within the 12 hours Standby period, however under Crew shortage conditions, ETD is allowed up to 3 hours after the end of Standby period, provided that notification must fall during Standby period.
fid
en
Flight Duty Time starts at the time the particular crewmember report at the airport and at the maximum 90 minutes before ETD, and ended at the end of post flight (30 minutes after Block-on in the last sector).
C
on
These limitations above are made to clarify back up Crew Resource Duty (Reserve & Standby) interpretations, while at the same time giving the crewmember flexibility to utilize their time during standby for their social lives, without reducing their potential contribution to the Company. Standby can also be changed to Reserve at the airport. 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
05. MEDICAL EXAMINATION Medical Check-Up is a Duty Schedule that is given periodically: for flight crewmembers, once every 6 months, for flight attendants, once every 12 months. 06. DUTY SCHEDULE REVISIONS With consideration of crew Rest Period, basically a revise could be done at any time especially for Duty Reserve and Duty Standby. Due to circumstances outside the original planning, the Duty Schedule may be revised before or during the ongoing schedule. The Duty Schedule Revision can be notified either by electronic means or paper means such as internet/Crew Scheduling System, telephone/ mobile phone or telex. The primary means for schedule revision is by using internet/Crew Scheduling System. Each changing of schedule either cancellation or revision of more than 30 minutes from original schedule shall be backed up by telephone.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The latest time for schedule revision notification by crew scheduler to crewmember is at 22.00 LT. Crewmember must check the internet/Crew Scheduling System at or before 22.00 LT.
on
fid
en
Schedule revision that Standard Time Departure at 22.00 – 09.00 LT will be given a back up notification using telephone 4 hours before ETD.
C
Crewmember can communicate to crew scheduler by using: Hotline phone 021-550 1015, 021-550 1576, 021-2560 1657, 021-2560 1633, 021-2560 1629 or; 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.).
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
OM – A
If CROPA is lengthened, it is the responsibility of Crew Scheduler to ascertain that the calculation of Away From Base is still based on the start of the previous CROPA so that the particular crewmember does not get disadvantage. Crewmember should not refuse their new duty above, unless there are medical reasons agreed by the Company Doctor. Crewmember should not alter their own Duty Scheduled, or exchange duty with a colleague without the permission of the related Chief. Dead Heading (DH) Schedule change should fulfill the Flight Duty Time/Duty Period requirements and should be consented by the related Chief. Available seat in the aircraft within the Sector, Connecting Time, Rest Period and total Flight Duty Time should also be considered in the consent of a schedule change. The request to change DH outside the Home Base has to be approved by the local Station Manager and can only be carried out if the Sector(s) are heading towards Home Base, which originally was to be a DH sector, and not followed by other Active Sector within CROPA. DH schedule change can only be approved by local Station Manager if it functions to shorten Lay-Over Time and there is an available seat on the Aircraft.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Change of Duty Schedule at Lay-Over Station can be conducted by Calling Time Revisions and if possible a written notification will be slipped under each crewmember’s room.
fid
en
Employees/Station Manager are not permitted to relay the schedule change orally or by phone as this can disrupt crewmember’s Rest Period.
C
on
07. FLIGHT DUTY ASSIGNMENT FROM RESERVE 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 that a crewmember cannot accept their Flight Duty. B. Applies 30 minutes before latest ETD. If an ex-reserve crewmember is assigned, and if by any reasons, the original crewmember has arrived at the airport, change assignment is considered as cancelled as long as the immigration process does not delay departure. If the original crewmember arrives at the airport at the condition that an assignment change is no longer possible, he will be given Reserve Duty as long as that assignment will not affect the next CROPA. Then Maximum Reserve Time for crewmember is 4 hours calculated from arrival time at the Airport. 08. KIN PAIRING Garuda Indonesia prohibits kin pairing whether in flight or in simulator. END OF 7.1
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 5
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.1
DUTY SCHEDULE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
7.2.1
GENERAL Garuda Indonesia policy regarding Work and Rest Limits is referred to CASR. The Flight Time and Flight Duty Time for crewmember shall ensure that fatigue occurring either in one flight, successive flights or accumulated over a period of time is already taken into account and does not endanger the safety of the flight. The limitations for flight crewmember are determined on the basis of Flight Time, Flight Duty Time, and Rest Period. The limitations for Flight Attendants are determined on the basis of Duty Period Limitations and Rest Requirements.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: For the purpose of logging Pilot logbook, AFL, and AML, the Flight time is used. For the purpose of calculating flight allowance, the actual block time is used. Block Time, Air Time and Flight Time data on the AFL are baseline data. Therefore shall be written accurately. Rounding off the time data is prohibited. Logging the crew member’s Flight Time for Enlarged Crew is equal to Flight Deck Duty Time. Therefore to log the enlarged crew that consists of 3 Pilots is 2/3 of Total Flight Time, and for Enlarged crew that consists of 4 Pilots is half of Total Flight Time. FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR CREWMEMBER a. Each crewmember engaged in scheduled air transportation shall be relieved from all further duty for at least 24 consecutive hours during any 7 consecutive days. b. A crewmember shall not assigned to any duty during any required rest period. c. A crewmember may not accept assignment to any duty during any required rest 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.
7.2.3
DUTY TIME LIMITATION FOR CREWMEMBER
C
on
fid
en
7.2.2
For the purpose of calculating crewmember duty limitation, the entire duration of the duty/ flight time for each operating crewmember shall be counted as duty time. For determining required rest periods and calculating duty time limitations: The entire duration of the flight; The entire duration of deadhead time; Training periods immediately prior to a flight (such as simulator, ground training etc.); Administrative or office time immediately prior to a flight (for crewmember that serve in a management function); and If required by the State, flight time accrued by flight crewmember in operations other than Garuda Indonesia’s flight shall be calculated as Flight Duty Time.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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. Reporting Time
1 Journey
Post Flight
FLIGHT DUTY TIME b. The maximum Flight Duty Time scheduled for Flight Crewmember is 14 hours within 24 consecutive hours.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. The scheduled flight duty time for flight crewmember may be exceed 14 hours within 24 consecutive hours provided:
C
on
fid
en
1) Where a flight crewmember is augmented by the addition of one pilot, flight duty time may be extended beyond 14 hours up to 16 hours if: a) A passenger seat for the off-duty pilot is available in the passenger compartment; b) The additional pilot occupies a flight deck observer seat during take-off and landing; c) The maximum flight deck duty time for any pilot is 12 hours; and d) Two hours are added to the required rest period prior to the next flight duty period 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
Split Flight Duty Time Reporting Time
Flight Time
Post Flight
Trans
Prone Rest
Rest
Prone Rest
Trans
90 min
XX
30 min
45 min
30 min
Minimum 4 hours
30 min
45 min
1/3 of the Flight Duty Time (FDT) must precedes the rest period (*)
Reporting Time
Flight Time
Post Flight
60 min
XX
30 min
REST PERIOD
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.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: A CROPA utilizes Split Flight Duty Time shall approved by VP Flight Operations (CGKOFGA); The utilization of Split Flight Duty Time cannot be done On the Spot. Should there be any irregularities, all Crew shall be informed at reporting time at the airport. 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.
C
3) Where a flight crewmember is augmented by the addition of at least one pilot 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; Reporting Time
Flight Deck Duty Time for any pilot: 12 hours
Post Flight
Flight Duty Time (FDT) may be extended to 17 hours
Note: Limitation for FRFS applicable for any augmented composition (enlarge 3 pilot and enlarge 4 pilot or more).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
b) The flight relief facility is classified as a “flight relief facility-bunk”, and it meets the requirements of the DGCA, the flight duty time may be extended to 20 hours, in which case the maximum flight deck duty time for any pilot is 14 hours; Reporting Time
Flight Deck Duty Time for any pilot: 14 hours
Post Flight
Flight Duty Time (FDT) may be extended to 20 hours
Note: Limitation for FRFB applicable for three or more pilots and an additional flight crewmember composition (enlarge 4 pilot or more)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. f) The CROPA preparation that utilizes an Enlarged Crew must be approved by Chief Pilot.
C
on
fid
en
Note: Pilot shall hold responsible not to exceed these Flight Time/ Flight Duty Time limits, by informing the Chief Pilot when exceed limit is proved or likely to occur. As long as Flight Duty Time for Standard Crew Complement is not exceeded, the number of Sectors is not limiting. In an Enlarged Crew Composition, the Rest Period is equal to the length of preceding Flight Duty Time that has been done, with the minimum of 12 hours before the next Journey. 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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.
FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR THREE OR MORE PILOTS AND AN ADDITIONAL FLIGHT CREWMEMBER
en
7.2.6
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: - For summary see appendix 11
C
on
fid
a. Garuda Indonesia scheduled its flight hours to provide adequate rest periods on the ground for each pilot who is away from his base and who is a pilot on an airplane that has a crewmember of three or more pilots and an additional flight crewmember. It shall also provide adequate sleeping quarters on the airplane whenever a pilot is scheduled to fly more than 12 hours during any 24 consecutive 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 complement) plus at least one additional Flight Attendant. 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 complement) plus at least two additional Flight Attendants. 6. Except as provided in paragraph 7 of this section, if a Flight Attendant scheduled to Duty Period of 14 hours or more up to 18 hours, as paragraph 4 and 5 of this section, the scheduled Rest Period must be given at least 12 consecutive hours after the completion of a Journey before the next Journey is scheduled. 7. The Rest Period for paragraph 6 of this section may be reduced to 10 consecutive hours provided that a total Rest Period of 14 consecutive hours must be given after the end of the following Journey. The subsequent Rest Period has to start no later 24 hours after the beginning of the reduced Rest Period and must occur between the completion of the scheduled Duty Period and the next scheduled. 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.
C
on
fid
en
7.2.7
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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 Reporting Time
1 Journey
Post Flight
DUTY PERIOD FLIGHT TIME LIMITATIONS: OTHER COMMERCIAL FLYING No pilot of Garuda Indonesia may do any other commercial flying without authorization from Garuda Indonesia.
7.2.9
FLIGHT TIME LIMITATIONS: DEADHEAD TRANSPORTATION Time spent by a crewmember in deadhead transportation to or from a duty assignment is not considered to be part of any rest period.
tia Y F 20 os or l C 19 fir op a -0 / y 206
7.2.8
The flight crewmembers involved are of the opinion that flight safety will not be adversely effected by the extended duty, The crewmember shall be given a minimum rest of 18 hours following the time overrun, and The PIC submits a full report on the delays or circumstances surrounding the extension.
C
on
fid
en
7.2.10 IRREGULARITIES BEYOND COMPANY CONTROL a) For domestic flights only, where unforeseen operational circumstances occur beyond air carrier control (such as bad weather), a flight duty period may be extended by up to 3 consecutive hours to continue the journey provided that:
b) For international flights: when operational circumstances occur beyond air carrier control (such as bad weather) after the aircraft move under its own power: -
The crewmember may exceed flight duty time, only to finish their sector, The crewmember shall be given a minimum rest of 18 hours following the time overrun, and The PIC submits a full report on the delays or circumstances surrounding the extension.
7.2.11 FOO DUTY AND REST TIME REGULATION
DUTY TIMES Maximum duty time is 10 hours of duty in 24 consecutive hours, of which sufficient time will be allocated to allow the FOO to become thoroughly familiar with existing
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 7
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.2
FLIGHT TIME AND FLIGHT DUTY TIME
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Except in cases where circumstances or emergency conditions beyond the control of the air carrier require otherwise: 1. Garuda Indonesia may not schedule a flight operations officer for more than 10 consecutive hours of duty 2. If a flight operations officer is scheduled for more than 10 hours of duty in 24 consecutive hours, the company shall provide him a rest period of at least eight hours at or before the end of 10 hours of duty. 3. Each flight operations officer must be relieved of all duty for at least 24 consecutive hours during any 7 (seven) consecutive days or for the equivalent time period within any calendar month. REST TIME
fid
en
Each FOO must be relieved of all FOO activities for at least 24 consecutive hours during any 7 consecutive days or for the equivalent time period within any calendar month.
on
Note:
C
In case where circumstances or emergency condition beyond the control of the company occurs, the FOO may be scheduled for more than 10 hours of duty in 24 consecutive hours. However, he shall be given a rest period of at least 8 hours at or before the end of 10 hours of duty. END OF 7.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.3
REPORTING TIME
OM – A
7.3
REPORTING TIME For calculations and planning Flight Duty Time, the following minimum reporting time at the airport applies: Home base (CGK)
90 minutes before ETD of the first sector;
DPS, SUB, UPG, MES, BPN (for 90 minutes before ETD of the first sector; associated based crewmember) Other Lay Over station
60 minutes before ETD of the first sector
Before Dead Heading
60 minutes before ETD of the flight as Dead Heading Crew
For foreign FA (Japan, Korea and China based FA) the following minimum reporting time at the airport applies: 90 minutes before ETD of the first sector;
DPS
90 minutes before ETD of the first sector;
Japan, Korea and China
60 minutes before ETD of the first sector. (For associated based FA).
tia Y F 20 os or l C 19 fir op a -0 / y 206
CGK
Minimum Reporting Time at the Aircraft, all stations: Narrow body
45 minutes
fid
en
Wide body
60 minutes
If delay is known after crew boarded company pick up van, the flight duty time calculated start from the normal reporting time. If delay is known, and crew has not boarded company pick up van, the flight duty time will be calculated start from the new / delayed reporting time.
C
on
If for some reason flight delay is known or expected, the calculation of Flight Duty Time is as follow:
END OF 7.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.3
REPORTING TIME
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.4
TRANSIT TIME
OM – A
7.4
TRANSIT TIME Transit is the activity between two Sectors in a Journey. It is counted as Transit Time. Minimum Scheduled Transit Time ATR 72-600
30 minutes
CRJ 1000
40 minutes
B 737-800
45 minutes
A 330-200/300 and B 777-300
60 minutes
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 7.4
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.4
TRANSIT TIME
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.5
POST FLIGHT
OM – A
7.5
POST FLIGHT Post flight is the time used for crewmember after Block-on in the last sector of 1 journey to do post flight activity such as checklist reading, flight documents completion, etc. Post flight started from Block-on in the last sector of 1 journey. The end of post flight is counted as the end of Flight Duty Time (FDT). 30 minutes.
Post flight time for all station
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 7.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.5
POST FLIGHT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.6
TRANSPORTATION TIME
OM – A
7.6
TRANSPORTATION TIME For the purpose of calculating Rest Period following a Journey, the Transportation Time to and from the airport is not included into the Rest Period. 01. TRANSPORTATION TIME FROM AIRPORT Calculate from the end of post flight until arrived at home or company designated rest facility. The transportation time from airport is calculated as follows: At Home Base
150 minutes
At Home Base (for other than CGK based 120 minutes crewmember) 150 minutes
SUB, UPG, MES and BPN (for associated based crewmember)
60 minutes
Other Lay Over station
45 minutes
tia Y F 20 os or l C 19 fir op a -0 / y 206
At DPS (for DPS based crewmember only)
For foreign FA (Japan, Korea and China based FA) Japan, Korea and China
fid
(For
associated
(For
associated
120 minutes
en
CGK
45 minutes. based FA).
on
02. TRANSPORTATION TIME TO AIRPORT Calculate from end of rest period to reporting time.
C
The transportation time to airport is calculated as follows: At Home Base
90 minutes
At Home Base (for other than CGK based 60 minutes crewmember) At DPS (for DPS based crewmember only)
90 minutes
SUB, UPG, MES and BPN (for associated based crewmember)
60 minutes
Other Lay Over station
45 minutes
For foreign FA (Japan, Korea and China based FA) Japan, Korea and China
45 minutes. based FA).
CGK
60 minutes END OF 7.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.6
TRANSPORTATION TIME
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
7.7
REST REQUIREMENTS
7.7.1
REST PERIOD As stated in CASR, minimum rest of 9 hours shall be given to crewmember who has performed an assignment involving flight time / flight segment prior to the next assignment. An additional 1 hour of prone rest is given to provide time for physiological needs. The rest period in this context is the period of time during which a crewmember is released from all official duty or contact by the company. This period is excluding all time spent commuting by the most direct route, between the company designated rest facility and assigned duty station In addition to minimum rest of 9 hours, if there being a change of 3 time zones differences or more, the minimum Rest Period is corrected by adding zone time differences.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
START OF REST PERIOD 180 minutes after the last Block-On of a At Home base (CGK) CROPA 180 minutes after the last Block-On of At DPS for DPS crew only a CROPA At SUB, UPG, MES, and BPN (for 90 minutes after the last Block-On of a associated based crewmember) CROPA. At Home base (CGK) for other than CGK 150 minutes after the last Block-On of based crewmember a CROPA 75 minutes after the last Block-On of a At lay-over station CROPA Between 2 journeys outside CGK, DPS, 75 minutes after the last Block-On of a SUB, UPG, MES and BPN (for DPS, SUB, CROPA UPG, MES and BPN based crewmember) 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 Dead Heading Crew (for associated based crewmember)
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
START OF REST PERIOD 45 minutes from ATA of the flight as Dead Heading Crew 150 minutes after end of reserve period
Other Lay Over station After Reserve
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF REST PERIOD At Home base (CGK) 180 minutes before next ETD CROPA At DPS for DPS crew only 180 minutes before next ETD CROPA At SUB, UPG, MES, and BPN (for 150 minutes before next ETD CROPA associated based crewmember) At Home base (CGK) for other than CGK 150 minutes before next ETD CROPA based crewmember At lay-over station 105 minutes before next ETD CROPA Between 2 journeys outside CGK, DPS, SUB, UPG, MES and BPN (for DPS, SUB, 105 minutes before next ETD CROPA UPG, MES and BPN based crewmember) At Home base (CGK) for Ground Pattern 90 minutes before Ground Pattern after CROPA Activity 180 minutes before next ETD CROPA After Ground Pattern at Home base (CGK) or 90 minutes before next Ground Pattern Activity 180 minutes before next ETD CROPA After Ground Pattern at DPS for DPS based or 90 minutes before next Ground crewmember Pattern Activity After Ground Pattern in SUB, UPG, MES, 150 minutes before next ETD CROPA BPN for SUB, UPG, MES, BPN based or 60 minutes before next Ground crewmember Pattern Activity When rest is following Standby starts right after Standby ends 150 minutes before ETD of the flight as Before assignment as Dead Heading Crew Dead Heading Crew 180 minutes before next ETD CROPA or 90 minutes before next Ground After Reserve Pattern Activity
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
Summary Diagram of Work and Rest
For Rest Followed By Flight Activity Or Reserve Prone Rest
Rest
Prone Rest
(30 minutes)
(minimum 9 hours)
(30 minutes)
Transportation
Reporting Time
Transportation
Ground Activity
REST PERIOD
For Rest Followed By Ground Activity Prone Rest
Rest
Prone Rest
(30 minutes)
(minimum 9 hours)
(30 minutes)
7.7.2
tia Y F 20 os or l C 19 fir op a -0 / y 206
REST PERIOD
APPLICATION OF REST REQUIREMENT
C
on
fid
en
01. DUTY FREE (DF) The length of Rest Period required between 2 Journeys or between 2 Duty Schedules may vary depends on several variables, including regulations requirement to grant undisputed Rest Period of 24 consecutive hours (not 1 calendar day) during any 7 consecutive days, which can be granted at Home Base, Base or at Lay-Over Station. The Rest Period of 24 consecutive hours or more is termed as Duty Free (DF). Duty Free at Lay-over Station can be cancelled at a certain CROPA without 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.
02. DAY OFF (DO) To accommodate the social interest of crewmember at Home Base (CGK) or Base DPS, SUB, UPG, MES or BPN (for associated based crewmember), Garuda Indonesia grants additional rest called Day Off (DO) as follows:
A Day Off starts from 00.00 until 23.59. Crewmember will be given a total of 8 (eight) Days Off within one calendar month unless on leave or due to medical reason then the following formula below is applied, Number of Days Off within one calendar month
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
=
Total days in a month
x 8 days
For crewmember who has a schedule of 1(one) Day Off between two CROPA, the company guarantees 1 (one) Local Night on the night of the next date when the last Block On, or any other assignment (excluding Standby) ended after 19.00 Local Time on the day prior to Day Off. 1 (One) Local Night is a period of 8 consecutive hours between 22.00 until 06.00 local time. One Day Off will be given following assignment on the last 6 continuous days (with away from base less than 5 days). Crew are allowed to be assigned for 7 days or more, as long as the minimum regulated rest requirement within the 7 consecutive days (OM-A Chapter 7.2.2(a)) is complied. When the crew are assigned for 7 continuous days, a minimum 2 (Two) Days Off will be given. The end period of a Day Off is the start of pick up time for the next assignment, or the start period of Standby duty. The rest or duty free period may be embedded within Day Off period. Minimum Day Off following multi-days CROPA: Away From Base AFB (Days) 5
tia Y F 20 os or l C 19 fir op a -0 / y 206
Assignable day in a month
Minimum Day Off (Days) 2
on
11-12
fid
9-10
3
en
6-8
C
13-15 16-18 19-20
4 5 6 7 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 (including Trip days) Day Off
3–6
7 – 14
15 – 22
23 – 30
Over 30
1
2
3
5
7
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 4
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
03. DEAD HEADING Dead Heading (DH) is the term used when crewmember conducts a flight mission on one or more sector without actively working, and receives the same treatment as common passengers onboard the aircraft. DH crew names list must be included in the General Declaration of that sector.
en
Traveling crewmember for the purpose of duty other than flight duty, e.g. Simulator training, is excluded of the dead heading crew.
on
fid
For the purpose of calculating crewmember duty limitation, the entire duty time associated with deadheading shall be counted as duty time.
C
For the purposes of FDT and Rest Period, these are calculated as follows: a. When deadheading followed by active duty involving flight the deadheading sector is included in total flight duty time/ flight duty calculation. b. When active duty followed by deadheading, the flight duty time calculation is start from reporting time to arrival time of deadheading sector. c. If the total Journey is traveled as DH, the flight duty time calculation is start from reporting time to arrival time of deadheading sector. d. For the calculation of Flight Time Component in to Flight Allowance System, DH is counted as 0% Flight Time. 7.7.3
REST FACILITY a.) FRFB (Flight Relief Facility Bunk): Class 1 Rest Facility Means a bunk or other surface that allows for a flat sleeping position and is located separate from both the flight deck and passenger cabin in an area that is temperature-controlled, allows the flight crew member to control light, and provides isolation from noise and disturbance. Dimensions for each sleeping surface of 1.98 x 0.76m (78 x 30 inches). The sleeping surfaces should be designed so that they are flat and as level during cruise flight. Suitable means should be provided to ensure occupant privacy for each sleeping surface area,
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 5
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.7
REST REQUIREMENTS
OM – A
e.g., curtains in an over-and-under arrangement or a divider curtain in a sideby-side arrangement. b.) FRFS (Flight Relief Facility Seat): Class 2 Rest Facility A class 2 rest facility is a seat in an aircraft cabin that allows for a flat or near flat sleeping position, and it is separated from passengers by a minimum of a curtain to provide darkness and some sound mitigation. It is reasonably free from disturbance by passengers or flight crew members
Class 3 Rest Facility A class 3 rest facility is a seat in an aircraft cabin or flight deck that reclines at least 40 degrees. It provides leg and foot support.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 7.7
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
OM – A
7.8
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.8
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST ASSIGNMENT
Have you flown 1050 hours in any12 calendar months?
Yes
No
Rest for 24 hours
No
Have you had 24 hours OFF in past 7 days? Yes
Have you flown more than 300 hours (For 3 Pilots) or 350 hours (For 4 Pilots) during 90 consecutive days?
Yes
Go Home
No
Have you flown more than 110 hours (2 Pilots) in any calendar month or more than 120 hours (For enlarged crewmember) in any 30 consecutive days?
Yes
No
Yes
tia Y F 20 os or l C 19 fir op a -0 / y 206
Rest for 18 hours
For enlarged 3 Pilots Have you flown more than 24 hours in past 72 hours?
No
For enlarged 3 Pilots Have you flown more than 20 hours in past 48 hours?
Yes
No
C
on
fid
en
Is your assignment in the next 24 consecutive hours? Flight Time 9 hours and/or Flight Duty Time 14 hours
LESS
2 Pilot or more
MORE
3 PILOTS FRFS: Flight Duty Time 17 hours Flight Deck Duty Time 12 hours
4 PILOTS FRFS: Flight Duty Time 17 hours Flight Deck Duty Time 12 hours FRFB: Flight Duty Time 20 hours Flight Deck Duty Time 14 hours
Fly the aircraft Check your limit: - Flight Time - Flight Deck Duty Time - Flight Duty Time - Is it split flight duty time? Take sufficient rest
END OF 7.8
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.8
SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
7.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
7.9
7.
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.9
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM Valid License/Medical?
No
DKPPU/Medex
Yes Simulator check
No
Pass Type Qualification Check?
Yes
Yes Specific qualification as per OMD1 4.1.1
Yes
No
Classroom/ simulator
Yes Classroom/ simulator
No
Equipment qualification as per OM-D1 4.1.1
Yes
Yes Yes
Pass route Qualification check
No
Route check
Yes No
Pass TR/PC
tia Y F 20 os or l C 19 fir op a -0 / y 206
Classroom/ simulator
Yes
Yes
Route and Pilot Competency
No
C
Yes
No
RCU/Class/ Observation
Yes
Fulfill recency requirement
on
Route training/ simulator
fid
en
Yes
Yes
Yes
Instructor Qualification (as applicable)
No
Instructor Recurrent
Yes
Scheduling
No
Crew Composition Requirement?
Yes
Yes Yes
Inexperience and/or Kin pairing
Yes
Scheduling
No Verify
No
Fitness for Duty
Yes
Yes Yes
Flight Duty Time Requirement?
Refer to OM-A Chapter 7.8
FLIGHT ASSIGNMENT
END OF 7.9
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
FLIGHT TIME, FLIGHT DUTY TIME, AND REST REQUIREMENTS
7.9
FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
7.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
8.
HEALTH TABLE OF CONTENT
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
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
8.4
Operation Manual Part A – 1st Edition 14 Sep 2018
■
Page 1
OM – A
8.
HEALTH
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
8.1
CREW HEALTH PRECAUTION
8.1.1
GENERAL PRECAUTIONS
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
(1)
Crew Meals The objective is to maintain all crew member physically fit and alert. For flight crew preferably the quality of the meals is equivalent to C-class and could be served base on individual schedule. For safety reason the PIC and First Officer shall therefore have different main dish.
(2)
Food Poisoning Food poisoning is among the most frequent cases of in-flight incapacitation. Although caterer and catering supplies are frequently and thoroughly inspected, it cannot be guaranteed that all food is always safe. In general fish and shellfish pose the highest risk, however, meat and meat products cannot be excluded. If at all possible the same applies to meals taken shortly before flight. The special meals or crew box for one of the pilots will be mark. Note: For incapacitation of crewmember refer to OM-A chapter 15. Garuda Indonesia prohibits aircrew from flying if: They are not fit for duty; Alcohol and psychoactive substance use; see OM-A Chapter 2.1.6; Pregnancy; she shall not fly for duty as soon as determined pregnant by doctor; Illness or use of medication(s), unless certified by doctor; Minimum 14 days following Internal Surgery; Fatigue occurring in one flight, successive flights or accumulated over a period of time, beyond Flight Duty Time limits according OM-A Chapter 7.
(4)
Garuda Indonesia prohibits aircrew from the following activity: Diving / SCUBA Diving / Deep Diving during CROPA (RON, etc.) or at least 24 hours prior to flight duty. Blood Donations during CROPA (RON, etc.) or at least 72 hours prior to flight duty. Immunizations during CROPA (RON, etc.) or at least 24 hours prior to flight duty. Private Flight during CROPA.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(3)
Note: Flying activity outside company assignment (Private Flight during CROPA) shall only possible after obtaining approval from Director of Operations. The Flight Duty Time of such flying activity shall not fall within the rest period upon which the company has granted following flight duty, and the total flight time logged shall be counted as part that would not make the flight time limitation as stated in OM-A Chapter 7.7-03 violated. (5)
Sleep and Rest Lack of sleep is a major contributor to fatigue which, in turn, can profoundly influence flight safety. The recommended minimum and maximum sleep duration limits are 4 and 11 hours, average sleep duration is between 7 and 8 hours. For detail see Human Factor Reference Guide (HFRG). Operation Manual Part A – 1st Edition
14 Sep 2018
▲
Page 1
OM – A
8.1.2
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
INFECTIOUS/CONTAGIOUS DISEASES ON BOARD
8.1.2.1 GENERAL If a passenger or crewmember seems to show symptoms of a contagious disease (e.g. cholera, plague, small pox, typhoid, yellow fever), the PIC must comply with the international sanitary regulations as follows:
The Station Manager or representative at the next station of call shall be notified at once by radio.
After landing - nobody except the public health officer shall be admitted on board.
No passenger or crewmember shall disembark without the permission of the public health officer.
Any cases of illness and the sanitary action taken shall be entered on the health copy of the general declaration, stating the name(s) of the person(s) concerned.
For further particulars on the occurrence and initial symptoms of infectious diseases see OM-A Chapter 8.1.2.2 below. For quarantine measures see OM-A Chapter 8.2.3.
tia Y F 20 os or l C 19 fir op a -0 / y 206
8.1.2.2 TYPES OF INFECTIOUS/CONTAGIOUS DISEASES
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:
Whether the passenger has been stayed in the area of disease
on
fid
en
For this reason the sick passenger should be asked where he has stayed during the preceding fortnight, and it should be considered whether there is a possibility of infection.
C
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, although in board outline infection areas of these diseases may be listed, accompanied by the manner of infection. DISEASE H1N1 (SWINE FLU)
SYMPTOMS Skin rash, cough, obviously unwell, fever, Bruising or bleeding without previous injury, Persistent diarrhea, Persistent Vomiting
TRANSMISSION
INFECTED AREA
Spreads from person to person, either by inhaling the virus or by touching surfaces contaminated with the virus, then touching the mouth or nose. Infected droplets are expelled into the air through coughing or sneezing.
Mexico, USA, Canada, Costarica, Australia, Austria, Brazil, China, Hongkong, Columbia, Denmark, Elsavador, France, Germany, Guatemalla, Ireland, Israel, Italia, Japan, Nederland, New Zealand, Panama,
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
DISEASE
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
SYMPTOMS
TRANSMISSION
INFECTED AREA Poland, Portugal, Republic of Korea, Spain, Sweden, Switzerland, and United Kingdom, Thailand.
profuse watery diarrhea, vomiting, rapid heart rate, loss of skin elasticity, dry mucous membranes, low blood pressure, thirst, muscle cramps, restlessness or irritability
Transmitted Far Eastern between humans countries. through the fecaloral route; a bite of contaminated food or a sip of contaminated water can cause infection.
YELLOW FEVER
Fever, chills, severe headache, back pain, general body aches, nausea, and vomiting, fatigue, and weakness.
Transmitted by mosquitoes.
Central Africa and the tropical part of South and Middle America.
TYPHUS or SPOTTED FEVER
Fever, Rash (occurs 2-5 days after fever), Headache, Nausea, Vomiting, Abdominal pain (may mimic appendicitis or other causes of acute abdominal pain), Muscle pain, Lack of appetite, Conjunctiva injection (red eyes)
Nowadays it is a very rare disease. The disease is carried by clothes lese and consequently only found with people who are living in unsanitary conditions.
the Near East, the Balkans, Poland, Russia, North Africa, a few NorthWesterly states of South America and Central America, Korea and bordering countries.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CHOLERA
SMALLPOX High fever, Head and Transmitted by body aches, direct contact. Sometimes vomiting ZIKA VIRUS
fever, skin rashes, joint pain, or conjunctivitis (red eyes), muscle pain and headache
Central and West Africa, Northern part of South Africa, Far East, Ecuador.
Spread primarily Africa, the through the bite of Americas, Asia and an infected Aides the Pacific Islands species mosquito.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 3
OM – A
8.
HEALTH
8.1
CREW HEALTH PRECAUTION
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
Yellow fever
6 days
tia Y F 20 os or l C 19 fir op a -0 / y 206
Typhus or spotted 5 - 12 days fever 8 – 14 days
Zika Virus
not yet known but it is likely to be a few days to a week
en
Smallpox
C
on
fid
If there is a patient on board who is suspected of suffering from one of the above mentioned diseases, he has to be isolated immediately after landing. Passengers and crewmember can be put under observation during the incubation period of the disease, and the aircraft is des-infected or disinfected (in case of plague, fumigated against rats), whereas with respect to the unloading of freight, special precautionary measures 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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
8.2
8.
HEALTH
8.2
QUARANTINE MEASURES
QUARANTINE MEASURES 01. GENERAL An aircraft may be submitted to quarantine measure without passenger suffering from an infectious disease being carried. In principle, every State is free to take any measures it may deem necessary to prevent infectious disease entering its territory. However, for the uniformity of the measures taken, many States have agreed to submit themselves to the regulation of the World Health Organization. All States concerned agree to report the occurrence of infectious diseases to the World Health Organizations, which takes care of the publication. As a consequence of this information, any State may declare certain areas outside its own territory to be infected, and consequently be free to issue restrictions of aerial traffic. An aircraft arriving from infected areas may only land at certain airports, the socalled sanitary airports, where measures have been taken to prevent infectious diseases from spreading.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
For aircraft leaving for and arriving from an infected area, the following actions may be taken: disinfection of articles which are potential to spread the disease; medical examination of passengers and crew; prohibition to leave the country of all persons showing symptoms of the infectious disease; in case of plague fumigation, destroying of any rats in the aircraft; in case of typhus or spotted fever, examine the suspected passenger.
on
fid
The following measures may be taken if the aircraft arriving from an infected area is declared to be infected with:
C
DISEASE H1N1 (Swine Flu)
ACTION MAY BE TAKEN
Medical Examination of passengers and crew.
CHOLERA
YELLOW FEVER
Insulation in screened localities of those passengers and crew, who are not in possession of a valid International Inoculation Certificate against yellow fever, may be ordered for a period not exceeding 6 days. They are allowed to continue the journey by the same aircraft provided the medical authorities of the next airport have been notified.
Medical examination of passengers and crew. Observation of passengers and crew within 5 days after departure from the infected area, unless the passenger has an International Certificate of Inoculation against cholera which issued not more than 6 months, and not less than 6 days prior to arrival. In case of revaccination, this period should start immediately after the latter.
Operation Manual Part A – 1st Edition 01 Aug 2018
▲
Page 1
OM – A
8.
HEALTH
8.2
QUARANTINE MEASURES
DISEASE
ACTION MAY BE TAKEN
THYPUS OR SPOTTED Observations only for the passenger who have left an FEVER area infected with spotted fever less than 12 days and have actually stayed there for some time. SMALLPOX
No measures, with the exception of vaccination and possible observation for passengers and/or crew who have left an infected area less than 14 days, and are not in possession of a valid vaccination certificate.
ZIKA VIRUS
Observation only for the passenger who have the ZIka symptom and have left an area infected with Zika Virus for about a week.
02. INOCULATION CERTIFICATE It is necessary, that on certain routes, both passengers and crew are provided with valid inoculation certificates.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Currently, only the International Certificate of Inoculation and Vaccination as prescribed by the World Health Organization is recognized. According to International regulation, the validity of the certificates is:
en
H1N1 (Swine Should be given to people between 6 month and 24 years of age. Flu) 98% healthy adults produce protective antibodies in 21 days. From 6 days up to month after the inoculation. In case of revaccination within the period validity of the vaccination, immediately after the latter.
YELLOW FEVER
Up to 10 years after the inoculation. In case of revaccination within the period of validity of the vaccination, immediately after the latter.
SMALLPOX
C
on
fid
CHOLERA
From 8 days after the vaccination (in case of revaccination, immediately after the vaccination).
Inoculations against spotted fever (typhus), whilst being important as a personal protection, play no part in quarantine matters. Inoculations against yellow fever may only be administered by authorities recognized for this specific purpose by the World Health Organization. In many countries, inoculation given by general practitioners are no longer recognized, a stamp of an official authority (e.g. Municipal Health Service of Department of Public Health) is required. END OF 8.2
Operation Manual Part A – 1st Edition 01 Aug 2018
▲
Page 2
OM – A
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
8.3
ELEMENTARY FIRST AID MEASURES
8.3.1
EMERGENCY MEDICAL EQUIPMENT
en
CREWMEMBER TRAINING FOR IN-FLIGHT MEDICAL EVENTS
fid
8.3.2
tia Y F 20 os or l C 19 fir op a -0 / y 206
a. No person may operate a passenger-carrying airplane under this part unless it is equipped with the emergency medical equipment listed in this section. b. Each equipment item listed in this section 1) Must be inspected regularly in accordance with inspection periods established in the operations specifications to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes; 2) Must be readily accessible to the crew and, with regard to equipment located in the passenger compartment, to passengers; 3) Must be clearly identified and clearly marked to indicate its method of operation; and 4) When carried in a compartment or container, must be carried in a compartment or container marked as to contents and the compartment or container, or the item itself, must be marked as to date of last inspection. c. For treatment of injuries, medical events, or minor accidents that might occur during flight time each airplane must have the following equipment that meets the specifications and requirements of Appendix A of this part: 1) Approved first-aid kits. 2) In airplanes for which a flight attendant is required, an approved emergency medical kit.
C
on
a. Each training program must provide the instruction set forth in this section with respect to each airplane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar as appropriate for each crewmember and Garuda Indonesia. b. Training must provide the following: 1) Instruction in emergency medical event procedures, including coordination crewmembers. 2) Instruction in the location, function, and intended operation of emergency medical equipment. 3) Instruction to familiarize crewmembers with the content of the emergency medical kit. (4) For each flight attendant: Instruction, to include performance drills, in cardiopulmonary resuscitation. The crewmember instruction, performance drills, and recurrent training required under this section are not required to be equivalent to the expert level of proficiency attained by professional emergency medical personnel. A complete first aid course is beyond the scope of this manual. Reference is made to the customary booklets, which can easily be taken along on journeys.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
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 firmly applied, should be used first. If the bleeding does not stop, a tourniquet should be applied; after half an hour unfastens the tourniquet; if the bleeding starts again, the tourniquet should be fastened again. After another half hour the same procedure should be repeated.
Contusion, sprain Arrange for rest and cool dressings, whilst refraining from exercising any pressure on the spot if there is a considerable swelling or violent pain.
Fracture Simple fracture Complex fracture
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
: without injury of the skin. : with injury of the skin.
Patient should on no account be moved unless a splint has been applied. For the application of the application of various splint bandages, one should refer to the first aid instructions.
Fracture of one or several of the dorsal vertebrae Patient experiences violent pain in the back after falling down and landing on his back or buttocks. Any incautious movement in such cases may cause injury of the special marrow, resulting in permanent paralysis. The patient should therefore be treated with the utmost care and laid down flat on his back, whereupon expert assistance should be awaited.
Unconsciousness after injuries may be caused by :
injury of the head - concussion of the brain In case of a slight concussion of the brain the patient is unconscious for a short time only, after which he may suffer from severe headaches, feel sick and sometimes vomit. The patient should be laid down flat and his head protected against vibration of the aircraft, whilst performing any further movements very Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 2
OM – A
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
cautiously in this stretched out position. If the patient is conscious he should not be given anything by mouth until a doctor has seen him. In case of severe consumption of the brain the patient remains unconscious for a longer period, and sometimes bleeds from the mouth, nose or ears; this generally indicates a cranial fracture.
indication of a cranial fracture This is sufficient reason to request the PIC to land as soon as possible in order to have the patient conveyed to a hospital.
Shock Shock symptoms are: unconsciousness and pale face, cold perspiration, weak pulse, shivers, sickness. Shock is a likely feature in all cases of serious external injuries or burning, and of internal injuries. In this case medical attendance should be provided as soon as possible ; pending this the patient should be kept warm and laid down flat ; when the patient returns to consciousness he should not be given anything by mouth. Oxygen can be administered. Serious loss of blood In this case something like a state of shock occurs. Apart from measures to staunch the bleeding, correct treatment consist of administering oxygen, keeping the patient 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 should be given by mouth.
Fainting This may occur upon the sight of blood, from fright, from excitement etc. A harmless condition which can be reminded quickly by keeping the head low, making the patient drink, provided he can hold his own cup and sponging his face and neck with cold water.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
If the patient turns blue, oxygen should be administered at once. END OF 8.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
8.
HEALTH
8.3
ELEMENTARY FIRST AID MEASURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
8.4
8.
HEALTH
8.4
DIRECTIONS FOR USE OF OXYGEN APPARATUS
DIRECTIONS FOR USE OF OXYGEN APPARATUS 01. GENERAL If the Medical Department deems it necessary to provide oxygen for one or more passengers, the Medical Department will supply so called “oxygen cases”. An oxygen case contains an oxygen cylinder, an oxygen mask (1) and a plastic oxygen mask (2). The latter is a spare one to use when the other becomes dirty or is not usable for other reasons. The oxygen flow amounts to 3 or 7 liters per minute, automatically controlled by a regulator at the top of the cylinder. If the mask is connected with the green painted connector (G) the flow amounts to 3 liters per minute and if the mask is connected with the red connector (R), the flow amounts to 7 liters per minute. A method of rough determination of the quantity available in litters is to divide the pressure in psi, indicated by the gauge (*) with the number 15 and multiply this with the volume of the cylinder, i.e. 2.6. If the plastic mask has to be used, disconnect the tube of the other mask and connect it to the plastic one. Other procedures are the same. If not strictly necessary, the pressure in the cylinder should not come under 50 psi.
02. INSTALLATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
Smoking is prohibited within 10 feet of oxygen storage and dispensing equipment.
C
on
fid
en
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 knob (y) a few turns anticlockwise. Connect the mask with the cylinder (green: 3 liters per minute; red: 7 liters per minute). Press the plug (4) in the connection and turn it a quarter-turn clock wise. Check the connection by giving an outward pull which should cause no noticeable movement. Check if oxygen is flowing. A flow indicator (3) is installed in the tube. When oxygen is flowing, the red part is partly visible only. 03. AFTER USE Remove the mask from the passenger’s face. Close the valve by turning the yellow knob clockwise. Disconnect the mask. Put it in the case and close it.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
HEALTH
8.4
DIRECTIONS FOR USE OF OXYGEN APPARATUS
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
04. PORTABLE OXYGEN CONCENTRATOR (POC)
en
Definition: POCs are small, portable devices that work by separating oxygen from 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 rechargeable batteries or aircraft electrical power.
C
on
fid
The POC may subtitude the Portable Oxygen Bottle required by passenger with prior arrangement and approval by Garuda Sentra Medika (GSM). However Garuda does not provide the POC rather than passenger itself provide it with standard FAA approved POC. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
8.5
8.
HEALTH
8.5
MOUTH-TO-MOUTH RESCUE BREATHING
MOUTH-TO-MOUTH RESCUE BREATHING When, by any reason, breathing stops, a simple procedure called mouth-to-mouth rescue breathing often restores the breath of life. This method is described below. Place one hand under victim’s neck and lift. Tilt head back as far as possible by holding the crown of the head with your other hand.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Pull chin upward until the head is tilted back fully. This is essential for keeping the air passage
C
on
fid
en
Place your mouth tightly over victim’s mouth. Pinch nostrils shut. Breathe out hard enough to make the chest rise. For babies and very young children, cover both nose and mouth tightly with your mouth. Should there be any aesthetically objections, then cover nose and mouth with the handkerchief and breathe through it. Remove your mouth. Listen for sound of returning air. If you don’t hear it, recheck head position. Breathe again. If you still get no air exchange, turn victim on side and slap between shoulders to dislodge possible foreign matters, if necessary remove with fingers. Afterwards put head back in former position, see Fig.1. Remove mouth each time to let escape returning air.
For an adult, breathe vigorously about 16-18 times a minute. For a small child, take relatively short breaths, about 10-12 per minute. Don’t give up until the victim begins to breathe himself. If possible, call a doctor or ambulance promptly. Keep the victim warm and quite. END OF 8.5 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
HEALTH
8.5
MOUTH-TO-MOUTH RESCUE BREATHING
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
8.6
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURRING DISEASES 01. GENERAL In order to be able to deal with illness and accidents on board, flight attendants, and for cargo flights the cockpit crew, should have some knowledge of the symptoms of frequently occurring diseases, and of possible treatment. It should always be realized that this knowledge is very limited, and that, whenever necessary and possible, advice of a doctor or nurse should be sought. 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, Offer dry crackers.
en
03. EARACHE
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
This is caused by differences in air pressure, resulting in abnormal pressure on the eardrum. Relief of this pressure may be obtained by swallowing or yawning. Sweets or drinks may be served. The best remedy is swallowing with the nose closed during climb and pressing with the nose closed during descent. Swellings of the mucous membranes may be alleviated by administering a nose spray. Sleeping passengers should be awakened prior to descent. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
05. DIGESTIVE TROUBLE This may manifest in the shape of:
Gastric complaints (heartburn, belching). Advising abstinence from food and administration of a medicine of the following sorts may bring relief :
Roter (1 or 2 tablets)
Alka Seltzer (allow 1 tablet to dissolve in a glass of water)
Norit (a few tablets).
Hiccups (also if caused by alcohol consumption) Therapy: make the passenger, whilst holding his/her breath, stick out his tongue for a considerable period.
Diarrhea Here too, abstinence from food and administration of Norit, Enterovioform (1 tablets four times daily) at Feuilor (1 tablet three to four times daily).
Constipation
tia Y F 20 os or l C 19 fir op a -0 / y 206
This can, if necessary, be counteracted by a laxative (e.g. Nourilax), taking into account the length of time to elapse before the end of the journey. 06. CARDIAC AND VASCULAR DISEASES, PULMORY AFFECTIONS
on
fid
en
Passengers, suffering from heart disease, may show symptoms of cardiac weakness (general feeling of indisposition, weak and quick pulse, sometimes blue lips and nails). Oxygen should be administered at once, and, if possible, the cabin altitude should be reduced.
C
Patients suffering from spasm of the heart (angina pectoris) may be exposed to attacks during flight. If such a patient carries medicine to be taken in case of an 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. 07. ACUTE CASES OF ILLNESS The most frequent cases of acute illness which are to be anticipated amongst passengers and crew are:
Appendicitis Commences with sickness, sometimes vomiting, slight fever and pain, at first diffusely in the abdomen, later on specifically in the right-hand lower part. The abdomen should be kept still (deep breathing being painful) the patient cannot Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 2
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
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
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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, frequently attended by vomiting. Contrary to the above, the patient does not lie still but twists and writhes with pain, frequently walking around not knowing where to turn. These conditions are not very dangerous, although speedily medical attendance to alleviate the violent pains which can only the neutralized by means of morphine - is desirable.
C
on
fid
Treatment: administer warm clothes or hot water bottle on the painful spot; reassure the patient, administer a Bus Copan suppository. 08. GASTRIC HEMORRHAGE
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. 09. HEMORRHAGE OF THE LUNGS During a coughing-fit the patient vomits red, frontly blood, frequently one or more cupfuls. This is rarely a directly dangerous condition; the patient should be made to relax in his seat and reassured. A drink of ice water or a few block of ice in the mouth will do him/her no harm. 10. PAIN IN THE CHEST Apart from the affection mentioned under 07, viz spasm of the heart, which mainly affects elderly people, pain in the chest rarely constitutes a reason to deviate from Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
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.
12. TOOTH ACHE
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
13. FEVER
fid
en
Administration of hot compresses, Aspirin, Almedine
C
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 intercontinental routes may suffer from an attack of malaria. In most cases of an attack of fever of unknown nature it is undesirable that quinine or camoquine be administered before a blood test has been made. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
8.
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
15. APOPLECTIC FITS Apolectic fits may occur to elderly people during the journey, especially when the cabin temperature is high. The patient suddenly loses consciousness the head, however, is congestive (red) and not pale (as in the case of fainting), he/she is breathing deeply and often snoring irregularly, whereas in most cases the pulse is clearly perceptible. When he/she regains consciousness he/she is apt to suffer from paralysis. This paralysis may also occur suddenly without attending unconsciousness. These patients should not be laid down flat, but placed in a comfortable, half-sitting position; tight fitting garments should be loosened, and if the patient looks blue, oxygen should be administered. Furthermore, the PIC should be requested to decrease the flying altitude, and to apply for medical attendance at the next station. 16. EPILEPTIC FITS
tia Y F 20 os or l C 19 fir op a -0 / y 206
The patient, whilst at first appearing entirely normal, suddenly looks around him/her in a peculiar way. The eyeballs roll upwards, he/she sometimes cries out, and then lose consciousness. At first the muscles are taut, later on he/she starts violent motions with the arms, the legs and the head, whilst frothing at the mouth (frequently the mouth is covered with blood, due to his/her biting his tongue) and making water.
C
on
fid
en
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 : prevent the patient from injuring him/herself-place pillows and blankets around him/her - insert cork or handkerchief into his/her mouth to prevent him/her biting his/her tongue - quietly await the end of the attack. 17. EXHAUSTION (due to heat)
During a journey in tropical regions the cabin temperature is apt to rise unpleasantly. In these cases it is the steward’s duty to invoke the assistance of the flight engineer, in order to lower the temperature to a more comfortable level. When it is noticed that the passengers are perspiring unduly, an extra supply, however, causes the loss of a great deal of salt, symptoms of exhaustion, sometimes attended by spasm, may result. This may be prevented by supplying to the passengers daily, apart from great quantities of liquids, a few salt capsules. END OF 8.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
HEALTH
8.6
DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURING DISEASE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A 8.7
8.
HEALTH
8.7
COMMUNICABLE DISEASE
COMMUNICABLE DISEASE. Communicable Diseases define as: Any condition which is transmitted directly or indirectly to a person from an infected person or animal through the agency of an intermediate animal, host, or vector, or through the inanimate environment. A communicable disease is suspected when a traveler (passenger or a crewmember) has a fever (temperature of 38° C/100° F or greater) associated with one or more of the following signs or symptoms; appearing obviously unwell, persistent coughing, impaired breathing, persistent diarrhea. When a passenger with communicable disease is suspected, the flight attendant shall follow guidelines stated in OM-B2 Chapter 4.3.4 and inform to PIC as soon as possible. Then pilot-in-command shall report promptly to air traffic control (ATC) a suspected communicable disease, with transmission of the following information:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircraft identification Departure Aerodrome Destination Aerodrome Estimated time of arrival Number of person on board Number of suspected case(s) on board; and Nature of the public health risk, if known.
END OF 8.7
C
on
fid
en
1. 2. 3. 4. 5. 6. 7.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
HEALTH
8.7
COMMUNICABLE DISEASE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
8.
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
9.
OPERATING PROCEDURES TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.3.2 SELECTIONS OF ALTERNATE ....................................................................... 2 9.3.3 ALTERNATE AIRPORT WEATHER MINIMA.................................................... 3 9.3.4 NOMINATION OF ALTERNATES TO ATC ....................................................... 3 MINIMUM ALTITUDE ................................................................................................ 1
en
9.4
fid
9.4.1 MINIMUM FLIGHT ALTITUDE .......................................................................... 1
on
9.4.1.1 GENERAL ............................................................................................. 1
C
9.4.1.2 AIRPORT OPERATING MINIMA ........................................................... 1 9.4.1.3 FLIGHT BELOW PUBLISHED MINIMUM ALTITUDE ............................ 1 9.4.1.4 RESPONSIBILITY OF THE PILOT IN COMMAND................................ 1 9.4.1.5 MINIMUM FLIGHT ALTITUDE CORRECTION ...................................... 2 9.4.2 TYPE OF MINIMUM ALTITUDE ....................................................................... 5 9.5
WEATHER ................................................................................................................ 1 9.5.1 WEATHER MINIMA .......................................................................................... 1 9.5.2 APPLICATION FOR FLIGHT PLANNING ....................................................... 28 9.5.3 LOW VISIBILITY PROCEDURE ..................................................................... 30
9.6
FLIGHT PLANS ......................................................................................................... 1 9.6.1 OPERATIONAL FLIGHT PLAN ........................................................................ 2 9.6.2 ATC FLIGHT PLAN .......................................................................................... 3 9.6.3 COMPUTER FLIGHT PLAN ............................................................................. 5
9.7
DISPATCH RELEASE ............................................................................................... 1 9.7.1 MANUAL DISPATCH RELEASE ...................................................................... 1 Operation Manual Part A – 1st Edition
01 Oct 2016
■
Page 1
OM – A
9.
OPERATING PROCEDURES TABLE OF CONTENT
9.7.2 COMPUTERIZED DISPATCH RELEASE ......................................................... 3 9.8
WEIGHT AND BALANCE .......................................................................................... 1 9.8.1 WEIGHT DETERMINATIONS ........................................................................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.8.2 STANDARD LOAD SHEET............................................................................... 3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.1
9.
OPERATING PROCEDURES
9.1
GENERAL
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 9.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
9.
OPERATING PROCEDURES
9.1
GENERAL
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
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.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. Suitable airport (applicable for ETOPS/EDTO and non-ETOPS/EDTO) A suitable airport is an adequate airport with weather reports, or forecast, or any combination thereof, indicating that the weather conditions are at or above operating minima and the field condition reports indicate that a safe landing can be accomplished at the time of the intended operation. A check of the relevant NOTAMS is also required to check that the airfield and its equipment are available for the relevant period.
C
on
fid
03. Alternate Airport An airport to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the airport of intended landing. Alternate airports include the following: Takeoff alternate is an alternate aerodrome at which an aircraft can land should this become necessary shortly after takeoff and it is not possible to use the aerodrome of departure. En-route alternate is an aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en route. ETOPS/EDTO en-route alternate is a suitable aerodrome that is designated in a dispatch or flight release for use in the event of a diversion during ETOPS/EDTO. This definition applies to flight planning and does not in any way limit the authority of the pilot-in-command during flight. Destination alternate is an alternate aerodrome to which an aircraft may proceed should it become either impossible or inadvisable to land at the airport of intended landing.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
04. Emergency Airport Off-line airports not typically used by Garuda for normal operations, which may be available for use in the event of an emergency. Emergency airports are typically categorized by the level of support, facilities and risk to be expected, and are only used when a flight cannot continue either to its destination or to a suitable alternate due to a specific emergency. B. Airport Analysis
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; Air Traffic Services; Critical engine inoperative operations; Depressurization over critical area; (Special) Airport classification.
C
on
fid
en
Information to enable flight preparation staff, dispatch and flight crew to determine that airport of intended use is adequate shall at least to include: Runways, Taxiways, Ramp Areas; Air Traffic Service & Communications; Navigation aids and lightings; 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;
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
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).
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The gross takeoff flight path may be considered to extent from liftoff to the point where a height of 1500 feet above the takeoff surface is reached, or, the point where the transition from the takeoff to the clean configuration is completed and the speed for compliance with the final takeoff climb requirement is reached.
C
on
fid
02. Departure Climb Gradient The Instrument Departure Procedures are only applicable for aircraft with all engines operating. Therefore, when minimum climb gradient is published on certain airport as due to obstacle or noise abatement, flight crew shall ascertain 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): Climb Gradient =
Rate of Climb Ground Speed
in short: T/O Grad =
ROC G/S
in %
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 %.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
03. Landing Performance Flight crewmember shall asses landing performance prior to arrival at the destination or alternate airport in order to determine that sufficient landing distance exists for a landing to be accomplished with an adequate safety margin: On the runway intended use; In the conditions existing at the estimated time of arrival (ETA); In the aircraft configuration and with the means of deceleration that will be used for the landing. E. Aerodrome and En-route Operating Minima Garuda Indonesia’s presentation and application of aerodrome and en-route operating minima are stated in OM-C. 9.2.2
ENROUTE EMERGENCY AIRPORT In the event of en-route emergency (un-fightable fire, two-engine fail, etc.) on remote or sparsely populated areas, the flight crewmember shall be familiar with the availability of airport for landing (see ROM).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight crewmember shall also be familiar with certain local procedures such as PAL (Pilot Activated Lighting) operations, CTAF (Common Traffic Advisory Frequency), AFRU (Aerodrome Frequency Response Unit), etc. APPROVAL OF ROUTE Subpart E of the CASR Part 121 prescribes rules for obtaining approval of routes by all carrier. In respect of this, Garuda Indonesia has an obligation to conduct scheduled operation satisfactorily between airport over that route or route segment, and must ensure that the following facilities and services are available and adequate: Route width Required airport data Communication facilities Weather reporting facilities En-route navigational facilities Servicing and maintenance facilities RFFS in ETOPS Alternate Airport Dispatch centers. Flight following system and requirements
9.2.4
METHOD OF DETERMINING AIRPORT CATEGORIES Aerodromes are categorized in ascending order of difficulty from category A to category C. a. Category A aerodromes satisfy all of the following requirements: An approved instrument approach procedure; At least one runway with no performance limited procedure for takeoff and/or landing; Published circling minima not higher than 1000 feet AAL; and Night operations capability.
C
on
fid
en
9.2.3
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 4
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
b. Category B aerodromes do not satisfy the Category A requirements or require extra considerations such as: Non-standard approach aids and/or approach patterns; or Unusual local weather conditions; Unusual characteristics or performance limitations; Any other relevant considerations include obstructions, physical layout, lighting, etc. c. Category C aerodromes require additional considerations to Category B aerodromes. Airport that has no instrument approach procedure is categorized as Category C airport. The list of aerodromes categorized as B or C, as well as the associated particularities is given in OM-C Chapter 2.2 9.2.5
RESCUE AND FIRE FIGHTING SERVICE (RFFS)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Ref ICAO Annex 6. In principle, the published RFFS category for the aerodrome used for a given flight should be equal to or better than the airplane RFFS category. However, if the airplane category is not available at one or more of the aerodromes, the operator should ensure that the aerodrome has the minimum level of RFFS which is deemed acceptable for the intended used.
on
fid
en
Intended operations to aerodromes with RFFS categories below the levels specified in Annex 14, Vol I, Chapter 9.9.2, should be coordinated between the Garuda Dispatcher and the aerodrome operator.
C
Aircraft Type and Minimum RFFS Category
Aircraft Type
* Departure / Destination
** Departure and destination aerodrome in case of temporary downgrade and Take-off alternate, destination alternate & en-route alternate
ETOPS / EDTO Enroute alternate
B777-300ER
9
7
4
A 330 – 300
9
7
4
A 330 – 200
8
6
4
B 737-800/-8
7
5
4
CRJ 1000
7
5
4
ATR72-600
5
4
4
Note: * When the number of movements of the aircraft in the highest category normally using the aerodrome is less than 700 in the busiest consecutive three months, the category provided may be one lower than the determined category.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
** Departure and destination aerodrome in case of temporary downgrade and Takeoff alternate, destination alternate and en-route alternate aerodromes, two categories below the aircrafts RFFS category, but not lower than Category 4 for aircrafts with maximum certificated take-off mass of over 27 000 kg and not lower than Category 1 for other aircrafts. 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. 9.2.6
NOTAM AND AIP SUPPLEMENT AIP (Aeronautical Information Publication) is a legal documents issued by States and takes priority over other source of aeronautical information. It has publication and effective dates.
tia Y F 20 os or l C 19 fir op a -0 / y 206
NOTAM (ICAO Annex 15): A notice, distributed by means of telecommunications, containing information concerning the establishment, condition, or change in any aeronautical facility service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.
en
NOTAMs are presented from the ATC briefing office or approved source (Jeppesen). Some States continue to use the name “NOTAMs Class 1”.
C
on
fid
AIP Supplements are (Annex 15): Temporary changes to the information contained in the AIP, which are published by means of special pages. Some States continue to use the name “NOTAMs Class 2”. 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
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. This provision applies to Station Base/Hub
fid
en
b) Dedicated Desk Dedicated desk is a desk that have been designated at airport area and 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.
on
This provision applies to Station other than Base/Hub.
C
c) Cockpit Briefing Package can be delivered to transit flight crew in Cockpit. Communication 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
The MET briefing shall include: Forecast for the aerodrome of departure and takeoff alternate For flights of 2 hours or less the most recent actual reports for the aerodrome of departure and takeoff alternate, trend forecast and runway reports for destination, alternates and other aerodromes involved. Runway reports and aerodrome warnings and other information on hazardous weather conditions for the aerodrome of departure and takeoff alternate. Information on the expected en-route upper winds and temperatures. Information on the expected significant en-route weather (preferably Significant Weather Charts), Jet streams and where required tropopause height. Adverse weather operations: Icing Conditions: The latest and the following trend weather condition; Taxi times; Hold Over Time; and Other relevant factor before takeoff.
Tropical Cyclone/Typhoon Name; Speed of movement; Position and trajectory; Route to be flown; Suggestion for avoidance. (Refer OM-A Chapter 14)
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Thunderstorm Position; Trend weather; Microburst and wind shear. The documentation provided shall cover the flight in respect of time, altitude, and 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.
C
on
fid
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
e) NOTAMS Any information regarding the establishment, condition, changes in any aeronautical facility, service, procedure, or hazards to such flight. 9.2.8
AERODROME PAVEMENT BEARING STRENGTH 01. THE AIRCRAFT CLASSIFICATION NUMBER - PAVEMENT CLASSIFICATION NUMBER (ACN/PCN) SYSTEM ICAO has developed a single system for determining the weight limitation of aircraft operating on airport pavements by procedure of comparing an Airport’s Pavement Classification Number (PCN) with an Aircraft’s Classification Number (ACN). An aircraft having an ACN equal to or less than the PCN can operate without weight restriction on the pavement. This system replaces all previous methods used by airports to report their pavement capabilities. The detailed procedures used for the development of the ACN/PCN numbers are described in the appropriate ICAO documents.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. THE AIRCRAFT CLASSIFICATION NUMBER (ACN) The ACN is calculated taking into account the weight of the aircraft, the pavement type, and the subgrade category. ACN values for selected aircraft have been calculated by ICAO using two computer programs, one for rigid pavements and one for flexible pavements.
en
Manufactures will calculate ACNs for new aircraft as they come into service will publish the results in Flight manuals.
C
on
fid
The tables give ACN values for two weights, one at maximum authorized takeoff weight and a lower representative operating weight empty. If the aircraft is operating at an intermediate weight, the ACN value can be calculated by a linear variation between the limits. Extrapolation is not permissible. With a known PCN value the maximum authorized takeoff weight can be determined. 03. PAVEMENT CLASSIFICATION NUMBER (PCN) PCN are reported in AGA 2 and AGA 3 of the AIP as a five part code. Apart from the numerical value of the PCN the report includes the pavement type (rigid or flexible) and the subgrade support strength category. Additionally, provision is made in the report for the airport authority to place a limit on maximum allowable tire pressure if this is a constraint. Finally, an indication is given whether the pavement was evaluated by technical means or by past experience of aircraft use of the pavement. Details of the five elements of the code are : a. The PCN number b. The type of pavement : R = Rigid F = Flexible c. The pavement subgrade category : A = High subgrade strength Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 9
OM – A
9.
OPERATING PROCEDURES
9.2
AERODROMES
B = Medium subgrade strength C = Low subgrade strength D = Ultra low subgrade strength d. The maximum tyre pressure authorized for the pavement : W = High, no limit X = Medium, limited to 217 psi (1.5 MPa) Y = Low, limited to 145 psi (1.0 MPa) Z = Very low, limited to 73 psi (0.5 MPa) e. Pavement evaluation method : T= Technical evaluation U = By experience of the aircraft actually using the pavement 04. OPERATING PROCEDURES Normal Operations Provided a pavement PCN is equal to or greater than the ACN of the aircraft, unlimited use of the pavement is permitted. For comparison, elements b and c in ACN and PCN code should be similar.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Overload Operations for flexible pavement, occasional movements by aircraft with ACN not exceeding 10% above the reported PCN should not adversely affect the pavement; for rigid or composite pavements, in which a rigid pavement layer provides a primary element of the structure, occasional movements by aircraft with ACN not exceeding 5% above the reported PCN should not adversely affect the pavement; if the pavement structure is unknown, the 5% limitation should apply; and the annual number of overload movements should not exceed approximately 5% of the total annual aircraft movements. Such overload movements should not normally be permitted on pavements exhibiting signs of distress or failure. Furthermore, overloading should be avoided during any periods of thaw following frost penetration, or when the strength of the pavement or its subgrade could be weakened by water. Where overload operations are conducted, the appropriate authority should review the relevant pavement condition regularly, and should also review the criteria for overload operations periodically since excessive repetition of overload can cause severe shortening of pavement life or require major rehabilitation of pavement. Garuda Indonesia will not plan to operate into airports that do not meet the requirement. Garuda Indonesia minimum requirements with respect to runway and apron bearing strength. Navigation Support Department (CGKOSNGA) is in charge with the supervision of the subject. This implies that routine NOTAM on Load Classification Number (LCN) etc., need not be considered for day to day flight preparation. END OF 9.2
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 10
OM – A
9.3
ALTERNATE AIRPORT
9.3.1
ALTERNATE REQUIREMENTS
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
No aerodrome shall be designated as a destination alternate unless the airplane, at the weight anticipated at the time of arrival at such aerodrome can meet the landing distance required as shown in the operating manual for the altitude of the aerodrome and in accordance with other applicable operating requirements for the alternate aerodrome. Since the choice of alternate influences the basic block fuel, for that reason alternates must be chosen by considering: Flight planning minima for alternates (visibility/ceiling: see OM-A chapter 9.5.1) Weather (wind and precipitation) Runway length and conditions. NOTAM information, opening hours, other ROM and aerodrome limitation Aircraft equipment. Alternate will normally be selected from those listed in the ROM for each regular aerodrome.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If weather forecasts of destination and alternate are well above limits and the area is known for stable conditions and accurate forecasting, the alternate requiring the least amount of alternate fuel must be selected.
C
on
fid
en
The alternate requiring the least amount of fuel can also be selected in conditions less favorable, considering: Auto-land capability Available approach aids Low visibility procedures Likelihood of diversions etc. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
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).
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 for a period of 2 hours prior to until 2 hours after ETA.
9.3.2
C
on
fid
en
For each flight into isolated airport, must ensure: The designation of a point of safe return (PSR). The flight does not continue past the PSR unless a current assessment of meteorological condition, traffic, and other operational conditions indicate that a safe landing can be made. SELECTIONS OF ALTERNATE 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
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.
9.3.3
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. ALTERNATE AIRPORT WEATHER MINIMA
NOMINATION OF ALTERNATES TO ATC
C
9.3.4
on
fid
en
No person may list an airport as an alternate airport in the dispatch or flight release unless the appropriate weather reports or forecasts, or any combination of those 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 that airport when the flight arrives.
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
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
9.
OPERATING PROCEDURES
9.3
ALTERNATE AIRPORT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.4
MINIMUM ALTITUDE
9.4.1
MINIMUM FLIGHT ALTITUDE
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
9.4.1.1 GENERAL Garuda Indonesia establish Minimum Flight Altitude (MFA) and the method to determine them for all routes to be flown, which provide the required terrain clearance taking into account the applicable performance requirements. Where MFA is established by over-flying States are higher than those established by Garuda Indonesia, the higher value shall be applied. Minimum altitude information is provided in OFP, Approach and Route Charts. The following shall be taken into account when establishing MFA: The accuracy with which the position of the aircraft can be determined. The probable inaccuracies in the indications of the altimeter used. The characteristics of the terrain along the routes or in the areas where operations are to be conducted (e.g. sudden changes in the elevations). The probability of encountering unfavorable meteorological conditions. Possible inaccuracies of aeronautical charts.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
In fulfilling the above requirements, due considerations shall be given to: Correction for temperature and pressure variation from standards. ATC requirements; and Any possible contingencies along planned route. 9.4.1.2 AIRPORT OPERATING MINIMA
C
on
fid
The published operating minima for each airport shall be not lower than those established by the state in which the airport is located (see OM-A Chapter 9.5.1-01). 9.4.1.3 FLIGHT BELOW PUBLISHED MINIMUM ALTITUDE
Except for the purpose of takeoff and landing, a flight shall not be operated below the applicable published minimum altitude. When conducted visual or circling approaches, adequate visual reference shall be maintained. When being radar vectored, minimum vectoring altitudes apply which are the responsibilities of the radar controller. 9.4.1.4 RESPONSIBILITY OF THE PILOT IN COMMAND The Pilot in Command shall determine all the minimum safe altitude of the flight in accordance with the reference as specified in the route chart of Jeppesen / Garuda Indonesia /or other approved chart (such as Indo Avis), area chart, approach chart, SID, STAR and the information provided in the operational flight plan. Application of the lateral navigation procedures in combination with respective FCOM procedures should ensure that the required navigational accuracy is maintained under all conditions. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
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-incommand 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.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 enroute phase of flight. In order to be prepared for emergency conditions, it is recommended to count the required correction before entering an area where minimum altitude is high. At high altitude and under very low temperature conditions, the required corrections may equal or exceed the vertical clearance of certain MFA. Some states may also prescribe pressure altimeter corrections.
C
on
9.4.1.5 MINIMUM FLIGHT ALTITUDE CORRECTION a. Pressure Correction An altimeter set to standard (1013.2 hPa) must be corrected for pressure deviations to obtain true altitude. When QNH is above 1013.2 hPa, true altitude will 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
See also OM-A Ch 12.5.5 correction when barometric pressure is above 1013 hPa. b. Temperature Correction Calculated Minimum Safe Altitudes must be adjusted when the ambient temperature on the surface is below ISA.
on
fid
en
A correction of 4% height increase per 10ºC below ISA may be used for temperature above minus 15ºC. for lower temperatures; a more accurate correction should be obtained from tables below. Values are calculated at sea level, and they are conservative when applied at higher altitude.
C
Rule of thumb: for each ºC below standard, add 4 feet per 1000 feet to the published altitude. Table 1 Low temperature altitude correction EN-ROUTE MORA (feet) 5000 10.000 15.000 20.000 Temp ºC Std – 5 90 190 300 410 Std – 10 190 390 600 840 Std – 15 290 590 920 1290 Std – 20 390 800 1260 1750 Std – 25 490 1030 1610 2240 Std – 30 600 1260 1970 2750
25.000 540 1090 1680 2290 2930 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).
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
Table 2 Low Temperature Altitude Correction Terminal Area A/D Temp (ºC)
0
- 10
- 20
- 30
- 40
- 50
20
20
30
40
50
60
20
30
50
60
80
90
30
40
60
80
100
120
30
50
70
100
120
150
40
60
90
120
150
180
50
80
120
150
190
240
60
100
140
190
240
300
90
150
210
280
360
450
120
200
280
380
480
600
170
290
430
570
720
890
230
390
570
760
970
1190
290
490
710
950
1210
1500
HAA (feet)
200 300 400 500 600 800 1000 1500 2000 3000 4000 5000
tia Y F 20 os or l C 19 fir op a -0 / y 206
See OM-A Ch 12.5.6 for Low Temperature Altitude Correction on Departure Airport
fid
en
c. Strong Wind over Mountainous Terrain Area The combination of wind and mountainous terrain can cause local changes in atmospheric pressure due to Bernoulli Effect. This occurs particularly when the wind direction is across mountain crests or ridges. It is not possible to make an exact calculation, but studies have indicated that under extreme conditions (80 knots wind speed at 100 feet HAA), an altimeter error of up to 800 feet are possible.
C
on
Severe turbulence or severe mountain waves may reduce altitude keeping capability. When this condition is expected, altitude deviation of over 2000 feet is possible. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.4.2
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
TYPE OF MINIMUM ALTITUDE A. Minimum En-route Altitude (MEA) The minimum en-route altitude (MEA) is the lowest altitude a pilot can fly en-route. The MEA provides obstruction clearance within 5 statute miles of the airway centerline. MEA guarantees clearance of: 1) 1000 feet above the highest obstruction in non-mountainous terrain, or 2) 2000 feet above the highest obstruction in mountainous terrain, rounded off to the next higher increment of 100 feet. The lowest MEA is 2000 feet. In addition to obstruction clearance, the MEA also guarantees reception of a navigational signal at any point along the airway. The pilot flying at or above the MEA can be assured that proper obstruction clearance and usable navigational signals are reliable.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
On Jeppesen charts the MEA is shown the airway centerline. It is often the first of the two altitudes listed, or, if only one is shown, it is the MEA.
C
Airway width is actually four miles either side of centerline, however obstruction clearance criteria is provided five SM either side of airway centerline. B. Minimum Obstruction Clearance Altitude (MOCA) MOCA guarantees the same obstruction clearance as MEA. The major difference is that MOCA only assures reliable navigation signal within 22 NM of the VOR facility. On Jeppesen chart, MOCA identified by letter T indicates the obstruction is terrain.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
C. Minimum Off-Route Altitude (Route MORA) The minimum off-route altitude (MORA) provides obstructions clearance within 10 NM of the route centerline (regardless of the route width) and fixes. MORA guarantees clearance of: 1000 feet above the highest obstruction up to and including 6000 feet, or 2000 feet above the highest obstruction exceeding 6000 feet.
C
D. GRID MORA
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Figures found in a or b should be rounded off to the next higher increment of 100 feet. The lowest MORA is 2000 feet. On Jeppesen charts the MORA is identified by letter a.
Grid MORA is a MORA, which provides obstruction clearance within a specified Latitude and Longitude, normally 2 degree of Lat/long. Depending on the scale, two or more sections may be covered by one Grid MORA.
An off-route or flight diverges from designated route due to ATC, Weather, Navigational inaccuracy or any other reason shall not be flown below MORA or Grid MORA unless: Adequate visual reference can be maintained. The aircraft position is within an area where lower minimum altitudes are applicable. When radar vectoring is provided by an ATS unit.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
E. Minimum Sector Altitude (MSA) Altitude depicted on an instrument approach chart and identified as the minimum sector altitude (MSA) which provides a 1000 feet obstacle clearance within a 25 NM radius from the primary navigational facility upon which the instrument approach procedure is predicated. If the radius limit is other than 25 NM, it is stated. This altitude is for emergency use only and does not necessary guarantee NAVAID reception. When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors are referred to as Minimum Sector Altitudes. MSA is shown in a circle. When segments have different altitudes the dividing lines are clearly shown as magnetic bearing toward the facility with MSA figures in each segment. The facility is always identified in the procedure. The localizer facility is not used in determining MEAs. F. Minimum IFR Altitude The minimum altitudes for IFR operations are published on aeronautical charts for airways, routes and for standard instrument approach procedures.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
If no applicable minimum altitude is prescribed the following minimum IFR altitudes apply: 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 Other than mountainous areas, 1000 feet above the highest obstacle within a horizontal distance of 5 statute miles from the course to be flown; or As otherwise authorized by the Administrator or assigned by ATC.
C
G. Related Information Minimum Crossing Altitude (MCA) Despite using MEAs, a route segment may be defined vertically by crossing altitude at a specified point. A MCA for a point on arrival, initial / intermediate and non-precision approach segment provides obstacle clearance at and before that point.
Obstacle Clearance Height / Altitude (OCH/A) The OCH/A is the minimum obstacle safe height / altitude of the final approach segment. It determines the Minimum Descent Altitude (MDA) for the nonprecision approach and the Decision Altitude (DA) for the precision approach.
Departure route Departure routes (SIDs or omni directional departures) are protected against obstacle by an up sloping surface. Unless otherwise indicated, the gradient of this surface is 3.3%. It may be located below the applicable minimum en-route altitude, but as long as the aircraft remains above the up sloping departure surface and within the departure route limits, obstacle clearance will be assured. Any MCA must be reached at the given point to ascertain sufficient obstacle clearance beyond that point.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.4
MINIMUM ALTITUDE
Lowest Usable Flight Level For flight outside controlled airspace including below the lower limit of controlled airspace, e.g. when forced to descend by system malfunctions, the determination of the lowest usable flight level is the responsibility of PIC, taking into account current or forecast QNH and temperature. When operating below controlled airspace, the accumulated pressure and temperature correction may affect a flight level or altitude in controlled airspace. Clearance from appropriate ATC must then be obtained.
H. Minimum VFR Altitude Day VFR operations: The minimum VFR flight altitudes during the day are 1,000 feet above the surface or mountain, hill, or other obstruction to flight. I.
Minimum Vectoring Altitude (MVA)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Established for use by ATC when radar ATC is exercised. MVA are chart prepared by air traffic facilities at locations where there are numerous different minimum IFR altitudes. Each MVA chart has sectors large enough to accommodate vectoring of aircraft within the sector at the MVA. Each sector boundary is at least 3 miles from the obstruction determining the MVA. To avoid a large sector with an excessively high MVA due to an isolated prominent obstruction, the obstruction may be enclosed in a buffer area whose boundaries are at least 3 miles from the obstruction. This is done to facilitate vectoring around the obstruction. The minimum vectoring altitude in each sector provides 1000 feet above the highest obstacle in non-mountainous areas and 2000 feet above the highest obstacle in designated mountainous areas. Where lower MVAs are required in designated mountainous areas to achieve compatibility with terminal routes or to permit vectoring to an IAP, 1000 feet of obstacle clearance may be 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
OM – A
9.5
WEATHER
9.5.1
WEATHER MINIMA
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. APPLICATION The published approach minima on the Garuda Indonesia approach charts are based on full operation of all components and visual aids associated with the particular instrument approach procedure.
C
on
fid
en
Unless otherwise required by local procedures, when commencing an Instrument Approach, no pilot may continue an approach past the FAF (Final Approach Fix), or where a final approach fix is not used, begin the Final Approach Segment of an Instrument Approach Procedure unless the latest reported visibility to be equal to or more than the visibility minimums prescribed for that procedure. If reported Weather conditions are received after passing FAF (Final Approach Fix), an Instrument Approach may be continued down to DA/H or MDA/H. Here is an example for local procedures of UK Approach Ban as follows; the approach shall not be continued below 1000ft above the aerodrome if the relevant RVR/Visibility for that runway is at the time less than the specified minimum for landing. If after passing 1000 feet, the reported RVR/Visibility falls below the applicable minimum, the approach may be continued to DA/DH or MDA/MDH. If one or more component visual aids are inoperative or not used, the minima are published on the appropriate column of the approach minima. The same applies for the inoperative equipment of the related aircraft. 03. DEFINITIONS AND REGULATIONS Ceiling Ceiling (ICAO) is the height above the ground or water of the base of the lowest layer of cloud below 20.000 feet covering more than half the sky. Note: When there is no clearly defined cloud base, a vertical visibility is sometimes reported. This shall then be taken as ceiling. The reported ceiling or vertical visibility is normally measured above the official airport elevation. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Decision altitude (DA) or decision height (DH) A specified altitude or height in the precision approach or approach with vertical guidance at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note: Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation. 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 to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In Category III operations with a decision height the required visual reference is that specified for the particular procedure and operation. Level flight after reaching DH/DA is prohibited. At or before reaching the DH/DA, the decision must be made either continue the approach to land or to go around.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Descent limit The descent limit is a safe altitude or height below which visual cues must permit assessment of aircraft position and deviation tendency in relation to the ideal approach path.
en
Descent limits are nominated and referenced according to the approach procedure being used.
on
fid
CATEGORY OF OPERATION
C
ILS CAT II and CAT IIIA ILS CAT I and PAR
DESCENT LIMIT Decision height (DH) Reference datum: threshold elevation Identified by radio altimeter (RA). Decision altitude (DA) Reference datum: mean sea level. Identified by pressure altimeter. Minimum descent altitude (MDA) Reference datum: mean sea level. Identified by pressure altimeter.
Non-precision
Note: The figures between brackets published on the approach charts in the minima box represent the difference between the DA and the threshold elevation (HAT) and between the pertinent MDA and the aerodrome elevation (HAA). In those cases where the threshold elevation is more than 7 feet below the aerodrome elevation, the figure refer to the height above threshold elevation (HAT). Final approach segment That segment of an instrument approach procedure in which alignment and descent for landing are accomplished. The final approach segment commences at the final approach fix or facility (FAF: non-precision approaches) or final approach
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
point (FAP: precision approaches) and is profiled on the lower part of the approach chart. Type of Instrument Precision Approach
Decision Altitude/Height (DA/DH)
Visibility
ILS CAT I
DA ≥ 200 feet above threshold elevation
Vis ≥ 800 m or RVR ≥ 550 m
ILS CAT II
100 feet ≤ DH < 200 feet above threshold elevation
TDZ RVR ≥ 350 m
ILS CAT III A
DH < 100 feet above threshold elevation
TDZ RVR ≥ 200 m
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Minimum descent altitude (MDA) or minimum descent height (MDH) A specified altitude or height in a non-precision approach or circling approach below which descent must not be made without the required visual reference. Minimum descent altitude (MDA) is referenced to mean sea level. Minimum descent height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7 feet) below the aerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation. 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 to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the runway environment. Missed Approach Point (MAP) The MAP specified on an instrument approach procedure is the point in an instrument approach, where the prescribed missed approach procedure must be initiated if the required visual reference has not been obtained. The missed approach point may be: the point intersection of an electric glide path with the applicable DA or DH, or a navigational facility, or a fix, or a specified distance from the final approach fix or facility. DR by timing (FRG 6.4.6.03a) 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
Circling approach A combined instrument/visual approach consisting of an instrument let down using a ground based approach aid, followed by a circuit or part of a circuit. The circuit is flown fully visual and is intended to line up the aircraft with the extended centerline of the landing runway, The Visual Maneuvering Area of a Circling Approach is the obstruction clearance area which shall be considered for aircraft maneuvering to land 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: If both the alignment criteria above are not met, the straight in minima is not applicable. Use the lowest circling minima as stated on OM-A Chapter 9.5.1-07.F.
The radius of aircraft are: CATEGORY OF AIRCRAFT/IAS Radius from threshold (NM)
C/180 Knots 4.20
D/205 Knots 5.28
Radius varies with the aircraft category Visual maneuvering area of a circling approach Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Visual Maneuvering Area of a Circling Approach Not Considered For Obstacle Clearance It is permissible to eliminate from consideration a particular sector where a prominent obstacle exist in the visual maneuvering area of a circling approach outside the final approach and missed approach area. This sector, within the circling area, is bounded by the dimensions of ICAO Annex 14, the instrument approach surfaces.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When this option is exercised, the published procedure prohibits circling within the total sector in which the obstacle exists.
Obstacle Clearance Limit (OCL) = OCA /OCH The height below which the minimum prescribed vertical clearance cannot be maintained either on approach or in the event of a missed approach.
fid
en
Obstacle clearance is the primary safety consideration in developing instrument approach procedures.
C
on
OCH is the lowest height above threshold or aerodrome elevation and OCA is the lowest altitude, which can be used as a descent limit to comply with the appropriate obstacle clearance criteria. 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. Required visual reference The visual reference on which the quality and duration must be sufficient to permit assessment of aircraft position and the rate of change of position in relation to the desired flight path in order to continue the approach safely to the touch down zone. The required visual reference depends on the type of approach respectively. See associated type of approach.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Runway Visual Range (RVR) RVR is an instrumentally derived value that represents the horizontal distance a pilot will see down the runway from the approach end. It is the maximum distance in the direction of the takeoff or landing, at which the runway or the specified lights or markers delineating it, can be seen from a position above a specified point on its centerline at a height corresponding to the average eye level of pilots on touch down. When an observer determines the visibility along the runway, the horizontal distance is sometimes called “Runway Visibility Value” or RVV and may be used in lieu of RVR. On the Garuda Indonesia approach charts only the abbreviation RVR is used. Takeoff weather minima The minimum ceiling and visibility (or RVR), as well as maximum wind at which pilot is allowed to make a takeoff.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Touch Down Zone (TDZ) The portion of the runway beyond the threshold, where it is intended landing airplanes first contact the runway. Touch Down Zone Aiming Point
en
The first 300 meters (or 400 meters when runway length 2400 meters) of the runway measured from the beginning of the threshold.
on
fid
Touch down Zone elevation The highest elevation on the touch down zone.
C
Visibility (see also RVR) Horizontal or general visibility, in short “Visibility”, is the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and lighted objects by night: It shall be used where no RVR exist or when weather conditions are better than the visibility value below which RVR is reported (1500 meters). When the reported visibility is less than 800 m, the airport operating landing minima shall not be used for landing operations unless RVR information is provided, and, only when the crew and aircraft is certified for such operations. 04. APPROACH AIDS The type of approach facility or fix and its position related to the extended runway centerline, determine the kind of approach procedure on the minima calculation is based. Position fixing capabilities and position accuracy are also parameters for the calculation of weather minima. 05. AIRCRAFT (APPROACH) CATEGORIES The type, performance, handling characteristics and airborne equipment of the aircraft have a direct effect on the airspace and capability and visibility needed to
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
perform certain maneuvers, such as final alignment circle to land.
correction to land and
In this respect, Garuda Indonesia has established the following 3 groups of aircraft and will be referred to when landing minima are published in the minima box on the approach charts. AIRCRAFT APPROACH CATEGORY CATEGORY B
CATEGORY C
ATR 72-600
CATEGORY D
A330*
B777-300ER
B737-800/-8**
B737-800/-8**
CRJ-1000 * Although the A330 has been classified as a CAT C aircraft, the 600 feet circling minimum HAA is considered to be too low. Therefore, CAT D circling minima shall be applied. ** The B737-800/-8 series airplanes are classified as Category “C” or “D” airplanes, depending upon the maximum certified landing weight.
06. TAKEOFF MINIMA A. GENERAL
tia Y F 20 os or l C 19 fir op a -0 / y 206
Category B, C and D follows the weather minima policy as laid down in this publication OM-A Chapter 9.5.1-07.F.
C
on
fid
en
Takeoff minima are established in such a way that adequate outside visual reference can be expected to exist when: Accelerating the aircraft to V1 and bring it to a stop, or Continuing the ground roll and the takeoff. These requirements normally result in standard takeoff minima. If state 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. Standard Takeoff Minima Standard take off minima is used when one or more of the factors required for lower than standard take off minima do not apply, cannot be adequately addressed or uncertain. If the RVR is reported for the takeoff runway the reported RVR will be used instead of reported visibility.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
STANDARD TAKE OFF MINIMA Aircraft TDZ RVR or Mid RVR Rollout RVR Condition Visibility Standard Advisory (if RVR 1600 m Advisory (if *(1) (2 engine) VIS 5000 feet reported) reported)*(1) (1SM)
Remarks Use Mid if TDZ RVR is Inoperative Lowest vis for FO to Takeoff
Lower than Standard Takeoff Minima
RVR 400 m VIS 1600 feet (1/4 SM)
RVR 350 m (1200 feet)
C
(all must be operative): CL, RCLM, and TDZ and Roll out RVR or three RVR
tia Y F 20 os or l C 19 fir op a -0 / y 206
LOWER THAN STANDARD TAKE OFF MINIMA TDZ RVR or Rollout Mid RVR Visibility RVR
on
Marking/Lighting Condition (at least one must be operative): CL or RCLM or HIRL*(2) (all must be operative): CL, and Two operative RVR
Advisory (if reported)*(1)
RVR 150 m (500 feet)
Advisory (if reported)*(1)(3)
RVR 150 m (500 feet)
Remarks
Advisory (if reported)*(1)
Use Mid if TDZ RVR is inoprative Captain's Takeoff Standing Takeoff
RVR 300 m (1000 feet)
Use Mid if TDZ or Rollout RVR is Inoperative Captain's Takeoff Standing Takeoff
en
When the reported weather is below the Standard Takeoff Minima, the lower than standard take off minima apply. Takeoff alternate is available Captain will takeoff. Standing takeoff should be performed.
fid
RVR 150 m (500 feet)
If 3 RVR's reported, all 3 control. If any RVR is inop, the other two are required. Captain's Takeoff Standing Takeoff
: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: a touchdown zone RVR report if a touchdown zone report is not available or a rollout RVR report if a rollout RVR report is not available. *(1)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 8
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Takeoff Ceiling minima A minimum ceiling for takeoff is normally not prescribed. If minimum ceiling is published in the charts, this is due to the requirement to see and avoid obstacles. Publication of takeoff minima Usually Authority establishes takeoff minima for every airport that has published Standard Instrument Procedures. At airports where take-off minima are not established, the designated Standard Takeoff Minima shown in table under OM-A Chapter 9.5.1-06.A is applied. Only non-standard takeoff minima are published on the Route documentation or Airport Charts. B. OPERATIONAL APPLICATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. All factors such as crosswind, precipitation, runway contamination, vehicular movement, mental/physical fatigue, etc. shall be evaluated.
on
fid
en
Moreover, the following conditions must be met: The visual range observed from the cockpit must be equal to or better than the published take-off visibility minimum; When no RVR is given, uniform atmosphere must exist without sharp variations in visibility due to patches of fog.
C
C. THE STANDARD TAKEOFF ALTERNATE MINIMA 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 9
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Lighting Elements in Operation High Intensity approach and runway lighting Any type of lighting installation other than obove No lighting
Reported Visibility X (...) = RVR Day Night 1.5
2.0
1.0
1.5
1.0
N/A
Caution: The table must not be used for calculating: Takeoff minima, CAT II/III minima, circling minima, for planning pupose, or when reported RVR is available. The approach and landing operations are not authorized when the prevailing visibility is below 800 meters or the Converted Meteorological Visibility (CMV) is below 800 RVR unless RVR reporting is available for the runway of intended use. 07. LANDING WEATHER MINIMA
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. ESTABLISHING OF LANDING MINIMA
on
fid
en
Landing minima are established taking into account the following components: Descent limit (The higher of Company minimum, State minimum or OCH/A), Visibility (VIS/RVR, The higher of Company minimum or State minimum), Ceiling (State may establish ceiling minima. If so, such minima will be published. A ceiling minimum is not prescribed as criteria for approach initiation).
C
The visibility or RVR is the required weather condition for approach initiation and allows an instrument approach down to the prescribed descent limit regard to the reported ceiling. To facilitate evaluation of the reported ceiling, the height above threshold or aerodrome elevation of the pertinent descent limit is published on the approach chart in the minima-box (value between brackets). The published minima are based on full operation of all components and visual aids associated with the instrument approach procedure as published on the approach chart, assuming satisfactory operation of the required aircraft equipment. In case components or visual aids are inoperative or not used, see component out table. The published minima, adjusted for “components-out” and/or aircraft deficiencies if such should be appropriate, are referred to as “prescribed minima”. Related wind limitations can be found in the relevant section of the FCOM. Application of Reported Weather Minimums The ceiling and visibility values in the main body of the latest weather report control for VFR and IFR takeoffs and landings and for instrument approach procedures on all runways of an airport. However, if the latest weather Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 10
OM – A
9.5
WEATHER
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 rollout 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 in R/T to aircraft, not necessarily however in the sequence of the alphabet. Whatever method used to identify multiple RVR’s, the TDZ RVR is always given first, followed by subsequent RVR along the runway. The report may accordingly take the sequence C.B.A implying that C is touchdown RVR. For the opposite runway, the sequence is A. B. C. Practices vary however. Subsequent or additional RVR’ s are in some countries referred to as midpoint and roll-out RVR’ s. GARUDA INDONESIA avoids to use these terms as the exact locations of the associated transmissometer are not indicated on the aerodrome chart, and the roll out length vary with aircraft category. Subsequent or additional RVR values are normally not published on the approach chart, unless values in excess of 175 meters are locally required.
C
on
fid
en
OPERATING PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.
Requirement for visual reference The instrument approach shall not be continued below published operating minima unless the required visual reference is obtained and can be maintained. Before descending below the descent limit, the flight visibility must be equal to or better than the prescribed visibility in order to provide an adequate visual ground segment. The length of the visual segment must enable pilots to see the visual cues needed to assess the aircraft’s position, bank angle and cross track velocity relative to the approach lights or the runway. For roll reference, sights of one or more elements providing horizontal information is required (cross bars, red side barrettes, and threshold).
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 11
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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. Commencement of the approach In connection with the application of landing minima, an instrument approach procedure is supposed to commence about 2 NM before the beginning of the final approach segment, i.e. 2NM before the final approach facility, fix or point (FAF, FAP).
C
fid
on
Basic facilities: (BALS)
en
Intermediate facilities: (IALS)
Nil facilities: (NALS)
Comprising runway markings, 720 m or more of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Light must be ON. Comprising runway markings, 420 719 m of HI/MI approach lights, runway edge lights, threshold lights and runway end lights. Light must be ON. Comprising runway markings, 420 m of HI/MI approach lights, any length of approach lights, runway edges lights, threshold lights and runway end lights. Light must be ON. Comprising runway markings, runway edge lights, threshold lights, runway end lights or no lights at all.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Lighting and Marking Facilities: Full facilities: (FALS)
B. ILS CAT I OPERATION Precision approach shall not be continued when conditions are below the specified operating minima. The following is applicable to operations with a DA not less than 200 feet HAT and a visibility is not less than 800 m or not less than applicable RVR (Cat C aircraft: 550m; Cat D aircraft: 600m). 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: Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 12
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
Amended CAT I OCA/H An official CAT I OCA/H can be raised by NOTAM. The revised OCA (or OCH + threshold elevation) must be compared with the prescribed DA. Higher value will then be a new DA. RVR requirements Nil If RVR is reported, the TDZ RVR is governing. Initiation of the approach An ILS CAT I approach may be commenced until Final Approach Point (FAP) if the ILS CAT I minima are published on the approach chart.
Applicability of general visibility If the aircraft already pass the Final Approach Point (FAP), then the subsequent weather report gives visibility conditions below the minima, the approach may be continued down the Decision Altitude/ Decision Height (DA/DH).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Continuation of the approach until reaching DA Applicability of RVR In order to avoid unnecessary go-around due to fluctuations of RVR around the minimum value, an ILS CAT I approach may be continued to 500 feet HAT, irrespective of reported deterioration of RVR below the required minimum. If at 500 feet HAT or any time thereafter down to the applicable DA, the TDZ RVR and /or any additional RVR along that runway drop below its minimum, make go-around.
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. Required Visual Reference The Pilot shall not continue an approach below DA unless at least one of the following elements is distinctly visible and identifiable to the pilot: Elements of the approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. Threshold, threshold marking, threshold lights or threshold identification lights, The runway end identifier lights,
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 13
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Visual approach slope indicator, Touch down zone or touch down zone markings, TDZ lights, The runway or runway markings, RL (Runway (edge) Lights),
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C. ILS CAT II OPERATION Precision approach shall not be continued when conditions are below the specified operating minima. The following is capable to operations down to 100 feet DH and a TDZ RVR not less than 350 m.
on
fid
en
Components-out ILS localizer, glide path and OM and all required visual aids as published on the relevant approach chart, including HIRL and runway end lights, must be serviceable and in operation.
C
If the OM is reported inoperative, it may be substituted by one of the following 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. Amended CAT II OCH An officially raised CAT II OCH to a value in excess of 100 feet above the threshold of the relevant run way, precludes a CAT II approach to that runway unless an adjusted RA setting height has been published in the ROM, or supplement. Any change of a CAT II OCH below 100ft HAT, does not restrict CAT II operations. RVR requirements TDZ RVR is at or better than 350 m and one additional RVR of at least 175 m. Initiation of the approach
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 14
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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; Continuation of the approach until reaching DH If the aircraft already pass the Final Approach Point (FAP), then the subsequent weather report gives visibility conditions below the minima, the approach may be continued down the Decision Height (DH). Application of decision height Level flight after reaching DH is prohibited. At or before reaching the decision height the decision must be made either to continue the approach to land or to go around.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Required Visual Reference The Pilot shall not continue an approach below DH unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: Three consecutive lights being the center line of the approach lights, Touch down zone lights, Centerline Light or Runway (edge) Light, Or a combination of the above.
on
fid
The visual reference must include a lateral element of the ground pattern (i.e. an approach lighting crossbar, landing threshold, a barrette of the TDZ lighting).
C
Descent below DH Descent below DH is allowed when: The required visual reference is obtained and can be maintained; and The captain is convinced that a safe landing and 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 at any time after descent below DH the captain is no longer convinced that a safe landing and rollout can be made, go-around. D. ILS CAT IIIA OPERATION The following is applicable to operations below 100 feet DH and a TDZ RVR not less than 200 m. 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: Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 15
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Locator beacon on centerline between FAP and 2 NM from touch down. DME, provided equivalent DME distance is indicated on the approach chart. PAR.
There is no components-out table for CAT IIIA operations. Amended CAT IIIA OCH If a CAT IIIA OCH has been officially raised by NOTAM, a CAT IIIA approach to that runway is prohibited unless it has been confirmed and clearly stated in the OM-C or supplement that obstacle free zone, required for CAT IIIA operations, is not affected. RVR requirements TDZ RVR is at or better than 200 m and two additional RVR’s of least 175 m.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Initiation of the approach An ILS CAT IIIA approach may be commenced until Final Approach Point (FAP) if: The ILS CAT IIIA 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, runway end lights and taxiway center lights to mark the runway exit point, are serviceable and in operation. Cross and tailwind components are within limits according to relevant FCOM.
C
on
fid
Continuation of the approach until reaching DH If the aircraft already pass the Final Approach Point (FAP), then the subsequent weather report gives visibility conditions below the minima, the approach may be continued down the Decision Height (DH). 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. Required Visual Reference For CAT IIIA and CAT IIIB operations either with fail passive flight control systems, the Pilot shall not continue an approach below DH unless visual reference of one of the following elements for the intended runway is distinctly visible and identifiable to the pilot: At least 3 consecutive lights being the centerline of the approach lights, TDZ, CL or RL, Or a combination of the above. For CAT IIIB operations conducted either with fail-operational flight control systems or with fail-operational hybrid landing system (comprising e.g. a
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 16
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Continuation of the approach Flight crewmember shall not continue non-precision approach when conditions are below the specified operating minima unless the required weather and visibility minima for continuation of approach are fulfilled;
fid
en
Constant Angle Non Precision Approach (CANPA) or Continuous Descent Final Approach (CDFA) shall be applied as primary method, unless local procedure dictates otherwise.
C
on
The following is applicable to operations with a MDA not less than 250 feet HAA or HAT and a visibility or RVR not less than 1200 m. Components-out If the navigation facility or facilities on which the instrument approach procedure is based is or are inoperative or not flight checked, or if the approach light system serving the landing runway is reported out of service, the published landing minima must be raised according the components-out table. 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. Initiation of the approach A non-precision approach may be commenced until 1000 feet above the aerodrome if: the minima are published on the approach chart;
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 17
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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. Continuation of the approach until reaching the MDA If a subsequent weather report gives weather conditions below those, which permit the initiation of the approach, the approach may be continued down to the prescribed MDA.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Required Visual Reference The Pilot shall not continue an approach below MDA unless at least one of the following elements is distinctly visible and identifiable to the Pilot: Elements of the approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. Threshold, threshold marking, threshold lights or threshold identification lights, The runway end identifier lights, Visual approach slope indicator, Touch down zone or touch down zone markings, TDZ lights, RL (Runway (edge) Lights),
C
on
Level Flight on MDA 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 circling versus aircraft category. Refer to OM-A Chapter 9.5.1-07.F. Descent below the MDA Descent below the MDA is allowed when: the required visual reference is obtained and can be maintained; the aircraft is in position for normal landing at a normal rate of descent using normal maneuvers and will allow touchdown to occur within to the touchdown zone of the intended landing runway. If any time after descent below MDA, the captain is no longer convinced that a safe landing and roll-out can be made, go around. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 18
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 1000 feet 5 km
Circling minima
tia Y F 20 os or l C 19 fir op a -0 / y 206
Ceiling Visibility
fid
en
Lowest Circling Minima Minimum obstacle clearance The lowest circling minima (See OM-A Chapter 9.5.1-07.E, nonprecision approach)
C
on
If the circling approaches include portion of joining downwind in the circuit, the following minima shall be applied:
Category B Category C & D
500 feet / 1.6 km 400 feet
Category C
600 feet / 2.4 km
Category D
700 feet / 3.6 km
Category C
600 feet / 4.0 km
Category D
1000 feet / 5.0 km
Note: Disregard the lower charted minimums on GA approach chart published by Jeppesen. Precision approaches Standard Aircraft Type CAT II/III Landing Minima: CAT III Fail Passive
CAT II
Aircraft Type DH CRJ1000 / ATR72-600
A
B/C
DH
N/A
B 737800/-8
A
CAT III Fail Operational
B/C
DH
N/A
A
B/C
CAT IIIB+DH Fail Operational DH
A
B/C
CAT IIIB no DH Fail Operational A/B/C
N/A
A330200/300
100
350
175
50
200
200
50
200
200
B777 -300ER
100
350
175
-
-
-
-
-
-
N/A
N/A
-
-
Legend: DH in feet above threshold (HAT). For RA, see approach chart. RVR in m. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 19
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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. Lowest Allowable CAT I / PAR Landing Minima: Lighting and Marking Facilities / RVR
HAT
Full
Intermediate
Basic
Nil (1)
200 – 209 feet
550 m
700 m
800 m
1000 m
210 – 250 feet
600 m
700 m
800 m
1000 m
251 – 300 feet
650 m
800 m
900 m
1200 m
en
C
on
The above values are either reported TDZ RVR/VIS, or VIS converted to RVR. Tables applied to approaches with a maximum GP Angle of 4º For DA : see approach chart
fid
tia Y F 20 os or l C 19 fir op a -0 / y 206
800 m 900 m 1000 m 1200 m 300 feet and above (1) For night landings, at least runway edge lights, threshold lights and runway end lights must be on.
Lowest Allowable Non-Precision Approach Minima RVR minima Lighting and Marking Facilities / RVR
HAT
Full
(feet)
(1)
Intermediate Cat D
Basic Cat C
Cat D
Nil (1)
Cat C
Cat D
Cat C
Cat C
Cat D
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
450 – 649
1200 m 1600 m
1600 m 1800 m 1800 m 2000 m 2000 m 2000 m
650 and above
1400 m 1800 m
1800 m 2000 m 2000 m 2000 m 2000 m 2000 m
2000 m
For night landings, at least runway edge lights, threshold lights and runway end lights must be on.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 20
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 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
300 feet
tia Y F 20 os or l C 19 fir op a -0 / y 206
LLZ
08. PLANNING MINIMA FOR ALTERNATES (including en route alternates)
C
on
fid
en
A. GENERAL The alternate minima apply only in the flight planning phase. When flight diverts to an alternate airport, that airport becomes the new destination, and consequently the published or prescribed landing minima apply. Alternate minima are established to provide an extra margin for weather deterioration during the flight. B. THE BASIC STANDARD ALTERNATE MINIMA FOR FLIGHT PLANNING Alternate minima are applied only when selecting and nominating an aerodrome as an alternate for flight planning. These minima are established to provide an extra margin for weather deterioration. The under mentioned increments shall be added to the prescribed minima for the approach procedure to be used. Category of operation
Forecasted for the period from 1 hour before to 1 hour after ETA Lowest ceiling
Minimum visibility
ILS CAT IIIA
Not authorized
Not authorized
ILS CAT II
Add 300 feet to publish RA.
Minimum 1200 m
ILS CAT I
Add 300 feet to prescribed HAT
Non-precision
Add 300 feet to prescribed HAA
Add 600 m to prescribed Visibility
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 21
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
If no instrument approach procedure has been published for the alternate airport, or the approach aid concerned is reported unserviceable, the forecast for the alternate airport must be at least: visibility 10 km or more; No cloud below the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.) and no cumulonimbus. No precipitation, thunderstorm, shallow fog or drifting snow. 09. TABLES Table I a The Effect of HAT or HAA on Visibility Minimum (Visibility in meters)
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
HAT or HAA (feet) 250-400 401-500 501-600 601-670 671-740 741-810 811-880 881-950 951 or above
Without Approach Lighting Cat B & C HAT or HAA (feet) 1600 m 250-341 2000 m 342-426 2400 m 427-511 2800 m 512-600 3200 m 601-670 3600 m 671-740 4000 m 741-810 4400 m 811-880 4800 m 881 or above
Cat D 1600 m 2000 m 2400 m 2800 m 3200 m 3600 m 4000 m 4400 m 4800 m
C
on
Note: If the Missed Approach Point (MAP) is more than 3200 m from the runway, the required visibility shall be at least 3200m but not less than the visibility specified above. If Radar Control terminates more than 1NM before the runway the visibility will be the distance from the Radar termination point to the runway. Table I b The Effect of Facility Distance on Visibility Minimum (Visibility in meters) VOR, LOCALIZER, ASR, NDB, DF, DME arc. Without Approach Lighting Distance (NM) Cat B & C Cat D
0-10
Over 10-15
Over 15-20
Over 20-25
Over 25-30
1600 m 1600 m
1600 m 2000 m
2000 m 2400 m
2400 m 2800 m
2400 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:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 22
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
When visibility without approach lights obtained from Table I a and I b is Higher than 1600 m, visibility reduction permitted for 720 m HIALS as shown in table II When visibility without approach lights obtained from Table I a and I b is 1600 m and less, Visibility reduction permitted down to values shown in table III Table II
All Approaches (except NDB, DF)
AIRCRAFT CAT B & C CAT D
NDB and DF Approaches
by 800 m to not less than 1200 m By 800 m to not less than 1600 m *
By 400 m to not less than 1600 m
* To not less than 1200 m for LOC + MM (or DME) + FAF Table III STANDARD STRAIGHT-IN MINIMUM PRECISION APPROACH ILS or PAR
Lowest HAT
DH 200
DH 250
DH 250
RVR m
VIS m
RVR m
VIS m
RVR m
VIS m
B&C
550
800
720
800
720
800
D
600
800
720
800
1200
1200
B&C
720
800
720
800
720
800
D
720
800
720
800
1200
1200
1200
1200
1200
1200
1200
1200
C
on
fid
Full facilities Intermediate facilities
ILS MM Out
Aircraft CAT
en
Available lighting system
ILS with Offset LLZ (max 3º)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Approach Facilities
ALL
Nil Facilities
Full ILS normally includes LIZ, GS, OM (or FAF), MM (or DME) Approach Facilities
LLZ + MM or DME + OM or FAF
LLZ, VOR, ASR, PAR Azimuth only
NDB, DF
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 system Full facilities Intermediate facilities Nil facilities
Aircraft CAT
RVR m
VIS m
RVR m
VIS m
RVR m
VIS m
B&C
720
800
720
800
1200
1200
D
1200
1200
1500
1600
1500
1600
B&C
1200
1200
1200
1200
1200
1200
D
1500
1600
1500
1600
1500
1600
ALL
1500
1600
1500
1600
1500
1600
Note: Lights or lighting systems not mentioned above will give no credit for visibility reduction. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 23
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
10. RAISING OF WEATHER MINIMA A. GENERAL Published landing minima on Garuda Indonesia approach charts are based on full operation of all components and visual aids associated with the particular instrument approach procedure being used. If the actual condition differs from those printed on the approach charts e.g. inoperative ground component or visual aids, or if the aircraft has certain deficiencies, the published landing minima may be affected. If one or more components or visual aids are inoperative or not used, the published landing minima should be raised to the minimum values listed on the “components-out-table” as prescribed minima. The corrections for aids not being operative are not being operative are not accumulative. The higher of the applicable values shall be used. If the related airborne equipment for a ground component is inoperative, the increased minima applicable values shall be used.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Runway edge lighting, adequate for visual guidance, is required for night operations. When the facility providing course guidance is inoperative, the procedure is not authorized (ILS, localizer, SRE and / or VOR). If the ILS reported to be “on test”, “unreliable”, or “not monitored”, the whole system must be considered unserviceable.
on
fid
en
If the facility is reported “Overdue’, or “Ground Checked Only”, refer to component out table.
C
B. CORRECTIONS TO THE PUBLISHED WEATHER MINIMA ILS CAT II and CAT IIIA Minima All components of both the ground and airborne equipment and all visual aids must be serviceable and operational. If a component or aid is inoperative, or any failure of an airborne system requires extra attention during approach or landing, a CAT II or CAT IIIA operation is precluded. Minima for ILS CAT I, PAR, and non-precision approaches Unserviceable aircraft equipment, not directly related to the approach and landing aids, but nevertheless hampering aircraft stability or handling, may necessitate raising of weather minima. Such cases and weather minima are covered in the FCOM for the aircraft type concerned. When the ground equipment is “ground checked only”, the relative landing minima should be raised as shown on the “components-out-table”.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 24
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 / MDA increased with:
Inoperative aid
VIS / RVR = not lower than:
ILS CAT I Localizer GP OM * MM Approach lights** HIRL RCLL TDZL GP ground check only LLZ ground check only ILS on test
Procedure not authorized ILS no GP minima apply 50 feet 1200 m 50 feet 1200 m 0 feet
Approach Lights
0 feet
fid
No FAF Approach lights LLZ ground check only LLZ on test
en
ILS no G P
on
NDB+FAF
C
No FAF Approach lights VOR / NDB ground check only VOR / NDB on test
SRE
tia Y F 20 os or l C 19 fir op a -0 / y 206
PAR
VOR+FAF
1200 m
800 m (CAT D); 600 m 0 feet (CAT C) ILS no GP minima apply ILS no GP minima apply, add 400 m to published VIS Procedure not authorized
VOR
NDB
Approach lights VOR / NDB ground check only VOR / NDB on test
1600 m
0 feet 0 feet
Procedure not authorized Published + 600 m Published + 400 m Procedure not authorized
0 feet 0 feet
Procedure not authorized Published + 600 m Published + 400 m Procedure not authorized
0 feet 0 feet
Published + 600 m Published + 400 m Procedure not authorized
Alternate minima for flight planning: to obtain alternate minima apply increments to prescribe minima above. *) Substitute for OM: Locator beacon on the centerline between FAP and 2 NM from touch down: PAR, or SRE (ILS CAT I only), or DME provided equivalent DME distance is indicated on the approach chart. **) When DA is above 200 feet HAT, raise published VIS / RVR with 600 m.
For aircraft system
: See FCOM
For temperature below standard
: See altitude correction table in OM-A Chapter 9.5.1-06.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 25
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Table 2. For ILS CAT II and CAT IIIA Failed or Downgraded Equipment ILS stand-by transmitter Outer Marker Middle Marker TDZ RVR assessment system Midpoint or Rollout RVR Anemometer for runway in use Ceilometer
Effect on Landing Minimums CAT IIIA CAT II Not allowed No effect No effect if replaced by published equivalent position No effect May be temporarily replaced with Midpoint RVR if approved by the State of the Aerodrome. RVR may be reported by human observation. No effect No effect if other ground source available No effect Not allowed for operations with DH > 50ft
Approach Lights
tia Y F 20 os or l C 19 fir op a -0 / y 206
Approach lights except the last 210m Approach lights except the last 420m Standby power for approach lights Whole runway light system
Centerline lights CL lights spacing increased to 30m
No effect
Not allowed2
No effect
No effect3
No effect
en
fid
on
C
Edge lights
Not allowed1
Not allowed Day only Night: Not allowed
Day: RVR 300m
Day: RVR 300m Night: RVR 550m
No effect
No effect
Day: RVR 300m Night: RVR 550m
TDZ lights Standby power for runway lights
Not allowed
Taxiway light system Other than Standard CAT II: No effect. than Standard CAT II: No effect. 3 Other than Standard CAT II: No effect. 1
No effect - except delays due to reduced movement rate
2 Other
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 26
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
11. WEATHER LIMITATION FOR FLIGHT PORTION CONDUCTED UNDER VFR A. Takeoff and Landing Weather Minimums for VFR: No pilot may takeoff or lands an airplane under VFR for day operations when the reported ceiling or visibility is less than 1,000-foot ceiling and 5 km visibility in mountainous area or if there is obstacle around take off path. No Pilot may land an airplane under VFR for day operations when the reported ceiling or visibility is less than 1,000-foot ceiling and 5 km visibility unless the runway inside. B. Basic VFR Weather Minimum
tia Y F 20 os or l C 19 fir op a -0 / y 206
Airspace Flight Visibility Class A Not applicable* Class B 8 km above 10.000 feet 5 km below 10.000 feet Class C 8 km above 10.000 feet 5 km below 10.000 feet 8 km above 10.000 feet 5 km below 10.000 feet
Class E
8 km above 10.000 feet 5 km below 10.000 feet
fid
en
Class D
8 km above 10.000 feet and 5 km below 10.000 feet. The higher of: 3000 feet AMSL 5 km, or 1000 feet AGL in sight Class G 8 km above 10.000 feet and 5 km below 10.000 feet. The higher of: 3000 feet AMSL 5 km, or 1000 feet AGL in sight * Class A Airspace must be operated under IFR
C
on
Class F
Distance from Clouds Not applicable* Clear of clouds 1,000 feet above 1,000 feet above 1,500 meters horizontal 1,000 feet above 1,000 feet above 1,500 meters horizontal 1,000 feet above 1,000 feet above 1,500 meters horizontal 1,000 feet above 1,000 feet above 1,500 meters horizontal Clear of clouds 1,000 feet above 1,000 feet above 1,500 meters horizontal Clear of clouds
No person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet. No person may takeoff or land an aircraft, or enter the traffic pattern of an airport, under VFR, within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport 1) Unless ground visibility at that airport is at least 5 km; or 2) If ground visibility is not reported at that airport, unless flight visibility during landing or takeoff, or while operating in the traffic pattern is at least 5 km. An aircraft operating at the base altitude of a Class E airspace area is considered to be within the airspace directly below that area.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 27
OM – A
9.5.2
9.
OPERATING PROCEDURES
9.5
WEATHER
APPLICATION FOR FLIGHT PLANNING 01. INTRODUCTION The policies as specified below are illustrated by examples. In these examinations it is assumed for destination, the descent limit is 200 feet HAT and the minimum visibility 600 m; while for alternate the minimum are, 500 feet ceiling and 1200 m visibility. 02. PROB ABBREVIATIONS FOR “PROBABILITY” PROB followed by a percentage (rounded to the nearest ten) indicates the probability that a certain change or value will occur. A probability of an alternative value or change of 50 per cent or more should not be considered a probability but instead should be indicated, as necessary, by use of the change indicators “BECMG” or “TEMPO” or by subdivision of the validity period using the abbreviation “FM”. The probability group should not be used to qualify the change indicator “BCMG” nor the time indicator “FM”.
tia Y F 20 os or l C 19 fir op a -0 / y 206
03. PROB 40 CONDITIONS If the weather forecast with change indicator of PROB 40 or more, deterioration to below minima for the period of the ETA at Destination and/or Destination-Alternate should be considered.
on
fid
en
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 40, for assessing adequate airport usability, that weather may be disregarded.
C
Examples for airport with minima of 800 m visibility: Forecast from 1200 to 2100: VAR/05, visibility 500 m, fog. This forecast is below limits during the entire period from 1200 to 2100. Forecast from 1200 to 2100: VAR/05, visibility 1200, PROB 40 500 m, fog. This forecast is also below limits for Destination and/or Destination-Alternate during the entire period 1200 to 2100. Forecast from 1200 to 2100: VAR/05, visibility 1200 m, PROB 30 500 m, fog. This forecast is above limits during the entire period 1200 to 2100. Forecast from 1200 to 2100: VAR/05, visibility 1200 m, PROB 40 1000 m, mist. This forecast is above limits as destination aerodrome but is below limits as destination-alternate aerodrome. Forecast from 1200 to 2100: VAR/05, visibility 500 m, PROB 30 1500 m, fog. This forecast is below limits during the entire period 1200 to 2100. Note: 500 m, PROB 40 1500 m may also be read as: 1500 m, PROB 60 500 m.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 28
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In other word, during the BECMG period, the worst condition is always counted for flight planning purposes.
fid
en
If the actual weather reports indicate that the required landing limits have been 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 be considered above minima for flight planning purposes.
C
on
Example: * Forecast from 1200 to 2100: VAR/05, visibility 500 m, BECMG FM1700TL1900 1500 m, sky clear. This forecast shall be considered below limits up to 1900 and above limits after 1900 05. TEMPO and INTER
TEMPO When variations from the forecast mean conditions are expected to last for periods of 30 minutes or more but less than 60 minutes in each instance and which, the aggregate, are not expected to cover more than half the given period. 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 29
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Showery type’ of weather. The aerodrome, as destination, may be considered above minima during the TEMPO/INTER period. The use of such aerodrome as alternate should be avoided. If this is impracticable, e.g. due to high fuel uplift to other alternates, extra holding fuel must be considered. Other than showery types of weather, the aerodrome should be considered below minima during the TEMPO/INTER period. Improvement from conditions below to conditions above minima. The aerodrome should be considered below minima during the TEMPO/INTER period. 06. FM abbreviations for “FROM” It is used to indicate self-contained time periods within the overall validity period during which certain conditions prevail.
tia Y F 20 os or l C 19 fir op a -0 / y 206
07. PROB, TEMPO/INTER, improvement In case where a weather improvement from conditions below to conditions above minima at or near ETA is expressed as a PROB or TEMPO/INTER variation, the aerodrome shall be considered below limits for flight planning purposes.
C
on
fid
en
Examples: Forecast from 1200 to 2100: VAR/05, visibility 400 m, PROB 40, 1500 m. This forecast shall be considered below limits. Forecast from 1200 to 2100: VAR/05, visibility 400 m, TEMPO 1500 m. This forecast is below limits. 08. TREND FORECAST The above policies also apply to TREND FORCAST (TTF). Where available, the TREND FORCAST overrules the “aerodrome forecast” (TAF/TAFOR). The validity period is normally less than three hours.
9.5.3
LOW VISIBILITY PROCEDURE A. GENERAL When LVPs are to be initiated depends from aerodrome to aerodrome and local conditions and available facilities. The flight crewmembers must be properly qualified prior to commencing a LVTO or a CATT II / III approach. The proper information about the LVPs must be received from ATC before commencing these operations. The following points are included in LVP:
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 30
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
en
B. LOW VISIBILITY TAXI In order to enhance taxiing capabilities and reduce the potential for runway and taxiway incursions in low visibility conditions, many improvements have been made in signage, lighting, and markings.
C
on
fid
In addition to these improvements, Surface Movement Guidance and Control System, more commonly known as SMGCS (pronounced SMIGS"), requires a low visibility taxi plan for any airport which has takeoff or landing operations with less than 350m (1,200 feet) RVR conditions. This plan affects both air crew and vehicle operators. 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).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 31
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Operations below RVR 175 m (600 feet) For operations below RVR 175 m (600 feet), a predetermined taxi route must be used from the landing runway to the ramp. These taxi plans are more detailed and involve not only operations on the airport surface but also in the non-movement areas such as ramps and gates. C. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS) (1) SMGCS Procedures and Charts The pilot will find these approved procedures on the specific SMGCS airport chart. These procedures should be included in the approach briefing when any CAT III approach is anticipated. It is necessary to review some of the lighting and markings which will be found at various airports as part of their individual SMGCS plans. All airports do not have all of these features. For information concerning a particular airport refer to that airport's SMGCS chart or Low Visibility Procedures located on the airport chart.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Movement Area For purposes of reference, "Movement area" is defined as any part of the airport utilized for taxiing, takeoff and landing of aircraft, exclusive of aprons and aircraft parking areas. Specific approval for entry onto a movement area must be obtained from ATC. "Non-movement area" refers to taxiways and apron areas not under the control of ATC.
C
on
fid
Features A brief detail of SMGCS features is listed below but SMGCS airports may not have all of these features. For additional SMGCS information refer to the Aeronautical Information Manual or the particular airport's SMGCS Low Visibility Taxi Route chart. Stop bar Lights Stop bars are required at intersections of an illuminated (centerline lighted) taxiway and an active runway for operations less than 175m (600 feet) RVR. However, where stop bars are installed, they will be operated up to RVR 350 m (1200 feet). These lights consist of a row of red unidirectional, in-pavement lights installed along the holding position marking. When extinguished by the controller, they confirm clearance for the pilot or vehicle operator to enter the runway. Controlled stop bars operate in conjunction with green centerline lead-on lights, which extend from the stop bar location onto the runway.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 32
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Graphic depictions of normal operation of stop bars include: When ATC issues a clearance to the pilot to enter the runway they activate a timer. This action causes the red stop bar to be extinguished and the green lead-on lights to illuminate. (Refer to figure 1)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Figure 1
After traveling approximately 150 feet beyond the stop bar, the aircraft or 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 and the sensor (Figure 2) This protects the runway against inadvertent entry by a trailing aircraft or vehicle.
C
on
fid
en
Figure 2
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 33
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
The aircraft then activates another sensor at approximately 300 feet which extinguishes the remaining lead-on lights. (Refer to figure 3)
Figure 3
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 "off."(Refer to figure 4)
C
on
fid
en
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).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 34
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
Runway Guard Lights Runway guard lights, either elevated (a pair on both sides) or in-pavement (a row across the entire taxiway), will be installed at all taxiways which provide access to an active runway. They consist of alternately flashing yellow lights. These lights are used to denote both the presence of an active runway and identify the location of a runway holding position marking Taxiway Centerline Lighting
Taxiway Centerline lights guide ground traffic under low visibility conditions and during darkness. These lights consist of green in-pavement lights. After landing and proceeding down the runway to the point of exit, the pilot will pick up the taxiway centerline light running parallel to the runway centerline lights and will follow them off the active runway. These lights will alternate amber and green to indicate to the pilot that the aircraft is still within the ILS critical area. When the taxiway centerline lights change to all green, this indicates that the aircraft is moving out of the critical area.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Geographic Position Markings ATC and pilots will verify the position of aircraft and vehicles using geographic 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 black and white circle and be designated with a number, a letter, or both.
C
on
fid
en
Clearance bar Lights Three yellow in-pavement clearance bar lights will be used to denote holding positions for aircraft and vehicles. When used for hold points, they are colocated with geographic position markings. (2) SMGCS Plan Implementation
ATC The Tower will implement the SMGCS plan based upon an evaluation of current and anticipated weather conditions. When it is determined that the weather will drop below RVR 350 m (1200 feet) but not below RVR 175 m (600 feet), they will set up the appropriate lighting configurations and notify the airport manager. Most airports do not restrict taxiway usage at this point. However, it is imperative that the airport specific SMGCS chart be reviewed for any restriction or special procedures applicable for operations below RVR 350 m (1200 feet) to RVR 600.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 35
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 airport chart, making all requested reports to Tower or Ground as indicated. Notify the Tower if visibility allows the aircraft to continue to taxi on its own or if a "follow me" vehicle will be required. Depending upon the situation, continue to the ramp area or hold in position for the "follow-me" vehicle. On reaching the non-movement area, establish communication with the appropriate company personnel and follow their instructions. Note: It may be necessary to have crossing guards close an airport service road until the aircraft has crossed. The pilot may request to be towed in or a follow-me vehicle to the gate. The ramp procedures will be listed on the individual airport chart. These SMGCS procedures have been established to authorize those aircraft so certificated to land with RVR as low as RVR 100 m (300 feet) and then continue to the gate when visibility is restricted. It is imperative that a full review of individual airport procedures and appropriate briefings be included whenever these procedures are implemented D. LOW VISIBILITY TAKEOFF A Low Visibility Takeoff is a takeoff when the RVR of a runway is less than 400 m. It is very important that a pilot shall not conduct LVTO when the RVR is below the limit for lower than standard take off minima in OM-A Chapter 9.5.1-06. Prior to starting the takeoff, the RVR/VIS in the takeoff direction must be equal to or better than the applicable minima and the weather at the airport and the condition of the runway intended to be used shall not prevent safe operation. Prior to commencing a Low Visibility Takeoff, the status of the visual and non-visual aids must be sufficient.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 36
OM – A
9.
OPERATING PROCEDURES
9.5
WEATHER
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 with additional RVR at or above minimum, it is allowed to taxi-out to the runway. However, take off is not allowed if the observed visual range at the beginning of the runway is less than the prescribed minimum.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
Procedural Consideration: Check takeoff alternate (availability, weather condition satisfied) Use all navigation aids to assist runway tracking. Lost visibility during takeoff roll: Below and up to 100 Knots : Reject takeoff Above 100 Knots : Continue takeoff Divergence on takeoff roll: PM Call : STEER LEFT/RIGHT PF Response : CORRECTING. 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
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 37
9.
OPERATING PROCEDURES
9.5
WEATHER
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 38
OM – A
9.6
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
FLIGHT PLANS For all Garuda Indonesia flights, the flight plan for the sector to be flown shall be prepared by flight dispatch on departure station, under the responsibility of the licensed Flight Operations Officer. Station may issue operational flight plan for flight departing from other airports (this is called remote flight planning). The Flight Operations Officer at the remote station shall, where necessary, update the operational flight plan according to the latest available information, and be sure that PIC is in possession of the following additional information: the latest meteorological information the latest NOTAMs a copy of the ATC flight plan
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The law requires that a flight shall not be commenced until the PIC has satisfied himself that: The aircraft is airworthy. The instruments, equipment, and documents for the particular aircraft and type of operation to be under taken are, on board and in good order. The Aircraft Maintenance Log and the maintenance release certificate are completed and signed. All available information appropriate to the intended operation, including all available current weather reports and forecast, indicate that the flight can be completed as planned. The load to be carried is distributed and secured in accordance with pertinent instructions and safety regulations. The flight can be conducted safety in accordance with the operating limitations as laid down in this manual and in the FCOM The flight plan has been completed The usable fuel required is on board the aircraft and sufficient to complete the planned flight safely To indicate that all items mentioned above have been checked, the Pilot in Command is required to sign the dispatch release, which constitutes the following statement printed on the flight plan: “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.”
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
9.6.1
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
OPERATIONAL FLIGHT PLAN A. GENERAL Except local flight(s), all other flights must be provided with a company flight plan. The Operational Flight Plan shall be prepared within 3 (three) hours prior to ETD for better accuracy of performance, weight and balance calculation and weather prognosis (weather prognosis is updated every 6 hours). Note: For routes flown by aircraft ATR72-600, the flight plan shall be prepared within 4.5 (four and a half) hours prior to ETD. The operational flight plan shall be prepared in two-fold: one copy for the flight crew use on board; one copy (signed by the PIC) shall be kept by the company Flight Operation Officer/ Flight Dispatcher or its designated representative at the departure airport to be retained on file; The Operational Flight Plan shall be placed to be easily accessible to the flight crewmember for immediate correction or modification of estimates when required.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When it is not possible to deposit a copy of the flight plan with Garuda Indonesia or its representative, the copy shall be left with the aerodrome authority or on record in a suitable place at the point of departure.
fid
en
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.
C
on
B. FLIGHT PLAN LOGGING The flight crewmember shall regularly check and records on the Operational Flight Plan, the fuel status and the time over waypoints. The logged flight plan shall be signed by the PIC after completion of the flight. C. NO COMPUTER FLIGHT PLAN AVAILABLE When normally a computer flight plan is delivered, and at the last moment this flight plan is not received by station concerned (e.g. due to computer outage or communication failure), the most recent computer flight plan in file at that station, that was made out via the desired route, may be copied. This flight plan copy must be updated with the latest available data from the Metoffice (winds and temperature aloft, forecasts destination, alternates, en-route alternate, etc.), estimated ZFW, aircraft type, cruise system, flight levels, NOTAMs, etc. In case of a manually created flight plan for such a stretch is necessary, the navigation data from the most recent computer flight plan via the desired route, can be used.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
9.6.2
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
ATC FLIGHT PLAN Garuda Indonesia requires all commercial flights shall be conducted under an IFR Flight Plan and in accordance with an IFR clearance. However, when certain portions of a commercial flight is authorized to be conducted under VFR, provided procedures that describe how an IFR clearance is to be obtained and/or cancelled. If the whole Flight Plan is submitted under IFR, the IFR flight plan must not be canceled. No clearance, requiring to maintain own separation and to remain in VMC for the cruise portion of the flight in IFR, shall be accepted. For limited portions of climb, descent and approach an exception may be made by day, when non-acceptance of such clearance would result in unacceptable fuel penalties or delays, provided:
a. Filing ATC Flight Plan
tia Y F 20 os or l C 19 fir op a -0 / y 206
Weather conditions are such that flight in uninterrupted VMC is possible throughout such portion of flight. Effective radar service is available. “Known Traffic” information is provided by appropriate ATS unit and can be assessed by PIC relative to his own flight. Separation from other traffic involved i.e. either close to relevant procedural separation standards or such traffic is in sight and positively identified.
fid
en
Prior to operating a flight, FOO shall verify that the relevant information contained in the OFP (IFR flight plan for the entire flight or Composite Flight Plan) is consistent with the Air Traffic Services (ATS) flight plan and submitted to ATC.
on
Change to the (filed) flight plan shall be notified as soon as practicable.
C
In the event of the delay 30 minutes or more in excess of the estimated off-block time for controlled flight, the flight plan should be amended or a new flight plan submitted with the cancellation of the old flight plan. The flight plan may be submitted for each flight individually or for routine flight on a respective basis. The distinction between the types of flight plan by “not stored” (repetitive flight plan). Individual flight plans must be submitted to ATC at least 30 minutes prior to departure, depending on local or regional regulations. Note: Composite Flight Plan is Flight plans which specify VFR operation for one portion of a flight, and IFR for another portion of flight vice versa. In some countries submission of the flight plan is required three hours or more in advance when Air Traffic Flight Management (ATFM) measures are in force on the intended routing. Notify ATC about early or delayed departure in excess of 30 minutes. Notification of flow control delays is not required.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
b. Repetitive Flight Plan Certain states and airlines, mainly in Europe, use the term Repetitive Flight Plan (RPL), where ATC flight plans for schedule line flights are stored by all ATC units concerned, and therefore need not be filed or transmitted as for individual flights. RPL lists are kept by JKTOGWGA submitted to the appropriate states, and are kept up date for permanent changes. The validity period is the entire winter or summer schedule. Note: As a policy RPL’s are normally submitted for flight for which standard routing(s) and flight level(s) can be established. This will limit RPL’s to flights up to approximately 3.00 hours block time. The RPL is based on the following criteria: time are off-block times (UTC) and total elapse times; cruising speeds (TAS) are rounded-off to the nearest 5 Knots; cruising level(s) and routing as selected for prevailing conditions (on the company flight plan both cruising levels and routing may be optimized for forecast condition).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Incidental changes Changes of route, line number, aerodrome of departure and/or destination This requires cancellation of the stored flight plan for the day, followed by submission of an individual ATC flight plan. Change of aircraft type, speed and/or cruising level This requires notification at the ATC unit at the aerodrome of departure as soon as possible and not later than 30 minutes before departure, with the exception that change of cruising level alone may be notified by radiotelephony on initial contact with aerodrome control tower.
Delayed flights Expected delays, other than ATC, of 30 minutes or more in excess of the estimated off-block time shall be reported in due time to the ATC unit of the aerodrome. Failure of this action may result in cancellation of the stored flight plan by one or more ATC units concerned.
Early departures Early departures should be reported to the ATC units as soon as new ETD is known.
Extra flights An individual ATC flight plan shall be filed for all extra flights.
Cancellation of the flight When a flight is canceled, the ATC unit responsible for the departure aerodrome shall be informed in due time to cancel the stored flight plan concerned.
C
on
fid
en
Note: RPL’s within Europe, for any flight conducted on the 25th December with departures between 00.00 UTC are not in force., consequently individual ATC flight plans have to be filed for flights during that period.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
9.6.3
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
COMPUTER FLIGHT PLAN The NavTech, computer flight plans (CFP) are retrieved from NavTech Data Plan. The processing in the computer deals with the handling of: Navigational data Aircraft (performance) data ATC and company data Meteorological data NavTech utilizes meteorological data, which are provided by both the (US) National Weather Service and (UK) National Weather Bureau. These weather (observation) data are transmitted twice daily giving the wind and temperature for the 850, 700, 500, 400, 300, 250 and 200 mbar levels and the tropopause height, and are broadcast to NavTech users (dispatch office) through SITA telex as can be seen in the following example: QD CGKONGA . PAOJD7X 030515 PAOJD7X ATTN NAVTECH USERS
RGDS DATAPLAN OPS
on
The 0000 UTC observation available at approximately 0600Z. 1200Z, 1800Z and next day’s 0000Z and 0600Z prognostics. The 1200 UTC observation is available at approximately 1800Z, the next day’s 0000Z, 0600Z, 1200Z and 1800Z prognostics.
C
fid
REQUEST NO. 2501
en
END OF NAVTECH DATAPLAN
tia Y F 20 os or l C 19 fir op a -0 / y 206
PLEASE BE ADVISED THAT THE MAY 03 /0000Z WIND PROGS ARE NOW ONLINE.
Note: NavTech does not display in detail the prognostic time used, the PROGS 021200Z printed on the CFP simply shows date and observation time. Each prognostic is therefore available twice in the system, based on different observation times. For flight planning calculation and track selection, NavTech also applies the term “rolling progs”. The system selects the PROG based on the ETD and the planned duration of the flight. For each phase of the flight the most appropriate prognostic is selected. In the transition period between subsequent prognostics, interpolated data is used. In case of (considerable) delays, a new CFP with the revised ETD should be produced.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
The flight plan is divided into six parts: Part One : free formatted data generated by the dispatcher. Part Two : CFP parameters, fuel and weight calculation. Part Three : navigational and meteorological data and fuel calculation. Part Four : alternate data Part Five : ICAO/ATC flight plan. Part Six : Equi-time points (ETPs) and drift-down summary explanation. The following information is given by referring to the sample CFP. 01. PART ONE OF THE CFP Normally dispatchers use this part to inform crewmembers of operational messages pertaining to the flight, such as: ETD/ETA/Flight Time, number of (booked) passengers, estimated load, etc. ZCZC 014 130431 MAY 94 QD HDQOSGA .PAOJDGA 130426 PAOJD7X PLZ HOLD FOR PICKUP. DO NOT DESTROY
tia Y F 20 os or l C 19 fir op a -0 / y 206
----------a
b
PLAN 7159
Part One Group 1
TO
EHAM
d
e
f
477Q
LRC/F
IFR
05/13/94
fid
en
LOWW
c
C
on
Group 1 a) The number of CFP generated by NavTech up to time of request. b) Origin and destination always presented in ICAO/4-letter code. c) Generic aircraft type as stored in the database, in this case A330-200 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.
a
b
NONSTOP COMPUTED 0419Z
c
ETD 0755Z
Part One Group 2 d e f
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 Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
141821 mean : prognosis issued date 14 at 1800Z, validity 21 hours 141824 mean : prognosis issued date 14 at 1800Z, validity 24 hours d) Prognosis source: UKM (UK Met Office), NWS (US National Weather Services) e) Aircraft registration f) Applicable weight unit 02. PART TWO OF THE CFP
a
Part Two Group 3
GARUDA INDONESIA CFP
CORR
ENDUR
047743 002515 002885 006581 059724 000000 001475 001500 000000 062699 001200 063899
.. .. .. .. .. .. .. .. .. .. .. ..
06:34 00:24 00:30 00:58 08:26 00:00 00:15 00:14 00:00 08:55
fid
on
C
.. .. .. .. .. .. .. .. .. .. .. ..
Part two Group 4
TRIPF INCL +0.0PCT HIGH CONS RES HLDG ALTN RJGG REQ ETOPS XTRA CONTINGENCY TANKERING OPERATIONAL XTRA TKOF TAXI BLOCK FUEL REM .. ..
en
FUEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
Group 3 CFP heading
08:55
Group 4 Contains fuel calculation as specified by OM-A and, or, associated FCOM.
Part two Group 5 ARR DEP FLT
.. .. .. .. .. ..
TDN A/B AIR
.. .. .. .. .. ..
Group 5 Time value to be inserted by flight crewmember.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS Part two Group 6
FUEL BURN ADJUSMENT FOR 1000KGS INCR/DECR IN TOW : 0044KGS/039KGS
Group 6 Average incremental increase/decrease of fuel burn per 1000 Kg of TOW change.
en
a
tia Y F 20 os or l C 19 fir op a -0 / y 206
Group 7 Summaries of cruise, flight time, and initial flight level as a result of 5000 kg weight change in the calculated/estimated TOW.
C
on
fid
FLT NBR GA804
Group 8 a) valid flight number b) date/month year
b
Part Two Group 8
DTE13/05/94
a
b
c
EZF 191796
PLD 020000
ELW 208286
Part two Group 9 d ETW 223413
CRZ LRC
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 Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 8
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
b) estimated landing weight c) cruise system 03. PART THREE OF THE CFP
Part Three Group 22 DIST ETP1 LOWW/EDDF 0166/0170 N4859.4E01237.2 ETP2 EDDF/EHAM 0110/0116 ///N5148.0E00747.4
W/C P000/P004
CFR 00000
FOB 24150
EXC 24150
TIME TO ETP / ALT 00.28/00.00
M004/P019
00000
19040
19040
01.02/00.00
Group 22
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
b
c
d
ETO
TIM
AWY
WPT/FRQ
e
f
g
h
i
j
k
TTK
DST
TAS
FLV
TD/TP
FBO
PFRM
fid
en
a
Part Three Group 10
on
Group 10
C
Group 10 a) estimated time over a checkpoint b) elapsed time between checkpoints c) this may contain selected SID, airway, ATS route, direct route and selected STAR d) checkpoint name, top of climb/descent, ETPs, or VOR or NDB identification and its frequency if coincides with a check point. Note: The first and the last points always indicate points of departure and arrival’s 4letter code followed by their published aerodrome elevation and ARP’s coordinates where a point coincides with a FIR boundary it will be followed by/F e) f) g) h) i)
true (T) track between two points distance between two points true air speed indicates level changes i.e. climb, cruise level and descent indicates deviation from ISA (M-minus P-plus) and tropopause height (x 1000 feet) j) accumulated fuel burn off value up to a particular point k) planned fuel remaining
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Part Three Group 11 a
b
c
d
e
f
g
ATO
TIM
COORD
MTK
TTL
G/S
GMA
h WIND
i
j
ABO
AFRM
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
C
on
fid
Group 12 FIR boundaries (4-letter code) crossing followed by elapsed time since departure/airborne
TRACK USED
=
R01
Part Three Group 13
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 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Group 15 the accumulated distance between Points Of Departure and Arrival
a
b
FL / AVG.TAS
350
Part Three Group 16
/ 473
M032
Part Three Group 17
fid
en
AVG COMP
tia Y F 20 os or l C 19 fir op a -0 / y 206
Group 16 a) flight level at which cruise is spent most. b) TAS at a) above
C
on
Group 17 average wind component
04. PART FOUR OF THE CFP
Part Four Group 18 GMA DIST TTK W/C FL TIME FUEL BOF 147 0283 253 M090 280 00.58 006581 RJAA JYOSO5 JYOSO Y11 JD Y88 KCC V52 CBE DCT RJGG RJFF 147 0553 257 M151 380 01.45 011687 RJAA KZE2 KZE Y50 DARTS Y60 HABAR Y602 IWC Y28 CLIPA V28 ACTIE Y28 DGC DCT RJFF
RJGG
Group 18 depending on dispatcher’s entry this may contain one or more alternate data, fuel value does not include 30’ holding at alternate
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Part four Group 19 ETO TIM ATO TIM
AWY
ALTERNATE DATA TTK DIS TAS FLV MTK TTL G/S GMA
WPT/FRQ COORD
TD /TP WIND
FBO ABO
PFRM AFRM
JYOSO5 35450N140230E 185T N3545.0E14023.0 192M
001 249 0001 224
CLB 047
CLB/CLB 01323 144032
014833
0001 0001
JYOSO5 35440N140240E 141T N3544.0E14024.0 148M
001 249 0002 217
CLB 047
CLB/CLB 01504 144032
014652
0002 0003
JYOSO5 ASPEN N3534.9E14030.5
150T 157M
011 262 0013 242
CLB 047
CLB/CLB 02229 178022
013927
0001 0004
JYOSO5 AD6R1 N3531.0E14033.3
150T 157M
004 269 0017 254
060 047
M07/44 182017
02331
013825
0002 0006
JYOSO5 AD16X N3526.9E14024.9
239T 246M
008 269 0025 259
060 047
M07/44 182017
02508
013648
0002 0008
JYOSO5 AD16W N3533.4E14020.2
330T 337M
008 269 0033 283
060 047
M07/44 182017
02660
013496
0003 0011
JYOSO5 ATAGO N3547.0E14015.8
345T 352M
014 268 0047 285
060 047
M09/41 192020
02941
013215
0003 0014
JYOSO5 TOADS N3602.8E14010.2
344T 351M
016 267 0063 285
060 090
M10/39 200022
03269
012887
0005 0019
JYOSO5 JYOSO N3616.8E13951.2
312T 319M
021 267 0084 275
060 108
M10/39 200022
03698
012458
0002 0021
Y11 JD 389 N3629.2E13951.8
002T 009M
012 331 0096 348
CLB 108
CLB/CLB 04462 239035
011694
0002 0023
Y88 AKAGI N3623.5E13941.9
234T 241M
010 407 0106 351
CLB 108
CLB/CLB 04995 256059
011161
0002 0025
Y88 TOC N3613.0E13924.1
234T 241M
018 458 0124 379
CLB 108
CLB/CLB 05756 262085
010400
0001 0026
Y88 GYODA N3609.8E13918.7
234T 241M
005 425 0129 340
280 108
P00/39 266096
010303
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
0000 0000
05853
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Y88 KINPU N3557.3E13845.1
245T 252M
030 425 0159 335
280 147
P00/39 266095
06395
009761
0001 0033
Y88 CHINO N3553.1E13833.9
245T 252M
010 425 0169 335
280 147
P00/39 266095
06577
009579
0005 0038
Y88 TOD N3541.3E13803.2
245T 252M
028 424 0197 332
280 147
P00/39 266097
07078
009078
0001 0039
Y88 TENRU N3540.2E13800.4
245T 252M
002 481 0199 391
DSC 147
DSC/DSC 07084 266095
009072
0001 0040
Y88 SENJO N3536.0E13748.7
246T 253M
011 464 0210 378
DSC 147
DSC/DSC 07118 264090
009038
0004 0044
Y88 NAKTU N3528.0E13727.8
245T 252M
019 428 0229 358
DSC 128
DSC/DSC 07191 263072
008965
0002 0046
Y88 SWING N3523.4E13715.5
245T 252M
011 389 0240 345
DSC 128
DSC/DSC 07236 250045
008920
0004 0050
Y88 KCC 114.20 N3515.9E13654.9
246T 253M
018 352 0258 318
DSC 128
DSC/DSC 07364 245033
008792
0008 0058
V52 CBE 117.80 N3451.5E13648.2
193T 200M
025 264 0283 248
DSC 128
DSC/DSC 07775 185016
008381
0000 0058
DCT RJGG N3451.5E13648.3 ELEV 00012 FT
DSC/DSC 07781 159032
008375
tia Y F 20 os or l C 19 fir op a -0 / y 206
0006 0032
090T 097M
000 249 0283 236
DSC 080
C
on
fid
en
Group 19 This line contains all flight plan data from destination to the first alternate
Part four Group 20
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. PIC SIGN
: CAPTAIN O. : .. .. ..
TAMPUBOLON
PREPARED BY: FOO YUDA /LIC- …. SIGN : .. .. .. CAPTAINS SIGNATURE FOR COMPLETION OF JOURNAL AFTER FLIGHT .. .. .. .. ..
Group 20 self-explanatory
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 13
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
05. PART FIVE OF THE CFP
Group 21 ATC flight plan in ICAO format
tia Y F 20 os or l C 19 fir op a -0 / y 206
06. PART SIX OF THE CFP In spite of NavTech’s capability in calculating ETPs and drift down summaries, this part does not normally appear in day-to-day usage. Among several factors which prevent these features from being presented are: dispatcher’ unfamiliarity with the associated input keywords to be used during transaction, the lack of time for an interface between PIC and FOO during CFP preparation in determining the diversion airport
en
NOTE: Flight plan is normally prepared 3 hours before ETD.
C
on
fid
It would be an advantage for the pilot to know that in order to enable Navtech calculate ETPs and drift down summaries [as shown on the sample CFP] the dispatcher needs only to start the CFP transaction using the following input commands/keywords : //OPT FP, DRFTX, CS/GA804
//POD LOWW/EDDF//POA EHAM
Thus NavTech will calculate a drift down summaries for GA804 from Vienna to Amsterdam based on ETP1 between Vienna and Frankfurt and ETP2 between Frankfurt and Amsterdam. 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. Note: applicable for ETOPS-CFP only
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
Part Six Group 23 DRIFTDOWN SUMMARY DATA CRZTOBURNFLMSATOBURNFLMSAFOBLATLONW LRC LOWW 007296 100 072 EDDF 007328 /EDDF 005548 100 043 EHAM 005452 1LE LOWW 004165 350 072 EDDF 004271 /EDDF 002929 350 043 EHAM 002911 2LE LOWW 004724 210 072 EDDF 004912 /EDDF 003123 210 043 EHAM 003081
100 100 350 350 210 210
051 038 051 038 051 038
024145 019044 023960 018947 023960 018947
N48594 N51480 N49048 N51516 N49048 N51516
E012372 E007474 E012264 E007426 E012264 E007426
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
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Line 2 - at ETP2: diverting to EDDF requires 5548kgs of fuel continuing to EHAM requires 5452kgs of fuel Etc.
Part Six Group 24
C
on
fid
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1EO 1ED 2D ETP N15211 E121015 ETP N15284 E121015 ETP N15284 E121015 TO ETP BURN 027923 TO ETP BURN 028028 TO ETP BURN 028028 TIME 03.20 TIME 03.21 TIME 03.21 DIST 1586 DIST 1593 DIST 1593 ETP AIRPORTS ETP AIRPORTS ETP AIRPORTS WBSB ROAH WBSB ROAH WBSB ROAH TIME 01.55 01.55 TIME 02.14 02.14 TIME 02.04 02.04 RQFUEL 014408 014408 RQFUEL 017369 017369 RQFUEL 016210 016210 FL 250 250 FL 100 100 FL 100 100 DIST 0720 0749 DIST 0727 0742 DIST 0727 0742 WIND P04 P16 WIND P03 P11 WIND P03 P11 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - END OF NAVTECH DATAPLAN REQUEST NO. 7159
Group 24 This section give calculation for : engine out scenario one engine out & decompression scenario decompression only, all engine running scenario
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 15
OM – A
9.
OPERATING PROCEDURES
9.6
FLIGHT PLANS
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. Part two Group 4 ETOPS FLTPLN FUEL
CORR
ENDUR
041330 002144 002740 005032 051256 000000 000000 051256 000500 051756
.. .. .. .. .. .. .. .. .. ..
0730 0027 0030 0052 0919 0000 0000 0919
.. .. .. .. .. .. .. .. .. ..
tia Y F 20 os or l C 19 fir op a -0 / y 206
0919
TRIPF INCL 02. OPCT HIGH CONS RES HOLDING ALTN RJBB REQ ETOPS XTRA XTRA TKOF TAXI BLOCK FUEL REM .. ..
on
PLD 027000
C
EZF 149522
DTE
fid
FLT NBR GA880
en
Group 4 Contains fuel calculation as specified by OM-A and, or, associated FCOM
ENRT ALT SUITABLE WIII 1735/2105
Part Two Group7
03/09/03
ELW 159448
RPLL
1906/0008
ETW 200778 RJFF
CRZ M82
2208/0054
RJAA
2254/0054
MOST CRITICAL FUEL SCENARIO AT ETP 3 FUEL DEFICIT OF 00000 KGS. DIST ETP1 WIII/RPLL 0735/0768 N0334.8 E11411.4 ETP2 RPLL/RJFF 0660/0657 N2241.4 E12848.0 ETP3 RJFF/RJAA 0334/0339 *** N3111.4 E13623.4
W/C M007/P013
CFR 18107
FOB 038055
EXC 19950
TIME TO ETP/ALT 01.49/02.18
M004/M005
16036
020521
04490
05.02/02.05
M012/M004
09265
013242
03980
06.30/01.15
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 Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 16
OM – A
9.7
9. 9.7
OPERATING PROCEDURES DISPATCH RELEASE
DISPATCH RELEASE The Dispatch Release is prepared to record the requirement as stated in CASR 121. 533, 663 and 687. The flight Dispatcher shall prepare and sign the Dispatch Release, and the PIC, having agreed all the contents, countersign on the space provided indicating that the mutual agreement has been achieved between PIC and the Flight Dispatcher prior to commencing the flight. The Flight Dispatcher may delegate to sign the form, but the authority to dispatch remains within his/her jurisdiction. Garuda Indonesia uses 2 Types of dispatch release: Manual dispatch release; Computerized dispatch release;
9.7.1
MANUAL DISPATCH RELEASE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Manual Dispatch Release is used to dispatch flight from Domestic or International Departure Station as well as a backup in case of Computerized Dispatch Release is unavailable. The following is a sample of Manual Dispatch Release form.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
9. 9.7
OPERATING PROCEDURES DISPATCH RELEASE
Filling instruction (Applicable for Manual and Computerized Dispatch Release Form) 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. Composite Flight Plan is Flight plans which specify VFR operation for one portion of a flight, and IFR for another portion of flight.
Plan FOB / PIC request
Fill out flight plan required fuel on board / and as requested by PIC
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Aircraft Type
NOTOC/DG
C
on
Weather Information
fid
Circle as appropriate, preliminary information, especially on the carriage of Dangerous Goods. This includes a forecast or met report for departure airport, en-route and alternate airports, initial and intended destination.
Aeronautical Information
NOTAM, AIRAC, AIP etc………..
Parking stand
Fill the parking stand according the latest information from AMC.
Flight plan
Verify with existing limitation, the briefing either direct or indirect.
Aircraft status / MEL
Note and inform the PIC of the unserviceable status.
Remark
Write down Intermediate Stop (as applicable), ECON TANKING, COMPOSITE FLIGHT PLAN (VFR/IFR Flights) as applicable, and / or other relevant information.
(dd/mm/yyy) / time UTC
Date and time when the Dispatch Release is signed.
ETOPS & ETOPS Diversion Time
Circle as appropriate & If Yes circle/fill as appropriate.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
9. 9.7
OPERATING PROCEDURES DISPATCH RELEASE
En-Route / ETOPS Alternate
Write down ETOPS alternate using ICAO/IATA in sequence of order codes
Takeoff Alternate (if required)
Write down Takeoff alternate using ICAO/IATA codes
Note: The Dispatch Release may be provided at FLOPS after Flight Preparation, or latest along with Load Sheet after boarding completed. The validity of the Dispatch Release is the same with Flight Plan. If new FP is reproduced, the dispatch release is also to be reproduced. 9.7.2
COMPUTERIZED DISPATCH RELEASE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Computerized Dispatch Release is usually integrated with CFP and used to dispatch flight from Domestic or International Departure Station. The following is a sample of Computerized Dispatch Release form.
END OF 9.7
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
9.
OPERATING PROCEDURES
9.7
DISPATCH RELEASE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.8
WEIGHT AND BALANCE
9.8.1
WEIGHT DETERMINATIONS
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
A. DEFINITION Maximum Structural Taxi Weight The maximum permissible total aircraft weight Maximum Structural Takeoff Weight The maximum permissible total aircraft weight at the start of the takeoff run
Maximum Structural Landing Weight The maximum permissible total aircraft weight upon landing under normal condition.
Maximum Zero Fuel Weight The maximum permissible total aircraft weight with no usable fuel. The weight of the fuel contained in the particular tanks must be included in the zero fuel weight when it is mentioned in FCOM.
Center of Gravity The MAC (%) is defined as the percentage of the length of the Mean Aerodynamic Chord (calculated from the leading edge) to indicate the aircraft center of gravity.
tia Y F 20 os or l C 19 fir op a -0 / y 206
BW DOW ZFW LAW TOW TAW
on
fid
Airframe - Aircraft load restraint system Power plant - Version equipment Fixed equipment - Cabin equipment Standard technical - Live saving equipment equipment - Navigation equipment All fluids excl. usable fuel and - Ship papers potable water. BASIC WEIGHT Crewmember Crew Checked Baggage** Pantry in galleys Potable water DRY OPERATING WEIGHT Mail Baggage Traffic Load Cargo Passengers ZERO FUEL WEIGHT Alternate fuel Holding fuel RR fuel Take-off fuel LANDING WEIGHT Block fuel Trip fuel TAKE OFF WEIGHT Taxi fuel TAXI WEIGHT
C
-
en
Definition of the various weights and center of gravity
MAC ZFW
MAC LAW MAC TOW
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
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: : 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 age of 12 years.
Infant
: A passenger is considered an infant when the age has not reach 2 years.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Adults
C
on
fid
(a) Passenger Weight For load-sheet calculations, the following standard weight values for passengers (including non-working crew traveling as passenger) shall be used: Passenger Type Adult (male / female) Child
International (Kg)
Domestic (Kg)
80
71
35
35
Remark Include both personal effects and cabin 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. Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
2) Crewmembers (a) Crew Weight For determination of the Dry Operating Weight (DOW), the following standard crew weight shall be used: Crew Type
International / Domestic (Kg)
Flight Crew Member
80
Flight Attendant
70
Remark Include personal effects and Carry on/Cabin Baggage
(b) Crew Checked Baggage International / Domestic (Kg)
More than two days flight assignment
30 kg per crewmember
STANDARD LOAD SHEET Load sheet is a written form of evidence, indicating all weight and balance aspect has been properly set prior to each flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
9.8.2
PID
C
on
fid
en
Three load sheet forms are in use depending on the type of aircraft and nature of the flights. Computer load sheets have minor variations in lay out: A load sheet produced by a computer system. An ACAR load sheet produced by a computer system and sent by data-link. A manual load sheet form refer to Appendix E WBM MZ-TD-06. It is provided in the aircraft navigation bag or may be printed out from an update soft copy; Ground staff at departure station will prepare the load sheet. When no Garuda Indonesia qualified staff (or representative) is available, it shall be completed by a crewmember and checked by the PIC. The spare skeleton sheet form is available in the document envelope in the cockpit. The load message contains information required for the handling at the next station. On manual load sheet form, it consists of the shaded portions. On computer load sheet they are printed on the lower part. One copy of the load sheet shall be retained with Garuda or its agent at the departure airport. (a) Load-sheet Items and Method of Calculation (1) Heading Crew specification, where the first figure indicates the number of cockpit crew, the next two digits indicate the number of flight attendants. This number shall include the supernumerary crew and active crew occupying a passenger seat (enlarge crew), but shall not include extra crew traveling as passenger.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
(2) Methods of Preparation of Weight and Balance Calculations The load planning stage consist of three steps: Weight Check. Estimate aircraft weight shall not exceed the maximum structural limited weight and the performance limited weight. Estimate traffic load shall not exceed the allowable traffic load. Volume Check and Load Distribution. The distribution of the load shall be made taking into consideration maximum weights and volumes for the various part of the aircraft.
Balance Check.
For calculation of loaded index and MAC (%), an operational envelope is established. The operational envelope is the certified envelope curtailed with respect to the following items: In flight movement of passenger and crewmembers. Passenger seating variations. Cargo loading variation. Fuel density variation based on standard SG of 0.793 kg/l. Potable water movement. Re-seating after takeoff. Unaccounted modifications.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
(3) Procedure for Preparation and Acceptance of Weight and Balance Calculations.
C
on
fid
The load control procedures are based on the following principles: Control system must ensure compatibility of all figures on load sheet with corresponding actual loading of the aircraft. The control system shall comprise four functions: Completion of the Loading Instruction Report and the Load Sheet. Supervision of actual loading of the aircraft in accordance with the Loading Instruction Report. Checking of actual load reported on the Loading Instruction Report with the Load Sheet. Completion of remaining applicable loading reports.
The load planning functions must be performed or supervised by qualified personnel.
(4) Balance and Seating Conditions. The Basic Index will be shown if the operating weight calculation is based on the Basic Weight instead of DOW Seating condition specification of the number of passenger, infant not included, per cabin section on which the balance calculation has been based. Crew will be shown if the operating weight calculation has been based on the basic weight instead of the DOW. The passenger distribution will be in accordance with the seats allocated to the passenger. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
Re-seating of passengers is only allowed after takeoff. Computer load sheet may show system messages concerning the balance conditions. The “TRIM BY SEAT ROW “means that the computer calculated the center of gravity shift for each individual seat row.
(5) Last Minute Changes Last minute changes (LMC) must be shown on the load sheet The effect of weight and balance must be calculated by load control service. (b) ACARS Load Sheet Procedures [OPEN] (c) Load Sheet Check Ground staff who is completing or checking the load sheet shall have a valid qualification to act as Load Control Officer. He shall insert his name in the box “ Prepared by “ and sign prior delivering to aircraft. At stations where remote printing take place, he is allowed to delegate in signing the load sheet, but the responsibility remains.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The load-sheet will be checked and countersigned by the PIC after verifying the following items: Airplane registration. Crew composition Date, Departure and Destinations airport Compare the value of adjusted DOW and adjusted DOI with the value of DOW and DOI Service weight adjustment (including ballast fuel) Pantry for sectors (A, E, H, I) Load distribution Trip and Total fuel on board NOTOC and its description, if any Name of load-sheeter and Captain Body weight (Dom, Int) Seat blockage for enlarge / crew rest / stretcher case. PIC shall check that all above entry are correct; data conform to the flight plan, and verify that all limitation, loading and stabilizer trim is within range prior to signature. (d) Last Minute Changes (LMC) A change in weight and/or distribution of the load shall be corrected (re-check the new C.G position in order to prevent possible out-of-trim condition) by the load control officer either by manually amending the load sheet or by issuing a new load sheet.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
Load-sheet is to be adjusted by entering the difference in LMC space, when: Type of Aircraft
Total Change of Weight
All wide body
1000 Kg or less
B737-800/-8
400 Kg or less
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. (e) Manual Load-sheet The Manual Load-sheet form is provided in the aircraft navigation bag or it may be provided by ground staff by printing out from update soft copy.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following provides guidance on completion of the Manual Load sheet. Figures for passengers and load already on board may be copied from the load sheet of the preceding station. Heading Address. : Telex address station of first intended landing. Crew. : 4(four) figured group for passenger aircraft.
Operating Weight Column Copy DOW from previous load-sheet or see Loading and Weight Index report. Insert the flight plan block fuel to complete the operating weight calculations.
Allowable Traffic Load Calculation Maximum weights for Take-off, landing, or zero fuel weight: See FCOM of aircraft type concerned, check possible performance limitations. Fuel: Add fuel figures to maximum weights. Allowed Traffic Load: subtract “the lowest allowable weight for taxi “- by calculated operating weight.
Traffic Load And Weight Distribution Indicate number of passengers per destinations and add up their weights downwards in the “totals” line. Indicate the weight of baggage, cargo and mail per destination and per compartment. In the “TR” line the weight of the transit load, copy from the preceding load sheet.
C
on
fid
en
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
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 Correct the balance conditions if affected.
END OF 9.8
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
9.
OPERATING PROCEDURES
9.8
WEIGHT AND BALANCE
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES TABLE OF CONTENT
OM – A CHAPTER 10 10.1
FUELING PROCEDURES ......................................................................................... 1
10.2
AIRCRAFT HANDLING PROCEDURES ................................................................... 1
10.3
10.2.1
FLIGHT HANDLING .................................................................................... 1
10.2.2
AIRCRAFT LOADING/UNLOADING ........................................................... 2
10.2.3
MARSHALLING HAND SIGNAL FOR AIRCRAFT ...................................... 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.3.5.2 DISABLE PASSENGERS ............................................................. 2 10.3.5.3 SICK PASSENGER / INCAPACITATED PASSENGER / STRETCHER CASE / MEDICAL OXYGEN / PASSENGER WITH ILLNESS OR INJURIES ............................................................... 3
en
10.3.5.4 EXPECTANT MOTHERS ............................................................. 3
fid
10.3.5.5 INFANTS ...................................................................................... 5
10.4
on
10.3.5.6 GENERAL GUIDELINES FOR MEDIF (MEDICAL CLEARANCE) 6 MAXIMUM NUMBER OF PASSENGERS ................................................... 6
10.3.7
SEATING REGULATIONS .......................................................................... 7
C
10.3.6
BAGGAGE HANDLING ............................................................................................. 1 10.4.1
CHECKED BAGGAGE................................................................................ 1
10.4.2
UNCHECKED BAGGAGE........................................................................... 1 10.4.2.1 CABIN BAGGAGE ........................................................................ 1 10.4.2.2 CARRY-ON ITEM ......................................................................... 2
10.5
10.6
10.4.3
SPECIAL BAGGAGE .................................................................................. 2
10.4.4
CARRY-ON BAGGAGE CONTROL PROGRAM ......................................... 2
REFUSAL .................................................................................................................. 1 10.5.1
REFUSAL OF PASSENGER ...................................................................... 1
10.5.2
REFUSAL OF BAGGAGE ........................................................................... 1
10.5.3
PROCEDURE FOR THE REFUSAL OF EMBARKATION ........................... 1
CARGO HANDLING PROCEDURES ........................................................................ 1
Operation Manual Part A – 1st Edition 14 Sep 2018
■
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES TABLE OF CONTENT
OM – A 10.6.1 10.7
CARRIAGE OF CARGO IN PASSENGER COMPARTMENTS ................... 1
SCHEDULE IRREGULARITIES ................................................................................ 1 10.7.1
SCHEDULE ALTERATIONS ENROUTE..................................................... 4
10.8
PASSENGER RELATIONS ....................................................................................... 1
10.9
DE-ICING AND ANTI-ICING ON THE GROUND ....................................................... 1 10.9.1
GENERAL ................................................................................................... 1
10.9.2
MANAGEMENT .......................................................................................... 1
10.9.3
AIRCRAFT DE-ICING/ANTI-ICING RESPONSIBILITY ............................... 2 10.9.3.1 FLIGHT PLANNING...................................................................... 3 10.9.3.2 WEATHER CONDITIONS ............................................................ 3 10.9.3.3 EFFECTS OF ICE ON THE AIRCRAFT ....................................... 5 10.9.3.4 PROCEDURES, LIMITS AND PRECAUTIONS ............................ 6 10.9.3.5 GROUND PROCEDURES.......................................................... 18
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.9.3.6 SUMMARY ................................................................................. 24
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.1 FUELING PROCEDURES
OM – A 10.1
FUELING PROCEDURES 01. FUEL TYPES Kerosene Type Garuda Indonesia standard fuel type is JET A-1. The following types are acceptable: Fuel Type
Freezing Point (Max.)
JET A-1 JET A (see note) JET A-50 RT (in Cyrillic writing ‘PT’) TS-1 (in Cyrillic writing ‘TC-1’) AVTUR JP-5 JP-8 RP-3
-
Flash Point (Min)
47C 40C 46C 55C 60C 47C 46C 47C 50C
+ 38C + 38C + 38C + 28C + 28C + 38C + 60C + 38C + 38C
tia Y F 20 os or l C 19 fir op a -0 / y 206
Notes: (1) Garuda Indonesia operations use AVTUR 50 or Jet A-1 type of fuel.
fid
No kerosene type fuel is available at that location, and Garuda Indonesia has no supply contract at that location, and The Captain is notified prior to delivery.
on
en
Wide Cut Type 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 cut type fuel can only be accepted if:
C
Wide cut type shall be marked on AFL.
02. GARUDA INDONESIA FUELING ORDER The PIC has the final decision for the amount of fuel to be carried on each flight of which it shall not be lower than minimum requirement. He will decide the total block fuel and if necessary a revised fueling order has to be made out indicating only the deviations from the original fueling order. To avoid misunderstanding about the amounts of fuel to be tanked, Garuda Indonesia fueling order, completed in triplicate shall be used as much as possible for reporting fuel figures between the parties concerned. As soon as the fuel quantities are known, preferably prior to aircraft arrival, the operations staff shall enter the fuel data according to the flight plan and payload calculations. The fuel distribution shall be entered in cooperation with the responsible engineer. The distribution of the total block fuel is checked by the engineer, and if after fueling the actual quantity become deviating from planned, the actual have to be indicated on the fueling order, wherefore the “original” and, if applicable, the “revised” fueling orders have to be signed by the engineer and returned to the operations staff (or station manager) for the load sheet and flight plan check. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.1 FUELING PROCEDURES
OM – A
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. 03. GENERAL SAFETY PRECAUTIONS Fueling operations must normally not take place inside the hangar, and person not directly involved with the handling of aircraft shall not be admitted in the fueling safety zone (FSZ) which normally extends at least 3 meters from the perimeter as defined by the aircraft’s wings, engines, and the fuel truck. The fuel truck shall be so parked that driving forward direction is possible at all times. A connected electrical power unit must be located as far as possible away from the aircraft and fuel truck, be easily moved away when necessary and not forming an obstruction to the fuel truck. If personnel are on board the aircraft, steps or boarding ramps must be placed at least on one exists.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Extinguishing equipment, consisting of 50kgs powder extinguisher and a 10kgs CO2 extinguisher, must always be available outside the aircraft in an accessible position at the edge of the fueling zone.
en
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 lighting, the navigation lights must be on and, if available, also the wing and ground flood lights.
fid
Fueling must be supervised by Garuda Indonesia qualified employed.
C
on
Fueling operations during thunderstorm is not permitted. 04. SPECIFIC SAFETY MEASURES DURING FUELING During fueling, operation of electrical switches, such as for pre-flight check, and opening or closing cargo doors should be avoided whenever possible without delaying departure, no plugs or electrical power units should be connected or disconnected. When abundant spilling of fuel occurs, the following safety measures have to be taken:
Fueling operations must be stopped at once. If fueling was done with one engine running shut down the engine. The airport fire brigade must be warned. Crewmember and station management must be informed. When passenger is on board, they must be advised to disembark immediately. Personnel not directly involved in aircraft handling, should leave the fueling zone.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.1 FUELING PROCEDURES
OM – A
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.
05. REFUELING AFTER EMBARKATION When additional fuel must be tanked after embarkation is completed, the requirement for passenger stairs or boarding ramp may be disregarded when:
All doors are closed and all slides are armed. All ground equipment is removed from the aircraft. Flight Attendant is standing by for immediate evacuation via the slides for Aircraft equipped with escape slide, and via all available exits for aircraft not equipped with escape slide. Interphone contact ground-to-cockpit is established.
The fuel truck is not located and connected at the same aircraft side as the running engine. All safety precautions must be covered
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
06. FUELING WITH ONE ENGINE RUNNING This is permitted in exceptional cases under the following conditions:
C
on
fid
Note: Before commencement of fueling ensures that this is not contrary the local regulation. For domestic flight coordinate with Pertamina. Fueling with one engine running should be avoided whenever possible. Dispatching an aircraft from home base with the known possibility of fueling with one engine running at the next station is not permitted. 07. FUELING INSIDE A HANGAR Fueling inside hangar is prohibited. END OF 10.1
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.1 FUELING PROCEDURES
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A 10.2
AIRCRAFT HANDLING PROCEDURES
10.2.1 FLIGHT HANDLING Flight handling activity is a part of operations control function at station level and is meant to: 1. Enable the flight missions determined by the company to be implemented based on safety, punctuality & regularity, customer services and profitability. The implementation of these missions among others includes initiation, diversion, continuation and termination of flight operations. 2. Plan the implementation of a safe, economical and efficient flight operation so that a certain scheduled flight can be executed on time to meet the company’s obligation to customers. 01. Commencing a Flight A flight shall not be commenced until flight preparations form and documentation have been complete. This completion certifying that the PIC is satisfied that:
C
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
the aircraft is airworthy; the standard instruments, equipment and documents, for the particular aircraft and type of operations to be undertaken, are installed and are on board & sufficient for the flight; the Aircraft Maintenance Log and the maintenance release certificate are completed and signed; the mass of the aircraft is such that the flight can be conducted safely, taking into account the conditions expected; the load to be carried is properly distributed and safely secured in accordance with relevant Garuda Indonesia instructions and safety regulations; a check has been completed indicating that the operating limitations laid down in the Garuda Indonesia OM-A & FCOM can be complied with the flight to be undertaken; The standards laid down in the OM-A relating to operational flight planning have been complied with.
on
02. Cooperation between crewmembers and Station & Services Manager A. Pilot in Command (PIC) and Station & Services Manager When the planned operation procedure is necessary to deviate, the Pilot in Command together with the Station & Services Manager will discuss the various aspects of the flight continuation. In many cases, a reasonable solution and mutual decision will be reached. If there difference opinions arise, the Pilot in Command’s decision with respect to flight technical problems will be honored by the Station & Services Manager. The Station & Services Manager will however inform the Pilot in Command of his disagreement and his obligation, to report the matter to his supervisors in accordance with his instructions. The Station & Service manager must ensure the pilot in command realize that all station personnel’s receive their instruction from the Station & Services Manager; therefore, the Pilot in Command discuss their wishes with the Station
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
& Services Manager in advance and the Station & Services Manager will instruct their staff to further avoid their incorrect explanation. B. Technical and Commercial Delays If the flight is expected to be delayed due to technical or commercial reasons, the Pilot in Command must be informed as soon as possible. The Station & Services Manager should discuss possible consequences with him. The Flight Service manager (FSM) must be informed in good time of prolonged delays to enable him to consult with the Pilot in Command and the Station & Services Manager regarding the catering schedule; whereas, if the aircraft is expected to arrive behind schedule at station where another crewmember set is taken over, the Pilot in Command should be warned immediately.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C. Telex Messages of Crewmembers on Company Matters Only the Pilot in Command is authorized to send a telex message to home base or other stations on matters relating to the service. Crewmembers must not present any telex messages to the Station & Services Manager without the order or consent of their Pilot in Command. 10.2.2 AIRCRAFT LOADING/UNLOADING Before loading, the hold or compartment shall be visually inspected by loading personnel for damage that can affect the load capacity. A qualified individual must supervise the loading of the aircraft.
C
on
fid
en
The person responsible for loading is in charge of, and responsible for, the safe and efficient loading and offloading of the aircraft as well as the protection of the goods carried. He will ensure the aircraft is loaded as specified and written in loading instructions and in a manner that satisfies weight and balance requirements.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
10.2.3 MARSHALLING HAND SIGNAL FOR AIRCRAFT Do not perform aircraft marshalling unless it is permitted by the local airport authority and you have been trained and authorized. Give marshalling hand signals from a position forward of the aircraft while facing and within view of the pilot. Use illuminated torch lights/wands to improve the visibility of the hand signals in the following situations: Insufficient apron lighting Poor visibility Night conditions When required by local Airport Authorities or regulations.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 9
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 10
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 11
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
A. Technical/Servicing Hand Signals–Ground Staff to Flight Crew
tia Y F 20 os or l C 19 fir op a -0 / y 206
Only use manual signals when verbal communication is not possible. Make sure acknowledgement is received from the flight crew on all occasions.
C
on
fid
en
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 12
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 13
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 14
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 15
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 16
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
B. Technical/Servicing Hand Signals–Flight Crew to Ground Staff
END OF 10.2
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 17
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.2 AIRCRAFT HANDLING PROCEDURES
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 18
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A 10.3
PASSENGERS HANDLING
10.3.1 PASSENGER CHECK-IN The Check-in procedure designed to provide safety image and good services to customer when check in process done during passenger acceptance. Check-in may be provided at check-in counters or through self-service and off airport check-in (e.g. city check-in) and may be performed using a Departure Control System (DCS) or manually due to system failure. The screening and searching policy for security of passenger and cabin baggage is to detect any goods or property of passenger from disguising of other dangerous articles or weapon in cabin bag which possible can be used to act threat of aircraft seizure during in-flight or on ground. Any weapon dangerous article or suspect device were found during screening process will checked manually by hand by Port Authority Security Offices and the person who do not consent to the above screening process shall be denied boarding and belongings not cleared by screening shall not be placed on board.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Though, during check-in, signage required e.g. dangerous goods sign, baggage profiling sign, etc. will be displayed, it also has to be made available and displayed at the ticket sales counter as part of pre-departure activities. 10.3.2 TYPES OF CHECK-IN Garuda Indonesia provides various types of check-in:
on
fid
en
On the Airport check-in City check-in Web check-in Mobile check-in Kiosk check-in
C
10.3.3 EMBARKATION STANDARD BOARDING TIME
When there are no irregularities of the aircraft, start boarding as following: Type of Aircraft Wide Body Narrow Body
Boarding Time 30 minutes before departure 20 minutes before departure
Note: The boarding process shall not be started without PIC’s approval and the presence of at least one of the flight crewmember in flight deck. 10.3.4 DISEMBARKATION OF TRANSIT PASSENGERS AT TRANSIT STOPS A. INTRODUCTION It is the policy to allow transit passenger to disembark whenever local circumstances permit, since it is to be considered a deterioration of the service level to prohibit transit passengers to disembark during ground stops. Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
If this is not possible, 30 minutes is considered to be the maximum during which passengers can be left in their seats during a ground stop. The undermentioned general policy should be adhered to. 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 Flying time B-C
= 3 hours 45 minutes = 2 hours 45 minutes + 6 hours 30 minutes Ground time at B = 45 minutes + Total = 7 hours 15 minutes
Example II: Route A-B-C
= 2 hours 05 minutes = 3 hours 40 minutes + 5 hours 45 minutes Ground time at B = 30 minutes + Total = 6 hours 15 minutes
on
fid
en
Flying time A-B Flying time B-C
tia Y F 20 os or l C 19 fir op a -0 / y 206
Policy: passenger to disembark at intermediate station.
C
Policy: Deviation of 15 minutes allowed consequently passengers to stay on board. 10.3.5 PASSENGERS REQUIRING SPECIAL ATTENTION 10.3.5.1
UNACCOMPANIED MINOR Carriage of unaccompanied minor (UM) is permitted if a handling advice has been completed and signed by parents or guardian. The child must wear the Garuda Indonesia identification badge. At the destination station, a flight attendant shall lead the child through Custom and Immigration authorities and deliver the child into the hands of the escort. In case the escort is not present or cannot prove his identity, the Station Manager must be informed and the latter is authorized to take over the responsibility.
10.3.5.2
DISABLE PASSENGERS Disable passenger is a person who has physical or mental impairment, disability or coordination of such nature that the individual may need assistance of another person to move expeditiously to an exit in an emergency situation, such as
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
incapacitated passenger, sick passenger, passenger with medical disorder, person with disability, etc. Disable passengers may not be seated in the emergency exit seat. Maximum disable passengers and/or unaccompanied minor (UM) accepted on board the aircraft is 10% of seating configuration from total aircraft capacity used on that flight., rounded down to the next lower number in the case of fraction. See OM-A appendix 12. 10.3.5.3
SICK PASSENGER / INCAPACITATED PASSENGER / STRETCHER CASE / MEDICAL OXYGEN / PASSENGER WITH ILLNESS OR INJURIES In the event where medical attention is required, such as the need for oxygen administration and /or medical escort, carriage of sick passengers (including stretcher case) is allowed after permission has been granted by Garuda Indonesia Medical Department (JKTIHFGA) and must be accompanied by MEDIF (Part 1 and Part 2) and FOI. The procedure for inquiry is either via local Garuda Indonesia representatives, or direct addressed to:
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
GARUDA SENTRA MEDIKA Bagian Kesehatan Penerbangan Jl. Angkasa I Blok B 15 No.1 Kemayoran, Jakarta 10620-Indonesia Phone : 62 21 4241000 (Working Hour) ext. 6136 or 6103 Phone: 62 21 25601565 (Outside of Working Hour) Fax : 62 21 4245809/4245604
fid
Garuda Indonesia does not accommodate stretcher case in regular flights, it can only be accepted in Hajj and Charter Flights using wide body aircraft.
C
on
Transporting Medical Oxygen other than during use in the aircraft cabin shall be treated as Dangerous Goods, and it is the duty of a Station Manager to ensure that the accompanying doctor is familiar with its operations. 10.3.5.4
EXPECTANT MOTHERS
In general, expectant mothers are allowed for traveling with Garuda Indonesia according to condition and duration of each pregnancy. Carriage of expectant mothers under 32 weeks pregnancy in normal health no complication is allowed when accompanied by Statement Letter/ FOI. In this period of pregnancy, when expectant mother is not in a good health and/or with complication, MEDIF (Part 1 and Part 2) is also required. Carriage of expectant mothers in 32 – 36 weeks pregnancy either in normal or complicated pregnancy is allowed when accompanied by Statement Letter/ FOI and MEDIF (Part 1 and Part 2).
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
Expectant mothers of more than 36 weeks pregnancy is not accepted for traveling with Garuda Indonesia. DURATION OF PREGANCY
RESTRICTION
MEDIF 1
MEDIF 2
STATEMENT LETTER OF RELEASE/ FORM OF INDEMNITY (FOI)
APPROVAL FROM GSM/ JKTIH
SINGLE PREGNANCY, NORMAL HEALTH, NO COMPLICATION *)
UNDER 32 WEEKS
NO
NO
NO
YES
NOT REQUIRED
MULTIPLE PREGNANCY, NORMAL HEALTH, NO COMPLICATION *)
UNDER 32 WEEKS
NO
NO
NO
YES
NOT REQUIRED
PREGNANCY WITH COMPLICATION
UNDER 32 WEEKS
YES
YES **)
YES **)
YES
REQUIRED
PREGNANCY WITH COMPLICATION
32 - 36 WEEKS
ALL CATEGORIES
MORE THAN 36 WEEKS
YES
en
32 - 36 WEEKS
C
on
fid
SINGLE PREGNANCY, MULTIPLE NORMAL HEALTH, NO COMPLICATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
CATEGORY
YES
YES **)
YES **)
YES
REQUIRED
YES **)
YES **)
YES
REQUIRED
NOT ACCEPTED FOR AIR TRAVEL
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A 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.
ABOVE 7 DAYS – UNDER 2 YEARS OLD 2 – 7 DAYS OLD AFTER BIRTH
C
NEW BORN BABY
on
fid
INFANTS *)
MEDIF I
MEDIF II
STATEMENT LETTER OF RELEASE/ FORM OF INDEMNITY (FOI)
APPROVAL FROM GSM/ JKTIH
NO
NO
NO
NO
NOT REQUIRED
NO
YES **)
YES **)
YES
REQUIRED
NO
YES **)
YES **)
YES
REQUIRED
RESTRICTION
AGE
en
CATEGORY
tia Y F 20 os or l C 19 fir op a -0 / y 206
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
PREMATURE BABY
2 – 7 DAYS OLD AFTER BIRTH
NEW BORN BABY
UNDER 48 HOURS AFTER BIRTH
NOT ACCEPTED FOR AIR TRAVEL
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 environment.
on
fid
en
MEDIF is not required for: Disability passenger/ person with disability Elderly passengers who may request the use of a wheelchair because of their age or because they are unable to walk. Passengers who recover at least 3 months after suffer a stroke.
C
Note: If the passenger does not include any of the above categories, but an doubt exist, MEDIF should be obtained 10.3.6 MAXIMUM NUMBER OF PASSENGERS
01. MAXIMUM SEAT OCCUPATION The maximum number of passenger permitted to be on board an aircraft is dictated by: The number of passenger seats The number and type of emergency exists 02. INFANTS AND CHILDREN SEATS 1) Infants (children under the age of 2 years at the beginning of their outward journey) shall be placed on the seat where the seat row is provided with extra oxygen mask. 2) The totals of infant (children under the age of 2 years at the beginning of their outward journey) that can be carried are 10% of the seat configuration. Refer OM-B2 for exact number of infant life vest on board, and OM-A Chapter 16.3.2 and Chapter 10.3.5.5 for additional information. 3) An approved seat must be available for each person on board the airplane who has reached his / her second birthday. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 used by each person on board.
C
on
fid
en
02. EXIT SEATING REGULATION 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 exit-seating regulation are in each seat pocket for each passenger seated in an exit seat. Proper pre-flight screening is essential to help ensure the passenger can meet these responsibilities. Definition of an Exit Seat
Each seat having direct access to an exit, and Each seat in a row of seats through which passengers would have to pass to gain access to an exit, from the first seat inboard of the exit to the first aisle inboard of the exit.
A passenger seat having “direct access” means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction (i.e. partition/bulkhead). Flight Attendant Duties Regarding Exit Seating During pre-flight, Flight Attendant must ensure that there is one Exit Seat Safety Card Supplement and Passenger Safety Information Card for Each exit seat. The FSM/FA-1 must ensure appropriate announcements are made (see PA Section). On open seating flight prescreening has not been accomplished, a visual and verbal assessment must be completed by a flight attendant prior to the boarding door closing. Verbal assessment should include the passenger’s response in English indicating the responsibilities in the Exit Seat Safety Card Supplement
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.3 PASSENGER HANDLING
OM – A
and Passenger Safety Information Card Supplement and Passenger Safety Information Card are understood. If a passenger relocated to an empty exit seat during flight and remains there for landing, ensure the passenger is briefed/assessed. (See Exit Seat Passenger Assessment/Briefing).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda Indonesia Must Advise Passenger Seated In Exit Seat That They May Be Called Upon To Perform The Following Functions: Locate the emergency exit; Recognize the emergency exit opening mechanism; Understand the Instructions for operating the emergency exit; Operate the emergency exit; Assess whether opening the emergency exit will increase the hazards to which passengers may be exposed; Follow oral directions and hand signals given by a crewmember; Stow or secure emergency exit door so that it will not impede use of the exit; Assess the condition of an escape slide, activate the slide, and stabilize the slide after deployment to assist others in getting off the slide; Pass expeditiously through the emergency exit; and Assess, select, and follow a safe path away from the emergency exit.
C
on
fid
en
A Passenger May Not Seat in an Exit Seat, if: a. The person lacks of sufficient mobility, or b. The person lacks of strength, or c. The person having lacks of the dexterity in both arms and hands, and both legs to: Reach upward, sideways, and downward to the location of the emergency exit and exit slide-operating mechanisms; Grasp and push, pull, turn, otherwise manipulate those mechanisms; Push, shove, pull or otherwise open emergency exits; 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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A 10.4
BAGGAGE HANDLING
10.4.1 CHECKED BAGGAGE Checked baggage (also called registered baggage) comprises articles which are weighed and carried in the baggage or cargo compartment of the aircraft. They are not accessible to the passengers during the flight. These articles are labeled with special baggage tags showing the station of arrival and a serial number. A portion of this tag is attached to the passenger’s ticket for identification purposes only and must as a rule be surrendered at the station of arrival. Garuda Indonesia has imposed a strict ruling to ensure that each single piece of item or baggage checked-in does not exceed 70 lbs/ 32 kg. 10.4.2 UNCHECKED BAGGAGE Unchecked baggage is put into the overhead compartment or under the seat, according to interior arrangement of the aircraft cabin. Unchecked baggage is subject to screening according to table below: Screening phase Airport Location check in position
Visual check by agent Verbal Communication
Secondary
gate position
Baggage Test Unit (BTU) Visual check by agent
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Primary
CABIN BAGGAGE
fid
10.4.2.1
Screening Conditions
C
on
Articles carried in the passenger cabin subject to the passenger’s own supervision and responsibility. These articles are labeled. Cabin baggage may only comprise those articles which are suitable to be carried in the passenger cabin. Size limitation for cabin baggage are as follow: Aircraft B737-800/-8 A330-300 A330-200 B777-300ER CRJ-1000 ATR72-600
Cabin Class
Piece
Dimension
Weight
1
56 x 36 x 23 cm OR not exceed 115 cm linear
7 Kg
1
41 x 34 x 17 cm OR not exceed 92 cm linear
7 Kg
All Class
All Class
Note: Special regulations apply for the transportation of fragile, bulky, valuable and diplomatic baggage in the passenger cabin. Check baggage and uncheck baggage must be presented at the same time when check-in
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A 10.4.2.2
CARRY-ON ITEM Items carried free of charge in the passenger cabin subject to the passengers own supervision and responsibility. These articles are not labeled. Carry-on Item which may be carried in addition to the free baggage allowance as:
Laptop a hand bag, a pocket book or purse an overcoat, wrap or blanket an umbrella or walking stick a small camera and / or a pair of binoculars a reasonable amount of reading matters for in flight infant-carrying basket or bassinet a full collapsible wheelchair or a pair of crutches for passenger use provided that he is dependent upon them.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: Carry-on baggage allowance must include Duty Free Purchases. Soft-sided garment bags are acceptable as carry-on baggage as long as the bag meets the carry-on baggage allowable dimension. 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 depended upon.
on
10.4.3 SPECIAL BAGGAGE
fid
en
A visual assessment of the customer’s carry-on baggage by the check-in agent shall be the primary determination to either accept or refuse carry-on baggage.
C
Detail policy and procedure of Special Baggage see OM-A Chapter 21.
10.4.4 CARRY-ON BAGGAGE CONTROL PROGRAM
A. Policy Garuda Indonesia safety policy ensures an organizational and cultural framework for compliance with all rules and regulations governing the safety operation of an aircraft. Customers expect to use our services with the assurance of their safety and security being at the core of the protection. The Carry-on Baggage Control Program is intended to meet or exceeds the cabin safety requirement pursuant to the Aeronautics Act. The program is designed for protection of customers and crewmembers from: 1) Improperly stowed items dislodging and striking passenger and crewmember when abrupt aircraft deceleration or attitudinal changes occurs. 2) Obstruction of rapid passenger egress in otherwise survivable impacts resulting from improperly stowed items.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
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.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 during takeoff, periods of inflight turbulence and landing. 4) That may cause injury to passengers in the event of turbulence or an emergency may only be stowed in an overhead rack if equipped with an approved restraining devices or doors.
fid
C. Responsibility for Acceptance
C
on
Airport staff The Check-in Staff is responsible to know the criteria, and implement the procedures for acceptance and refusal of carry-on baggage when checking in. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 complete and sufficient information increases customer’s perception of reliability, and build trust.
en
Our Corporate Safety Policy is an integral part of our service strategy and as such is a core aspect of service reliability. Our goal is to assist our customers in experiencing value and receive benefits for the burdens endured.
C
on
fid
The quality of personal interaction with the customer is essential to achieve customer satisfaction. Therefore the following means are provided: 1) Safety massages on ticket folders, flyers, boarding pass. 2) Posting of carry-on baggage allowance in a visible manner at check in location and boarding gate. 3) Test unit at check-in and gate location. 4) Gate and on board announcement. 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:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
“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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
F. STANDBY PASSENGER CARRY-ON BAGGAGE Standby passengers are subject to the same restrictions as regular customers. To facilitate assessment by the gate staff, the following applies:
fid
en
Check-in staff 1) Assist status of carry-on baggage 2) Inform customer of conditions for acceptance. 3) Take passengers check baggage and provide a baggage receipt.
C
on
Gate staff 1) Assess carry-on baggage. 2) Advise passenger to try the test unit if bag size is questionable. 3) If bag must be check, provide the passenger with bag receipt. 4) Advice ground handler. G. ONBOARD STOWAGE OF PASSENGER CARRY-ON BAGGAGE Carry-on baggage must be stowed under the passenger seat or in an approved overhead bin or otherwise approved storage unit. As a rule, the heavier pieces should be stowed under the seat and the lighter items in the overhead bin. Alcoholic beverage bottles etc. must be stowed under the seat. Exception to the above is addressed under handling of fragile / unusual items below. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
Alcoholic beverages may not be offered to the following passengers: Garuda Indonesia deadheading crew wearing the uniform. Person appearing to be intoxicated. Prisoner and their escorting officers. Person known to have access to a deadly or dangerous weapon while onboard the aircraft. I.
CREW BAGGAGE STOWAGE, LOCATION AND PROCEDURE. Crew baggage is governed by the same restrictions as specified for passengers. The locations that are designated as crew baggage stowage are cargo compartment, bulk, or the overhead bin.
J. HANDLING OF FRAGILE / UNUSUAL ITEMS Seat Loaded Items In some circumstances, very fragile, oversized or valuable musical instruments may be carried in the cabin, secured to a passenger seat.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
For transport, the following procedures must be followed: 1) Must have a boarding pass for the item, 2) The passenger must travel with the item, 3) Item must be secured with a seatbelt and extension belt if required for taxi, takeoff, in flight and landing, to a passenger seat. 4) Seat must be in the upright and locked position for takeoff and landing. 5) Item must be secured at a window seat. 6) Item must not be placed at exit row. 7) Item must not block aisle access. 8) Item must not block ordinance signs from passenger view. 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 Gate Staff must: 1) 2) 3) 4)
Determine space availability. Advise FA-1 and conform onboard acceptance. Advise customer of status. If on board acceptance is denied, advice Ground Handler staff, the customer, and produce limited release tag to be carried in the cargo compartment.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.4 BAGGAGE HANDLING
OM – A
The Flight Attendant must assist customer with the safe stowage of an article in an approved stowage area. Flexible Travel Cane Carried by blind individuals must be stowed under any series of connected passenger seat in the same row if the cane does not protrude in to an isle and if the cane is flat on the floor, or between a non-emergency exit window seat and the fuselage if the cane is flat on the floor, or beneath any two non-emergency exit window seat if the cane is flat on the floor, or any other method approved by DKPPU.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 10.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.4 BAGGAGE HANDLING
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.5 REFUSAL
OM – A
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.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.5.2 REFUSAL OF BAGGAGE Garuda Indonesia will not accept: Any baggage for transportation which is likely to endanger the aircraft, person or properties, or which is likely to be damaged by carriage or which is unsuitably packed. Any single piece of packed baggage more than 32 Kgs (70 lbs). Any consequences arose due to this refusal Garuda Indonesia will not bear any responsibilities.
C
on
10.5.3 PROCEDURE FOR THE REFUSAL OF EMBARKATION The Pilot in Command has the authority to refuse the carriage of any person if, in his/her opinion, the person might: Cause discomfort or make himself objectionable to other passengers; Involve any hazard/risk to himself or to other persons, to property or to the aircraft; He fails to observe instructions of the crewmember. However the authority to refuse embarkation to person obviously under the influence of drugs does not apply to persons who are subject to such condition following emergency medical treatment after commencement of the flight, or to persons under medical care accompanied by personnel trained for that purpose. Whenever it becomes necessary to remove a passenger from an aircraft, the flight crew must inform Garuda Station Officer who, in turn, must take the necessary actions, considering assistance of local law enforcement officers and including offloading procedures of his baggage. Passengers who have been refused embarkation or who have been disembarked are left with the airport authorities. All Company personnel engaged in passenger handling and loading, including other crewmembers, handling agents and check-in personnel, must alert the Pilot in Command if at any time they consider that the condition of a particular passenger could jeopardize the safety of a flight. END OF 10.5 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.5 REFUSAL
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.6 CARGO HANDLING PROCEDURES
OM – A 10.6
CARGO HANDLING PROCEDURES Garuda Indonesia can accept goods, mail or Company Material for carriage, provided carriage is possible over the entire route in accordance with several requirements. Detail procedure for cargo handling refer to Cargo Handling Manual. For handling special load refer to Chapter 21 of this manual.
10.6.1 CARRIAGE OF CARGO IN PASSENGER COMPARTMENTS Not applicable in Garuda Indonesia Operations
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 10.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.6 CARGO HANDLING PROCEDURES
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A 10.7
SCHEDULE IRREGULARITIES 01. GENERAL Under certain conditions the company is allowed to take specific measures which deviate from the normal IATA regulations. These conditions are: Failure to stop at the passenger’s destination because of overflying or diversion. Lost connections (if the passenger was booked a seat on a connecting flight). Delay at departure and on arrival. Cancellation of a flight. Inability to provide previously booked seats. It is the company principle to reduce to a minimum the resulting inconveniences caused to the passengers, so as to prevent Garuda Indonesia suffering a possible loss of goodwill. It will be obvious, that the execution of this principle cannot be entirely laid down in clean-cut instructions, but that a great deal will have to be left to the exercise of sound judgment and insight of the personnel concerned.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following guideline may be useful: Always try to offer passengers satisfactory and tactful information, whilst explaining the cause of the irregularity promptly, correctly and to the point. Keep passengers informed about any decision taken thereafter, including reason and the consequences involved. The passenger should suffer the least possible discomfort, and be assisted as adequately and efficiently as possible. Passenger requiring refund can be referred to the sales office which issued the ticket. In case of a deviation from schedule involving a prolonged delay, of if the disposition of the passengers renders it desirable to do so, it may be required to entertain the passengers in some other way, e.g. by arranging sight-seeing tours etc. In arranging such entertainment all elements of competition should be avoided. Refreshments and/or meals, suitable to the time, day and season, may be offered. Dependent on the time of the day and the duration of the delay, hotel accommodation may be offered. 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: Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
Cause and expected duration of delays arising after embarkation. Apologies on behalf of Garuda Indonesia for delays that took place before embarkation.
The letter could be included in the FSM/FA-1’s welcome-on-board address.
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Should, in view of this information, a passenger express the wish to travel by other means of transport, his/her wish must be honored and complied with as far as possible.
fid
en
In case of transfer-passengers everything possible must be done to affect their original through reservation. If it is known beforehand that the connection will definitely be lost, the advisability of rerouting the passenger must be considered.
on
Crew Duties at Stations of Diversion
C
A. GARUDA AGENCY AVAILABLE If the diversion has to be made at stations where Garuda Indonesia representatives are available, the following directions apply: The PIC shall contact as soon as possible the District Manager or Station Manager, if he/she arrives at that airport outside Garuda Indonesia station personnel normal working hours. Should the aircraft arrives within the normal station working hours, then the PIC and the FSM/FA-1 should proceed to the Station Manager’s Office to formulate actions to be taken. Other cabin personnel should company the passengers to the waiting room and remain there for liaison purposes with station personnel. In coordination with the Station Manager, the PIC should inform Flight Progress Unit immediately, if the aircraft is not serviceable for turn-around, agree on ETD and in case of night stopping agree with the Station Manager on a call for decision on departure The copilot will prepare the flight plan and load sheet if necessary in view of the agreed ETD. The Copilot will arrange the refueling The Cabin Personnel should check regularly with the PIC or the Station Manager for possible revised ETD. In case of night stopping, cabin personnel should: Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
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. B. NO GARUDA AGENCY AVAILABLE If, for any reason, a landing has been to be made at an airport where no Garuda Indonesia agency is available, the PIC is responsible for the entire procedure of the handling of passengers, mail and freight.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following directives apply: The PIC shall contact as soon as possible the nearest Garuda Indonesia district Manager or Station Manager for consultation of actions to be taken. The copilot is responsible for preparing the flight plan and load sheet. The copilot will arrange for refueling and tank a basic fuel load as instructed by the PIC. The PIC shall contact forthwith the officials of the nearest post office for consultation of measures to be taken with regard to the dispatch of mail. No special measures will be taken with regard to freight and company mail, unless the informed Garuda Indonesia District Manager or Station Manager expresses explicit wises in this respect. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A 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.
10.7.1 SCHEDULE ALTERATIONS ENROUTE
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. GENERAL The following information is provided for the necessary insight into the procedures to be followed when considering a delay or diversion, whether due to weather conditions or technical or commercial reasons. The decision whether or not to delay or divert an aircraft, to which extent or to where, will be governed by some principle rules regarding the protection of reliability and economy of Garuda Indonesia’s daily operations.
on
The performance of flights in accordance with set standards for the regularity, punctuality and service adequacy of all operations, is of prime and equal importance to both the client’s demands and the company’s economics. 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.
C
fid
Within safety requirements:
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Transfer passengers. In principle no delay may accepted when transport by other services can be ensured within 6 hours. If transfer within 6 hours cannot be guaranteed, Station Manager may accept delay according to the following scheme:
en
Max. 15 minutes - if transferred passengers times distance to be flown on next stretch exceeds 10000 passenger miles.
fid
Max. 30 minutes - if more than 25000 passenger miles.
C
on
Max. 45 minutes - if more than 100000 passenger miles and resulted from joint decision by Station Manager and Flight Progress Unit.
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.7 SCHEDULE IRREGULARITIES
OM – A
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 central directions of Flight Progress Unit, if the procedure is not separately covered.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
With regard to diversion due to operational reasons, such as weather conditions, flights should divert in accordance with existing instructions.
C
on
fid
If not specified in separate instructions, flights should principally divert to the nearest alternate. This involves the least cost to the company with a view to its obligation to carry passengers immediately affected to their destination, if necessary by other means of transport. From both the majority of its customer’s and the company’s own point of 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A 10.8
PASSENGER RELATIONS PASSENGER INFORMATION ON BOARD It is the PIC’s responsibility to maintain contact with his/her passengers in order to ensure that they receive the best service possible and are kept informed about details of the flight and especially deviations from normal operation. A reduced level of passenger dissatisfaction will result if carefully formulated information is given, especially during the delays. In such situations the PIC/Station Supervisor should weigh any matters very carefully. The Public Address (PA) System is very effective service tool to use. It should be used whenever cockpit workload permits to promote greater confidence in Garuda Indonesia service. The PIC may delegate PA to the Copilot especially if this Copilot has knowledge of specific or relevant language. 01. RESPONSIBILITY FOR INFORMATION
tia Y F 20 os or l C 19 fir op a -0 / y 206
As long as the door still open It is the duty of the Ground Personnel to inform the PIC about the delays exceeding 5 minutes. The PIC in turn will provide appropriate information for the passengers via PA personally or delegate to the Flight Attendant or Ground Staff if knowledge of local language is required.
en
In case of delayed boarding, information should be sought from the ground staff as to announcement already made to the passengers at the waiting lounge.
C
on
fid
As soon as the door are closed It is the responsibility of the PIC to inform passengers about all substantial irregularities, such as departure or approach delay, technical troubles, missed approach etc. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
03. PRESENTATION OF INFORMATION Most passengers like to be kept informed of the progress of the flight and PIC should be mindful of this. Passengers are a “Captive audience” and, as experience has shown, announcements via the PA find a mixed acceptance. Therefore, the PIC shall select length, contents and number of announcements so as to make them as pleasing as possible to those who like them and as nonirritating as possible to those who dislike them. Generally PA announcements should be made during the following phases of flight:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Prior to start when delays of 5 minutes or more occur. During prolonged periods of taxi or protected queuing periods at the holding runway. During such periods, opportunity should be taken to inform passengers of the reason of such taxi or delay and also inform them, when applicable of takeoff direction and where to look for local features during takeoff climb out. Early in the flight phase of general flight plan. This should cover such as height, routing, speed, expecting en route weather conditions, ETA at destination in local time and time check or time different where necessary. Metric units should be used whenever possible. During flight, to high light or point out interest places that are being flown. Abnormal/unusual operations that can be observed by the passengers should also be explained to them. Prior or during descent, an announcement should be made to revise the ETA, give an update local weather conditions and high light any interest places that may be observed during the approach or landing. When the “Fasten Seat Belt” sign needs to be switched on inflight to warn the passengers and crew of moderate or severe turbulence. In the event of Go-Around, passengers are usually concerned about it. They therefore ought to be informed of the reasons for Go-Around and what subsequent course of action is being taken, this will be included diversion to alternate airport.
C
It is preferable to make rather brief announcements, but to inform the passengers repeatedly. In order to avoid monotony, announcements shall be as varied as possible. The following hints might be helpful:
Refrain the distance of the microphone not more than 10 cm away from the lip Introduce yourself before the first announcements. Stick to facts, use direct and simple expressions and well-known geographical names for position reports. Do not use technical terms, which passengers might not understand. Avoid expressing opinions. Be cautious in using humor. Passengers might disagree on what is funny! Smile to the microphone.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
“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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
on
fid
en
04. PROCEDURE FOR NORMAL OPERATION At any convenient time during boarding when majority of passengers are already onboard, or after boarding completed, the PIC shall make a “Welcome Aboard” announcement and inform the passengers about flight plan, weather en route and other information deemed necessary.
C
Subsequent announcements should state additional en route information, e.g. flight progress, points of special interest, leaving/reaching coastlines on ocean flight, etc. These announcements shall normally also be made in IMC. Final announcements should be made when the destination actual weather report has been received and the traffic situation at the landing place can be better judged concerning possible arrival delays, etc. Information and explanation about the following special circumstances should comprise at least:
Anticipated turbulence, Deviations from the intended plan of operations which are of interest to the passengers.
Do not use the PA system in informing the passengers to unfasten seat belts at any time during flight.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
05. PROCEDURES FOR IRREGULAR OPERATION Suitable information should, if possible, be transmitted before passengers start impatient inquiries, but not before a sound explanation of the circumstances can be given. Information should be based on the following principles:
Reasonable and realistic statement of duration of a delay and the reason of the delay. This should first be checked with the Engineer and Station Manager when available. Once a defined time has been given, this time should in no case be extended further without informing the passengers accordingly. If no time statement can be made, the passengers should be told so in every 15 minutes. A sample announcement could take the following form: “For the time being I cannot give you any definite information but I will advise you of the expected time for departure as soon as possible. More details will be given to you (A further announcement will be made) in about half-an-hour. In the meantime please remain on board (or Garuda Indonesia offers you refreshment in the waiting lounge/restaurant)”. Upon continuation of the flight, final apologies on behalf of Garuda Indonesia should be given by the PIC and that announcement should took place before takeoff.
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
In case of prolonged delay, the PIC should inform the passengers through the Flight Attendant of all arrangements in such a way that absolutely no misunderstandings between PIC, Flight Attendant and passengers will arise.
C
on
During extended ground stays in case of irregularities, personal contact between crew, station personnel and passengers may advantageously assist in handling the situation. Changes of departure time should be transmitted to these groups as soon as practicable by the station personnel. When a diversion becomes necessary, passengers shall be informed, as soon as possible and be advised that their onward transportation or accommodations will be arranged by ground personnel. VHF/HF Transmission and/or ACARS transmissions regarding passenger connections should be made on long-haul flights when arrival time is delayed for more than 20 minutes. Such transmissions are subject to cockpit workload and are normally not made later than 30 minutes prior to estimated time of arrival. After receipt of a passenger’s message, the passenger (s) shall be informed via the Flight Attendant. If the decision is to over-fly a station for whatever reason, passengers should be informed prior to departure.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.8 PASSENGER RELATIONS
OM – A
06. BRIEFING OF PASSENGERS IN EMERGENCY Proper briefing of passengers is most important to prevent shock or panic. It is of special importance that the PIC performs the passenger briefing personally. He/She shall explain the situation in a calm and professional manner so as to encourage the passengers to have confidence in the crewmember’s ability to cope with the emergency. Only if conditions prevent the PIC from informing the passenger himself/herself, he/she may designate and brief another crewmember to perform this duty. The detailed briefing by the Flight Attendants shall include instructions, as appropriate, refer also FCOM and Emergency Checklist. 07. DISCUSSION ON OPERATIONAL MATTERS IN FRONT PASSENGERS Crewmember should avoid discussion among themselves, within the hearing of passengers, any matters relating to operational difficulties or to the safety of the Company operations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If approached on this subject, the PIC and other crewmember should not misleading or give the impression of concealment of the true cause of the difficulties. Instead, give an explanation of the difficulties being encountered and assure passengers that the flight will not proceed if any doubt existed as to the safe operation of the aircraft.
C
on
fid
en
08. INFORMATION TO THE PRESS No crewmember is permitted to give information concerning the Company’s business to any person outside the Company, especially the Press and Passengers, other than the ordinary information made for public from time to time by the Company. END OF 10.8
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.8 PASSENGER RELATIONS
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A 10.9
DE-ICING AND ANTI-ICING ON THE GROUND
10.9.1 GENERAL This section is provided as guidance when operating under winter conditions. The crews and ground personnel shall be aware of the potential hazards associated with weather conditions inherent to operations in those circumstances. The De-icing/Anti-icing program consists of four elements:
Management Plan; Holdover timetables with procedures for usage; De-icing/Anti-icing Procedures, Responsibilities, and Checks; Training.
The first two elements are located in this subchapter. The training portion for Flight Crewmember is contained in OM-D1, for Flight Dispatcher in OM-D3, for Station Manager in the Station Manual/SPTM, and for Ground and Maintenance personnel in Technical Manual ™. 10.9.2 MANAGEMENT
A. OPERATIONS
The Station Manager or a designated representative, in cooperation with Dispatch will be responsible for implementation of the de-ice/anti-ice program. They will coordinate through qualified contractor and with the Air Traffic Control Tower and Airport Authorities concerning usage and priorities of gate hold procedures, secondary deicing, and pre takeoff 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.
C
on
fid
en
(1) Station Manager
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Station Manager of Garuda Indonesia is designated as overall manager of the Deicing/Anti-icing program.
(2) Pilot in Command The Pilot in Command will coordinate with the Station Manager or De-icing Coordinator to request De-ice/Anti-ice as required. (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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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. 10.9.3 AIRCRAFT DE-ICING/ANTI-ICING RESPONSIBILITY The aircraft de-icing/anti-icing program is prepared to ensure that when a flight is planned to operate in known or suspected ground icing conditions, it shall be subject to the following procedures:
That the aircraft has been inspected for ice accretion; If necessary, the aircraft has been given appropriate de/anti-icing treatment.
en
C
on
If frost or precipitation is occurring, application of anti-icing material must be considered. Any time the temperature falls below 60 C and the Dew Points is within 30 C of the OAT, it can be reasonably expected that frost, snow or ice will form on the surfaces, requiring application of anti-icing fluid. Local airport forecasts shall also be considered.
fid
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is the responsibilities of the Station Manager, designated representative, De-icing Coordinator, or PIC, in coordination with Dispatch, to make the decision for initiation of de-icing or anti-icing procedures. The conditions that warrant deicing of an aircraft make that decision quite obvious. Following is a list of criteria to assist in determining the implementation of anti-icing procedures:
De-icing shall be accomplished in accordance with instructions contained herein. All persons participating in these procedures must be trained and qualified to de-ice/antiice aircraft. This training must be updated annually. The Garuda Indonesia De-icing Coordinator is responsible to anti-ice the aircraft when taxiways are slush, snow, sleet or water covered or if precipitation is falling and the ambient temperatures are near freezing. The Garuda Indonesia De-icing Coordinator and the PIC shall be responsible for ensuring that all flight controls are operable and free of ice or snow prior to releasing an aircraft for departure. The ground man handling interphone communications with the cockpit will be responsible for checking inlets for foreign material, checking access doors for being closed and that the aircraft has been de-iced and/or anti-iced as required and will confirm for the flight crew that these checks have been accomplished before the pushback operations starts. The PIC is responsible for obtaining procedures used in aircraft de-icing guidelines for remote or gantry de-icing.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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/Antiicing 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.
10.9.3.1
FLIGHT PLANNING
tia Y F 20 os or l C 19 fir op a -0 / y 206
Warning: A Maximum thrust take off is required following any de-icing/anti-icing.
C
on
fid
en
Flight planning, especially during winter weather conditions requires that the crew thoroughly review the weather conditions at the departure airports as well as for the remainder of the flight. Special attention shall be given to the time of the latest report, especially if the temperature is approximately 2C (36F) or lower. There could be as much as 3 to 4 degree variations in current temperature from the reported temperature depending upon the time since the last weather observation. Additionally, current temperature versus reported temperature can be different 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. 10.9.3.2
WEATHER CONDITIONS A. GENERAL Aircraft on the ground are susceptible to accumulation of ice formations under various atmospheric conditions. Some of these are:
Freezing rain and drizzle. Liquid precipitation existing at ambient temperatures below 00 C where rain droplets remain in a super-cooled state and freeze upon contact with objects on the ground.
Frozen precipitation such as snow, sleet, or hail. The type of snow (wet/dry) is temperature/dew-point related. For wet snow, the temperature and the dew point are normally within 1C (2F) of each other and the ambient temperature approximately –4C to 1C (25F to 33F). Dry snow
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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.
During extremely cold temperatures, the application of Type II Fluid and water mixture to a cold soaked aircraft surface may remove the existing frozen precipitation and then refreeze on the surface of the aircraft.
The normal application of Type II Fluid may not remove clear ice and may camouflage the clear ice during inspections. The clear ice is difficult to see and sometimes may not be detected other than by touch.
Active frost: Active frost is a condition when frost is forming. Active frost occurs when aeroplane surface temperature is: at or below 0 ºC (32ºF), and at or below dew point.
Ice pellets: Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm (0.2 inch) or less. The pellets of ice usually bounce when hitting hard ground.
Lowest Operational Use Temperature (LOUT): The lowest operational use temperature (LOUT) is the higher (warmer) of: a) The lowest temperature at which the fluid meets the aerodynamic acceptance test (according to AS5900) for a given type (high speed or low speed) of aeroplane or b) The freezing point of the fluid plus the freezing point buffer of 10 °C (18 ºF) for Type I fluid and 7 °C (13 ºF) for Type II, III or IV fluids.
Rime ice is Small frozen water droplets, spherical opaque/milky granular appearance looking similar to frost in a freezer. Typically rime ice has low adhesion to the surface and its surrounding rime ice particles.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
B. FLIGHT PLANNING Ice accumulation can also occur from ground operations or conditions. Some of these ground operations/conditions are:
10.9.3.3
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.
EFFECTS OF ICE ON THE AIRCRAFT A. CONTAMINATION EFFECTS The “clean aircraft” concept as derived from CASR 121.629 that states that no person may takeoff an aircraft when frost, snow, or ice is adhering to the wings, control surfaces of the aircraft. The reason for this regulation is that ice accumulation on the aircraft can have very significant and sometimes devastating results on aircraft equipment and performance.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Contamination from frost, snow, or ice changes the aerodynamic design of the aircraft – always for the worse. Hence, components of an aircraft affected by contamination generally fall into the following categories: Lifting devices; Control surfaces; Engines; Landing gears; Sensors, and Fuselage sections.
C
on
fid
en
B. AERODYNAMICS 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 ice, snow, or frost adhering to the leading edge of the wing, the airflow over the wing is disrupted, adversely affecting the airflow required to generate lift. Contamination of the leading edge of the wing more significantly affects aerodynamic performance than contamination of the center and aft portion of the wing. Angle of attack is another victim of contamination. With a clean wing, the required lift for normal takeoff is below maximum lift. With a frost-covered wing, the lift for takeoff may be close to maximum lift and near the stall speed. With an ice covered wing, the critical angle-of-attack is even lower, and on airplane rotation for takeoff, the wing may never produce the required lift before stall. Furthermore, the angle of attack sensors assume a clean wing and make no adjustment for the effect of contamination. This condition increases the probability that a stall will occur prior to activation of the stall warning devices. With ice, or any type of contamination, the wing has less ability to generate lift and it stalls at lower angle of attack. Additionally, stall characteristics are unpredictable depending upon the type and the amount of contaminations. Contamination on the wings as well as over the body of the airplane creates additional skin friction, thus producing parasite drag. Additionally, the cumulative weight of the ice on the entire airplane can be significant. The center of lift is affected by the location of the contamination on the wings. With swept back wings, if the outboard/aft area of the wing is more contaminated than the inboard/forward area, more total lift will be produced
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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.
10.9.3.4
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight, engine, and other instruments, as well as automated systems, may provide erroneous information if contamination exists on the external sensing probes and ports or on areas forward of or adjacent to these external sensors. Residual moisture on door and cargo hatch seals may freeze causing leaks or seal damage. PROCEDURES, LIMITS AND PRECAUTIONS
C
on
These procedures specify the recommended methods for de-icing and anti-icing of aeroplanes on the ground to provide an aerodynamically clean aeroplane. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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.)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Type I fluids The freezing point of the Type I fluid mixture used for either one-step de-icing/antiicing 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 the lowest operational use temperature (LOUT).
en
CAUTION: Type I fluids supplied as concentrates for dilution with water prior to use shall not be used undiluted. For exceptions refer to fluid manufacturer's documentation.
C
on
fid
Type II / Type III / Type IV fluids Type II, III, and IV fluids used as de-icing/anti-icing agents may have a lower temperature application limit of -25 °C (-13 °F). The application limit may be lower, provided a 7 °C (13 °F) buffer is maintained between the freezing point of the neat fluid and outside air temperature. 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. Aeroplane related limits The application of de-icing/anti-icing fluid shall be in accordance with the requirements of the airframe/engine manufacturers.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
Procedure precautions One-step de-icing/anti-icing is performed with a heated anti-icing fluid (see *antiicing 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.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
When applying the second step fluid, use a spraying technique, which completely covers the first step fluid (for example using the method described in section antiicing fluid application strategy) and provides a sufficient amount of second step fluid. For guidance on amount of fluid refer to the AEA document "Training Recommendations and Background Information for De-icing/Anti-icing Aeroplanes on the Ground".
C
on
fid
Where re-freezing occurs following the initial treatment, both first and second step must be repeated. A. DEFINITIONS
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A **de-icing fluid: a) b) c) d) e)
heated water; mixture of water and Type I fluid; Premix Type I fluid; Type II, Type III, or Type IV fluid; 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Holdover time is obtained by anti-icing fluids remaining on the aeroplane surfaces. With a one-step de-icing/anti-icing the holdover time begins at the start of the treatment; and With a two-step de-icing/anti-icing at the start of the second step (anti-icing).
C
on
fid
en
Holdover time will have effectively run out when frozen deposits start to form/accumulate on treated aeroplane surfaces. Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited holdover time, especially in conditions of freezing precipitation. With this type of fluid no additional holdover time would be provided by increasing the concentration of the fluid in the fluid/water mixture. 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A CAUTION:
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 aeroplane skin temperature is lower than OAT. Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: Certain fluids may be qualified according to fluid specifications but may not have been tested during winter to develop the holdover time guidelines specified in this document. Holdover time guidelines in this document are not applicable to these fluids. For use of holdover time guidelines consult fluid manufacturer’s technical literature for minimum viscosity limits of fluids as applied to aeroplane surfaces. A degraded Type II, Type III, or Type IV fluid may be used, provided the holdover time guidelines for Type I fluids (Table 3 or 4 as applicable) are used. A Type II, Type III, or Type IV fluid is considered to be degraded if the viscosity is below the minimum limit as provided by the fluid manufacturer. The Type II fluid holdover time guideline (Table 5) may be used with degraded Type IV fluids only after substantiation by holdover time testing. Holdover time guidelines can also be obtained for individual fluid products and these “brand name” holdover times will be found to differ from the tables published here. Holdover times are given in ranges in both tables. Holdover times within these ranges can be further estimated based upon the severity of the weather conditions (i.e., heavy, moderate, or light) by dividing the range into thirds. As a rule of thumb, visibility during a heavy snowfall would be less than ¼ mile, moderate snowfall visibility would be between ¼ to 1 mile, and light 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. C. FLUID EFFECTS ON TAXIWAY/RUNWAY FRICTION COEFFICIENTS. The de-ice/anti-ice fluids on taxiway/runway can affect braking coefficients; therefore caution shall be used at all times when maneuvering in the areas where the fluids have accumulated. Nose wheel steering and braking action may both be affected by lack of traction on contaminated surfaces. D. HEALTH/ENVIRONMENTAL CONSIDERATIONS Brief, single exposure to de-icing fluids that might be encountered during preflight 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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. Table 1 - Guidelines for the application of Type I fluid/water mixtures (minimum concentrations) as a function of OAT O n e- St ep Pr oc e d ur e
O AT
De- Ic in g/ A n ti Ic i n g
be l o w - 3 ºC ( 27 ºF) d o wn t o LO UT
He at e d f lu i d/ wa te r m ix tur e wi t h a f r ee zi n g p o i nt of at le as t 10 º ( 18 ºF) b e lo w O AT
Firs t s te p : De ic in g He at e d wa t er or a h ea te d f lu i d/ wa te r m ix tur e He at e d f lu i d/ wa te r m ix tur e wi t h a f ree zi n g p o i nt no t m or e th a n 3 ºC ( 5º F) a bo v e O AT
S ec o n d s te p: A nt i- ic in g ( 1 )
He at e d f lu i d/ wa te r m ix tur e wi t h a f ree zi n g p o i nt of at le as t 10 º C (18 ºF) b e lo w O AT
tia Y F 20 os or l C 19 fir op a -0 / y 206
3 ºC ( 27 ºF) a n d ab o v e
T wo - S t ep Proc e d ure
( 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 .
on
fid
en
NOTE 1: Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F) at the nozzle. Upper temperature limit shall not exceed fluid and aircraft manufacturer's recommendations.
C
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 is desirable. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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
OAT (1)
De-icing/ Anti-icing 50/50 Heated (3) Type II, III, or IV fluid/water mixture
-3 ºC (27 ºF) and above
Two-Step Procedure First step: De-icing Heated water or a heated Type I, II, III, or IV fluid/water mixture Heated Type I, II, III, or IV fluid/water mixture with a freezing point not more than 3 ºC (5 ºF) above OAT Heated Type I, II, III, or IV fluid/water mixture with a freezing point not more than 3 ºC (5 ºF) above OAT
Second step: Antiicing (2) 50/50 Type II, III, or IV fluid/water mixture
below -3 ºC (27 ºF) to -14 ºC (7 ºF)
75/25 Heated (3) Type II, III (4), or IV fluid/water mixture
below -14 ºC (7 ºF) to -25 ºC (- 13 ºF)
100/0 Heated (3) Type II, III (4), or IV
below -25 ºC (-13 ºF)
Type II/Type III/Type IV fluid may be used below -25 ºC (-13 ºF) provided that the freezing point of the fluid is at least 7 ºC (13 ºF) below OAT and that aerodynamic acceptance criteria are met (LOUT).
75/25 Type II, III (4), or IV fluid/water mixture
tia Y F 20 os or l C 19 fir op a -0 / y 206
100/0 Type II, III (4), or IV
(2) (3)
C
(4)
Fluids must only be used at temperatures above their LOUT. To be applied before first step fluid freezes, typically within 3 minutes. Clean aeroplanes may be anti-iced with unheated fluid. Type III fluid may be used below -10 ºC (14ºF) provided that the freezing point of the fluid is at least 7 ºC (13 ºF) below OAT and that aerodynamic acceptance criteria are met (LOUT).
on
(1)
fid
en
NOTE: Type II/Type III/Type IV fluid may not be used below -25°C (13°F) in active frost conditions Consider the use of Type I fluid/water mixture when Type II, III, or IV fluid cannot be used (see Table 1).
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 antiicing 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES OM – A
10.9 DE-ICING AND ANTI-ICING ON THE GROUND
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 Active Forst (hours:minutes) Active Frost Concentration Neat Fluid/Water Vol %/Vol% Type II (3) Type III (3) Type IV (3) Type I (1) (2) C F 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 3:00 100/0 8:00 2:00 12:00 Below 30 to Below -1 to -3 75/25 5:00 1:00 5:00 27 50/50 1:30 0:30 3:00 100/0 8:00 2:00 10:00 Below -3 to Below 27 to 0:35 10 14 75/25 5:00 1:00 5:00 100/00 6:00 2:00 6:00 Below -10 to Below 14 to 7 14 75/25 1:00 1:00 1:00 Below -14 to Below 7 to -6 100/0 6:00 2:00 6:00 21 Below -21 to - Below -6 to 100/0 2:00 2:00 4:00 25 13 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 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 (1) (2)
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide – protection during flight.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 13
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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) Approximate Holdover Times under various weather conditions (hours:minutes)
OAT (1)
Freezing Fog
Snow/Snow Grains/Snow Pellets (2)
Freezing Drizzle (3)
Light Freezing Rain
Rain and Cold Soaked Wing
-3 and above
27 and above
00:09 – 0:16
0:03 – 0:06
0:08 – 0:13
0:02 – 0:05
0:01 – 0:05 (6)
Below -3 to -6
Below 27 to 21
0:06 – 0:08
0:02 – 0:05
0:05 – 0:09
0:02 – 0:05
Below -6 to -10
Below 21 to 14
0:04 – 0:08
0:02 – 0:05
0:04 – 0:07
0:02 – 0:05
Below -10
Below 14
0:04 – 0:07
0:02 – 0:04
Other (4) (5)
CAUTION: No Holdover Time Guidelines exist
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
F
Ensure that the lowest operational use temperature (LOUT) is respected 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, hail, moderate freezing rain and heavy freezing rain (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 (1)
C
on
(2)
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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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) C
F
-3 and above
27 and above
Below -3 to -14 Below -14 to -25 or LOUT
Below 27 to 7 Below 7 to -13 or LOUT
Type II Fluid Concentration Neat-Fluid/Water (Vol%/Vol %) 100/0 75/25 50/50 100/0 75/25 100/0
Approximate Holdover Times under various weather conditions (hours:minutes) Snow/Snow Freezing Light Freezing Rain and Cold Freezing Fog Grains/Snow (3) Drizzle Rain Soaked Wing Pellets (2) 0:35 – 1:30 0:20 – 0:45 0:30 – 0:55 0:15 – 0:30 0:08 – 0:40 (5) 0:25 – 1:00 0:15 – 0:30 0:20 – 0:45 0:10 -0:25 0:05 – 0:25 (6) 0:15 – 0:30 0:05 – 0:15 0;08 – 0:15 0:05 – 0:09 0:20 – 1:05 0:15 – 0:30 0:20 – 0:45 (7) 0:10 – 0:20 (7) 0:25 – 0:50 0:10 – 0:20 0:15 – 0:30 (7) 0:08 – 0:15 (7) CAUTION: 0:15 – 0:35 0:15 – 0:30 No Holdover Time Guidelines exist
Other (4) (5)
tia Y F 20 os or l C 19 fir op a -0 / y 206
OAT (1)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type II fluid cannot be used. (2) In flight ‘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 (7) No holdover time guidelines exist for this condition below -10C (14F)
C
on
fid
en
(1)
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 15
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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)
F
100/0 27 and above
75/25
Below -3 to -10
Below 27 to 14
50/50 100/0 75/25
Below 10
Below 14
Snow/Snow Grains/Snow Pellets (2)
Freezing Drizzle (3)
Light Freezing Rain
0:20 – 0:40
0:10 – 0:20
0:10 – 0:20
0:08 – 0:10
0:15 – 0:30 0:10 – 0:20 0:20 – 0:40 0:15 – 0:30
en
100/0
0:20 – 0:40
fid
-3 and above
Freezing Fog
on
C
Approximate Holdover Times under various weather conditions (hours:minutes)
Type III Fluid Concentration NeatFluid/Water (Vol%/Vol %)
tia Y F 20 os or l C 19 fir op a -0 / y 206
OAT (1)
Rain and Cold Soaked Wing 0:06 – 0:20
(5)
(6)
0:02 – 0:10
0:08 – 0:15
0:08 – 0:15
0:06 – 0:10
0:04 – 0:08 0:09 – 0:15 0:07 – 0:10
0:15 – 0:09 0:10 – 0:20 0:09 – 0:12
0:04 – 0:06 0:08 – 0:10 0:05 – 0:09 CAUTION: No Holdover Time Guidelines exist
0:08 – 0:15
Other (4)
(6)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type III fluid cannot be used. (2) 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.
C
(1)
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 16
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
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)
F
-3 and above
27 and above
Below -3 to -14
Below 27 to 7
Below 14 to -25 or LOUT
Below 7 to -13 or LOUT
Approximate Holdover Times under various weather conditions (hours:minutes)
1:20 – 3:10 1:00 – 1:45 0:15 – 0:35 0:20 – 1:20 0:25 – 0:50
Snow/Snow Grains/Snow Pellets (2) 0:35 – 1:15 0:30 – 0:55 0:07 – 0:15 0:25 – 0:50 0:20 – 0:35
0:15 – 0:40
0:15 – 0:30
Freezing Fog
100/0
Freezing Drizzle (3) 0:45 – 1:30 0:35 – 1:05 0:10 – 0:20 0:20 – 1:00 (7) 0:15 – 1:00 (7)
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
Type IV Fluid Concentration NeatFluid/Water (Vol%/Vol %) 100/0 75/25 50/50 100/0 75/25
Light Freezing Rain
Rain and Cold Soaked Wing
Other (4) (5)
0:25 – 0:40 0:10 – 1:15 (6) 0:25 – 0:35 0:09 – 0:50 (6) 0:07 – 0:10 0:10 – 0:25 (7) 0:10 – 0:25 (7) CAUTION: No Holdover Time Guidelines exist
en
OAT (1)
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type IV fluid cannot be used. (2) 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 (7) No holdover time guidelines exist for this condition below -10C (14F)
C
on
fid
(1)
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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 17
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A 10.9.3.5
GROUND PROCEDURES
A. PRE-DEPARTURE INSTRUCTIONS (1) Flight Crewmembers To take a maximum benefit of the anti-icing protection, the de-/anti-icing treatment should be given after all passengers have boarded, all doors closed and the aircraft is ready to depart. Engines and APU may be running during de-/anti-icing, but airconditioning and/or bleed air should be switched off as per FCOM procedures.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(2) Ground Engineers Reasonable precautions must be made to minimize fluid entry into engines and other intakes. De-/anti-icing fluids must not be directed into the orifices of pitot heads, static vents or angle of attack sensors. Before starting engines check that compressors and turbines are free to rotate. Both wings and both stabilizers must be treated, not on side only. Any traces of de-/anti-icing fluids on cockpit windows must be removed prior to departure. Particular attention should be paid to windows fitted with wipers. Fuselage areas in front of windscreen and in front of center tail engine have to be free of snow and ice.
on
On overnight aircraft (if appropriate); During taxi to the gate; Prior to the arrival of the aircrew; At the gate, requested by flight crew following their preflight inspection; After normal preflight and the crewmember is onboard the airplane; After departure from gate.
C
fid
en
The Ground de-icing/anti-icing may be initiated at one or more of the following times:
In each case, the decision whether to de-ice/anti-ice should be based on appropriate consideration of the weather conditions and the airplane critical areas susceptible to the accumulation of ice and snow. (3) Ground Crew Garuda Indonesia will use trained and qualified contract operator in de-icing and anti-icing. The Station Manager or De-icing Coordinator will ensure that the airplane de-ice/anti-ice procedure is performed in accordance with Garuda standards.
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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 18
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
(1) Prior to De-icing/Anti-icing: Ground Deicer/DIS: “Captain, deicing/anti-icing is about to commence, please prepare the airplane for deicing”. “Set parking-brakes, confirm aeroplane is ready for treatment, inform on any special requests.” After aeroplane is configured for treatment:
PIC:
“Brakes are set, you may begin treatment and observe … (any special requests like: ice under wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear, anti-ice with Type IV fluid, etc.)”.
Ground Deicer/DIS:
“We begin treatment now and observe … (Special request given, like “ice under wing”, etc.). I will call you back when ready”.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(2) After De-icing/Anti-icing: Ground Deicer/DIS: “Captain, I am (name…), your certified deicer. You have been sprayed with: Type I – 50/50 (or Type II 100%)” “Your holdover time begins ……minutes ago, the preflight ice inspection is complete, and your airplane is clean”.
Ground Deicer/DIS:
C
on
fid
Or; after all equipment is cleared from aeroplane and all checks are completed: “De-icing/anti-icing completed, Anti-icing Code is: …………........ I am disconnecting.
Standby for clear signal at right/left and/or contact ground/tower for taxi clearance.”
”De-icing/anti-icing completed, Anti-icing code is …………........”
PIC:
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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 19
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
for a two-step de-icing/anti-icing: at the start of the second step (anti-icing); d. the date (written: day, month, year); NOTE 2: Required for record keeping, optional for Commander notification. e. the complete name of the anti-icing fluid (so called “brand name”). NOTE 3: Optional; for Type II and IV fluids only. f. the statement "Post de-icing/anti-icing check completed” NOTE 4: For specific aeroplane types, additional requirements exist e.g. special clear ice checks, such as tactile checks on wings. Additional confirmation for these checks is required.
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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
"Post de-icing/anti-icing check completed".
en
(3) DEICING AND ANTI-ICING Deicing and anti-icing is a combination of the two procedures and can be performed in one or two steps:
C
on
fid
a) One step deicing/anti-icing It is accomplished with heated Type I fluid. The fluid is used to deice the airplane and remains on the airplane surfaces to provide limited antiicing capability. If light freezing rain or drizzle condition exist, an outside tactile check of the wings must be accomplished within 5 minutes of 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 antiicing 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 20
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
(4) OFF-GATE PROCEDURES There will be times when de-icing/anti-icing will be accomplished in locations other than at the gate. During the Pre-Flight External Check the engines should be inspected to ensure they are free of ice prior to starting. At a remote location, a ground electrical power and air cart will be provided when the APU is inoperative, or the crew may elect to keep engines running. During de-icing, ensure the airplane packs are off and the APU/engine bleed valves are closed. The bleed valves should not be opened and the airplane packs should not be turned on until at least one minute after deicing is completed. De-icing fluid, if allowed to enter the APU inlet, may cause a white acrid smoke or enter the airplane through the air conditioning system.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(5) INSPECTION CHECK In the Pre-Takeoff Check and Pre-Takeoff Contamination Check, attempt to view the middle third of the upper wing surface and leading edge area for any frost, snow or ice buildup. If the airplane has been deiced/anti-iced, the surfaces should appear to have glossy sheen and be free from any contamination. If the surface are losing their gloss and turning white or snowflakes remain on the surface without melting, the fluid is not providing the proper protection and takeoff should not be attempted.
fid
C
From the cockpit, using representative surfaces such as wipers, window corners, radome, etc, and, From over-wing exit window, door 12 or 13 and door 22 or 23.
on
en
The check will normally be accomplished from the following areas:
If one step de-icing/anti-icing with Type I fluid is accomplished, and light freezing rain or drizzle conditions exist, an outside tactile check of the wings must be accomplished within 5 minutes of takeoff, or Type II fluid must be applied and takeoff accomplished within the determined holdover time. (6) PRE-FLIGHT EXTERNAL ICE INSPECTIONS The exterior pre-flight inspection is an important part of safe winter operations. During pre-flight inspection, assure the aircraft surfaces or those areas affected by contamination are free of frost, snow, and ice. The Pre-Flight External Ice inspection should include those critical areas listed here as well as those areas identified in the appropriate operating manual. The De-icing/Anti-icing Record shall be completed and placed in the Flight Document envelope.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 21
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
CHECK Removed 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 ice.
tia Y F 20 os or l C 19 fir op a -0 / y 206
AREA Protective covers. Wings, tail and control surfaces.
(7) FLIGHT CONTROL OPERATIONAL CHECK Flight crewmember will assist as required in performing the following flight control operational check to ensure ice or snow is not binding flight controls.
en
fid
on
Provide hydraulic power using “EDP” and operate all system flight controls (including flaps and slats) slowly through full travel. Ground observes that all controls respond through full travel. Operate aileron control wheel and check for free movement of inboard aileron, spoilers, outboard ailerons and balance tab on each wing. Operate horizontal stabilizer through full range of travel. Observe 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.
C
(8) PRE-TAKEOFF CHECK At any time ground icing conditions exist, the airplane has been deiced/anti-iced, and a holdover time has been established, the PIC shall, during taxi-out, accomplish a check to include the following:
Ensure engine anti-ice is on and appropriate procedures complied with; Brief on the use of wing heat; Review holdover time to ensure a pre-takeoff check is accomplished within the holdover time range; Establish the validity of the holdover time by ascertaining the current weather conditions are consistent with those existing or forecast at the start of the holdover time; Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 22
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
Assess the runway surface condition and adjust for the appropriate performance decrements; Check the airplane for contamination as described in “INSPECTION CHECKS”.
(a) Cockpit Check The cockpit check is performed by flight crewmember and is required any time: Ground icing condition exists; the airplane has been deiced/anti-iced; and, the holdover time is still valid. The cockpit check consists of:
Ensuring free travel of all flight controls, including trim and spoilers throughout the full range. A check of representative aircraft surfaces which are visible from the cockpit. If desired or if doubt exists, conduct Cabin Check.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(b) Cabin Check The cabin check is performed by flight crewmember and is required any time: During conditions of ice pellets, snow pellets, and snow grain; the airplane has been deiced/anti-iced; the holdover time is exceeded during frost, freezing fog or snow, and, when doubt exists after conducting cockpit check.
fid
en
The cabin check consists of visual inspections of all representative airplane surfaces which are visible from the best vantage points in the airplane cabin (see “INSPECTION CHECKS”).
C
on
When circumstances do not permit satisfactory visual check from inside the airplane (cockpit and cabin), return to designated area and: Have qualified personnel perform the external check; If any doubt exists as to the condition of the aircraft, repeat the ground deicing/anti-icing procedure.
(c) Holdover Time The determination of holdover time is the responsibility of PIC. The previous section on fluid characteristics and capabilities discussed how to determine holdover times and the use of the times. An initially determined time should be increased or decreased if condition change. For example: if conditions should deteriorate, the holdover time should be decreased. Conversely, if conditions were to improve, the holdover time could be increased, and if precipitation were to stop, the holdover time could be suspended during that time. If precipitation starts again, the holdover time clock would continue from where it previously stopped. Again, the holdover timetable is purposed for planning only, and should be used as guidance by the PIC.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 23
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
(9) PRE-TAKEOFF CONTAMINATION CHECK If the holdover time has been exceeded, no takeoff will be attempted until a contamination check of the airplane has been accomplished. This procedure may be done from inside the airplane and must assure that all critical surfaces and controls are free from weather-associated contamination. Flight crewmember must be able to assess the surface conditions as described in “INSPECTION CHECK” A Deicing Coordinator or designated qualified ground crewman may perform an external check. If it cannot determined that the critical surfaces of the airplane are free from contamination of frost, ice, or snow, or if takeoff cannot be accomplished within 5 minutes of a satisfactory contamination check, the deicing procedure must be re-accomplished or the airplane must return to the ramp.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(10) THRESHOLD DE-ICING A station may implement threshold deicing under severe icing conditions. When required, threshold de-icing near the departure end of the runway will be accomplished in addition to any previous deicing. The PIC is responsible for familiarizing himself and crew with the procedures for this operation:
en
C
on
Engines should be left running; The A/C packs and engine bleed valve must be off as previously described in off-gate-procedures. If it is necessary to spray deicing fluid directly into the engine inlet, takeoff should be made with all packs off in order to prevent any residual deicing fluid in the engine from entering the cabin in the form of smoke. Ingestion of deicing/anti-icing fluid into the engines will not degrade engine performance.
fid
(11) NO DE-ICE/ANTI-ICE EQUIPMENT AVAILABLE When no de-icing or anti-icing can be performed at a facility, an inspection must be performed from a suitable position outside the airplane to ensure that the wings, control surfaces and other critical areas are free of ice, frost or snow. The PIC will coordinate with ATC, Gate Hold and Ground Control to ensure that this check can be accomplished within the five minutes prior to beginning takeoff. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 24
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
conditions. The challenge of operating in winter weather conditions can be a formidable one, but with careful planning, adherence to procedures and common sense, the flight can be operated safely. DE-ICING/ANTI-ICING FLOW CHART Use this flow chart to determine if you need to commence deicing/anti-icing operations. No
Need Deicing/anti-icing
Takeoff
Yes
Deicing/anti-icing Holdover Time Begins Procedures
No
Yes Within Holdover
tia Y F 20 os or l C 19 fir op a -0 / y 206
Pre-Takeoff Check Satisfactory
Takeoff
en
Holdover Time Ends
on
fid
Yes, but Holdover Exceed
C
No
Pre-Takeoff
Contamination Check
Yes Within 5 Minutes
Satisfactory
Takeoff
END OF 10.9
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 25
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
10.9 DE-ICING AND ANTI-ICING ON THE GROUND
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 26
OM – A
11. FLIGHT PROCEDURES TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.1.12 ADMISSION TO FLIGHT DECK.................................................................. 9 11.1.13 OBSERVER SEAT / BRIEFING ................................................................ 11 11.1.14 MANIPULATION OF CONTROLS............................................................. 11
en
11.1.15 MAGNETIC MATERIALS .......................................................................... 11
fid
11.1.16 RESTRICTION ON THE USE OF AIRBORNE RADAR ............................ 11
on
11.1.17 COCKPIT VOICE RECORDER (CVR) AND FLIGHT DATA RECORDER (FDR) CB .................................................................................................. 12
C
11.1.18 USE OF PORTABLE ELECTRONIC DEVICES ON BOARD ..................... 13 11.1.19 RUNWAY INCURSION ............................................................................. 13 11.1.20 RUNWAY EXCURSION ............................................................................ 14 11.2
COMMUNICATION ................................................................................................... 1
11.3
START UP AND TAKEOFF ....................................................................................... 1
11.4
11.5
11.3.1
PUSH BACK / PULL OUT PROCEDURE ................................................... 1
11.3.2
TAKE-OFF LIMITATIONS ........................................................................... 1
11.3.3
CREW DUTIES BEFORE, DURING AND AFTER TAKE-OFF .................... 3
CLIMB, CRUISE AND DESCENT .............................................................................. 1 11.4.1
FLYING ALONG AIRWAYS AND ADVISORY ROUTE ............................... 1
11.4.2
AUTOPILOT AND AUTOTHROTTLE OPERATION .................................... 2
11.4.3
CONTINUATION OF A FLIGHT WITH N-1 ................................................. 3
APPROACH AND LANDING ..................................................................................... 1 11.5.1
FLIGHT CREWMEMBER COORDINATION ............................................... 1
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
11. FLIGHT PROCEDURES TABLE OF CONTENT
11.5.2
INITIAL APPROACH ................................................................................... 2
11.5.3
AUTOMATIC APPROACH .......................................................................... 3
11.5.4
FINAL APPROACH AND LANDING ............................................................ 5
11.5.5
FUEL DUMPING AND OVERWEIGHT LANDING ..................................... 14
11.5.6
USE OF REVERSE THRUST AND/OR BRAKES ..................................... 16
11.5.7
PARKING OF AIRCRAFT ......................................................................... 16
11.5.8
POST-FLIGHT DELIVERY OF METEOROLOGICAL INFORMATION ...... 17
CRITICAL FLIGHT CONDITIONS ............................................................................. 1
11.7
IN-FLIGHT RE-PLANNING........................................................................................ 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.6
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1
GENERAL COCKPIT PROCEDURES
11.1.1 CREW RESOURCE MANAGEMENT One of the basic fundamental of the Crew Resource Management is that each crewmember must be able to supplement or act as a back-up for the other crewmember. Proper adherence to Standard Operating Procedures and Standard Call Outs are an essential element of well managed Flight Deck. Situational awareness or the ability to accurately perceive what is going on in the flight deck and outside the airplane, requires ongoing questioning, crosschecking, communication and refinement of perception. It is important that all flight deck crewmembers identify and communicate any situation that appears unsafe or out of ordinary. Accident investigations show that approximately 70% of air carrier incidents and accidents have been caused by the failure of flight crewmember to make use of readily available “resources”. In most cases the information was available to the Pilot in Command but tragically, it was not utilized.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The investigation also reveals some situation in which the subordinate flight crewmembers had detected serious problems in the performance of the captain such as denying serious risk or displaying counterproductive and unreasonably perilous behavior, prior to the incidents or accidents but they were not able to prevent it.
en
Pilots occupying First Officer position is responsible of informing Captain immediately and at any time should he believe the aircraft is being handled improperly or placed in jeopardy.
C
on
fid
When the situation becomes critical and Captain did not response appropriately the First Officer shall take over control. To intervene under such critical situation can be very difficult for junior crewmembers, particularly if they are still in their new-hire, probation period unless they use a proper strategy at proper progression level. When the Captain decides to take over the Co-pilot on controls by saying “My control” he is normally acknowledged by everyone. Unfortunately the situation is reversed when the Co-Pilot has to take over control from a conscious but dysfunctional Captain. To enable subordinate flight crewmembers to intervene effectively, a structured intervention models using a precise language shall be used to successfully cope with the extremely rare but potentially lethal performance break down of the Captain. The following are the recommended procedural steps and progressions of inquiries which considered being effective to be used by all subordinates: Step 1. Probing for better understanding; I.e. statement; “Captain, I need to understand why we are flying like this.” Step 2. Alerting Captain of the anomalies; I.e. statement; “Captain, it appears to me that we are on a course that is drastically reducing our safety margins and is contrary to both your briefing and to company’s SOP.”
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Step 3. Challenging suitability of present strategy; I.e. statement; “Captain, you are placing the passengers and aircraft in irreversible and immediate danger. You must immediately choose a course of action that will reduce our unacceptability high risk levels.” Step 4. Emergency warning of critical and immediate dangers. I.e. statement; “Captain, if you don’t immediately increase our safety margins, it is my duty and responsibility to immediately take over control of the airplane.” These four steps define ordered progressions of inquiries designed to reduce risks at each level of the intervention sequence. The “P.A.C.E.” skills will enable subordinate flight crewmembers to effectively intervene when a Captain is not performing up to reasonable performance standards. The “P.A.C.E.” inquiry procedural steps will ensure that intervention by Co-Pilots will always increase the margins of safety.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The “P.A.C.E.” progression tools are carefully designed to never make a bad situation worse.
en
When unsafe situation suddenly appear in a critical situation where the safety limit will be breached (i.e. Unstabilized approach below 500 feet), the most effective intervention is by directly using the highest step.
C
on
fid
11.1.2 CREW POSITION Use of seat belt by flight crewmember When flight crewmember are at their assigned stations: Seat belts must be fastened at all times; 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES By personnel care is understood: A visit to the toilet Exercise for the purpose of relaxation or mental alertness.
No cockpit seat change shall take place when flight is below the height of 10.000 feet above ground. Flight crewmember shall transfer control (or tasks under his responsibility) to other flight crewmember prior to leave assigned station, or is required to perform system handling during abnormalities or emergency. Authorization of the PIC is required before any flight crewmember leaves his station. When a pilot transfers control of the aircraft or leaves the flight deck, a minimum of one pilot continuously maintains: 1. Unobstructed access to the flight controls; 2. Alertness and situational awareness; 3. Cross monitor system panels, the progress of flight;
tia Y F 20 os or l C 19 fir op a -0 / y 206
One pilot is allowed to have small size food tray on the lap provided both flight crewmember seats are occupied. Seat shall be adjusted aft to prevent flight control obstructions from free movement. With PIC permission, one crewmember may place his seat to recline temporarily if such action is deemed necessary to restore mental alertness.
en
Flight crewmember replacing the relieve pilot shall resume his seat at the controls in sufficient time to allow full orientation and preparation for the approach and landing.
fid
11.1.3 DEPARTURE AND APPROACH BRIEFING
C
on
Under the responsibility of PIC, the Pilot Flying shall conduct departure and approach briefings that include: Fuel status; 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; Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1.4 USE OF COCKPIT CHECKLIST The PIC shall assure that the flight crewmember utilizes checklists to ensure compliance with operating procedure contain on the FCOM and the requirement of the aircraft certificate of airworthiness. The use of an update checklist for normal and emergency operation is compulsory. One checklist must be within immediate reach at each flight crewmember station. The checklists task sharing between RHS pilot, LHS pilot, PF and Pilot Monitoring shall be described in fleet FCOM. The items on the checklist shall be called out separately in a loud voice. The next item shall not be called until the item has been checked. The exact terminology of the cockpit checklist shall be adhered to. Interruptions by other crewmember or ground engineers shall, whenever possible be avoided. When interrupted by radio communications, checklist reading shall be stopped until it finished.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.1.5 PILOT FLYING - PILOT MONITORING TASKS Under the following conditions the PIC shall be Pilot Flying: Runway contaminated or slippery Runway with reported braking action medium to poor; Predicted wind shear will be encountered; Maximum crosswind or tailwind limit; Non Normal / Emergency situation as stated in FCOM relevant aircraft type.
C
on
Pilot Flying One of the pilots shall have full access to the flight control and maintain constant vigilance during flight. 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;
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Changes to the Automated Flight system (AFS)/Flight Management System (FMS) and radio navigation aids during the departure and or approach phase of flight; Weight/mass and balance calculations and associated AFS/FMS entries; Performance calculations or inputs, including AFS/FMS entries.
Actions which require time for completion (e.g. flap and gear retraction, thrust adjustments, ATC request, etc.) shall be repeated by crewmember concerned and acknowledged as soon as the desired position, setting etc. is established. b. Standard Calls The flight crewmember shall use standardized verbal callouts (standard callouts) during each phase of flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; Identifying all parameter exceedence
C
on
fid
en
c. Altitude Awareness Flight crewmember shall continuously maintain altitude awareness during flight, either during manual-flight or auto-flight operation by: Periodically checking altitude against minimum safe altitude; Cross checking barometric altimeter against radio altimeter on first activation of radio altimeter; Cross checking barometric altimeter when over outer marker as applicable; 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.
11.1.6 MINIMUM HEIGHT FOR TURNING With due consideration of Aviation Environmental Program and unless specifically determined by the local departure procedure such as no turn before DER (Departure End of Runway), or the requirement to follow RNAV Departure, the minimum height for commencing a turn after takeoff shall not be lower than 500 feet AGL. When a requirement is to turn below 500 feet, refer to respective Aircraft Manual for specific aircraft system capability. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1.7 AUTO AND MANUAL FLIGHT Unless dictated otherwise by flight technical reason, or stated in FCOM, flight crewmember shall maximize the use of automations during flight. See OM-A Chapter 11.5.3. a. Automation Policy (Auto Flight Policy) Flight Crewmember shall monitor the Automated flight and Navigation System (AFS) to ensure appropriate aircraft response to inputs by: Cross-checking mode control panel and/or FMA status; Observing the result of any mode change; Supervising the resulting guidance and airplane response. Flight crewmember shall take over manual control when aircraft response is not appropriate or not adequate. During CDU entries, Flight crewmember must not execute unless both Pilots are confirmed.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. Full full AFS (AFDS, A/T, A/P), or as stated in FCOM Use full automation as much as possible. PF make selection, Pilot Monitoring verifies. CWS As per FCOM. PF call for selection, Pilot Monitoring makes selections and verify. Manual Any one of the auto system not functional, or as stated in FCOM. PF call for selection, Pilot Monitoring makes selections and verify. 11.1.8 CREWMEMBER COORDINATION DURING NON-NORMAL In case of emergencies or abnormalities during any portion of a flight one pilot must be solely occupied with the control of the aircraft. This pilot shall not distracted by conversation or actions with respect to the problem being encountered. The Pilot shall takes the priority to Aviate, Navigate and Communicate properly to manage the situation that includes task sharing, division of PF/PM duties and crewmember coordination as specified in respective FCOM. In the execution abnormal/non-normal and emergency procedures, a cross check and verbal confirmation by two flight crewmembers (dual response) occurs before the actuation of any critical aircraft system as defined by respective aircraft manual and address, as a minimum: Engine thrust levers; Fuel Master or control switches; Engine fire handles or switches; Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Engine fire extinguisher switches; IDG/CSD disconnect switches. Any irreversible actuation (e.g. Gear Down on all hydraulic fail, where retraction is not possible). The above also applies when autopilot / auto-throttle is engaged. Constant monitoring of autopilot / auto-throttle performance leads to early detection of possible deviations in heading, attitude and/or altitude.
11.1.9 LOOK OUT Although it is the responsibility of ATC to maintain separation between IFR traffic, it is essential to maintain a good look out during IFR flights, especially during climb or descent in areas of heavy traffic. In visual meteorological conditions, it is the direct responsibility of the pilot on an IFR flight to avoid other aircraft (that may be on VFR) even though this flight is in a control area on an IFR ATC clearance. Due to the above requirement and other obvious reasons, reading of literature other than that essential for the safe and efficient execution of flight, is not permitted whilst on duty at the flight deck.
tia Y F 20 os or l C 19 fir op a -0 / y 206
During the hours of darkness the use of white light at the flight deck must be kept a minimum in order not to impair night vision. A certain amount of white lighting should be maintained to provide illumination of the instrument panel as a backup when DC power failure occur.
on
fid
en
11.1.10 CLEARING OF COCKPIT A clean and tidy cockpit is an important factor in safety. Any superfluous paper or equipment should be removed or stowed. Prior to descend, flight deck shall be cleared from non-essential matters and food tray.
C
The PIC shall also ensure that navigation charts, papers and equipment are stowed in proper place following the completion of the flight. 11.1.11 STERILE COCKPIT With regard to the safety and security demands, the sterile cockpit conditions shall be maintained. a. Locking of Cockpit Door The cockpit door shall be of a type capable of being locked only from the cockpit compartment. It is required to have the cockpit doors on Garuda Indonesia passenger carrying aircraft to be closed and locked at all time during flight, (from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation), utilizing the installed door lock mechanism. Personnel dealing with cockpit crew should be informed and instructed to arrange temporary unlocking of the door by use of the interphone. PIC shall coordinate with FA -1 regarding procedure of closing and opening cockpit door, including alternative method if deemed necessary (Normal and
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
Emergency procedure) by using the Intra-cockpit and cabin/cockpit communication protocol during critical phase of the flight (OM-B2 Ch 2.3). The flight attendant are able to gain entry to the flight deck by means of Cockpit Door Locking System Access Code. The access code will be renewed every 6 months. The new access code will be passed to PIC by Chief Pilot and The PIC will pass it to FO and FA-1 during Preflight Briefing. The flight attendant can discreetly notify the flight crewmember in the event of suspicious activity or security breaches in the cabin; Security procedures when a flight crewmember decides to exit the cockpit prior to unlocking the door: Verify with flight attendant to make sure the adjacent lavatory is not occupied by a passenger; Determine if the circumstance outside the door are secure; Clear zone by flight attendant; Confirm that flight attendant are positioned to block passenger access while the door is unlocked; Before leaving the cockpit, flight crewmember use the spy hole to ensure free from possible intruder; Should using toilet is the nearest with pilot station.
fid
en
b. Mandatory use of headsets and boom microphone during critical phase of the flight for the purpose of ATC communications. During high workload, especially under emergency conditions, good and swift communication is very important. This purpose is best served through the use of earphones, keeping one ear uncovered.
C
on
Internal communication and external transmissions must be kept separated, and avoid unnecessary delays in transmission. During ground activities, taxi, takeoff until the top of climb and from the start of descent throughout approach and landing, flight crewmember shall use headsets and/or boom microphone. 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. c. Restriction of activities to essential operational matters during critical phase of the flight. At altitudes below 10.000 feet above terrain, all flight crewmembers shall concentrate on the required duties for the safe operations of the aircraft; refrain from non-essential activities such as eating meals, no unnecessary conversation between flight crewmembers as well as between flight crewmember and flight attendant.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 8
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES 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.
11.1.12 ADMISSION TO FLIGHT DECK To ensure the security of the flight deck, unauthorized persons shall not be allowed to enter the flight deck. Flight attendant also be vigilant and observe the surroundings carefully before asking permission to enter the cockpit. The crewmember shall strictly follow the guidance in the OM-B2 Chapter 2.3.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The procedural means by which the crewmember: Prevents access to the flight deck by unauthorized personnel; Identifies authorized personnel requesting entry into the flight deck; Monitors the area outside the flight deck door prior to permitting authorized personnel access to or egress from the flight deck.
fid
en
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 DGCA air carrier inspector, or an authorized representative of the director, who is performing official duties, presents his valid identification credentials to the PIC of an aircraft.
on
a. Issue of Flight Deck Admission Document:
C
Flight Deck Admission document Cockpit Authorization Request for Access to Aircraft
Authority VP Flight Operations; or DGCA
b. PIC Verifications The PIC has final authority to allow an admission in consideration of safety (e.g. critical flight phase.) The PIC is responsible to supervise behaviors of personnel who are admitted to the cockpit. c. Procedures The PIC must verify the identification and flight deck admission documents. The PIC must be notified of the fact that personnel are being admitted to the cockpit. The PIC brief according to OM-A Chapter 11.1.13 below. d. Personnel Who Might be Issued Cockpit Authorization and/or seated on the Observer seat (Jump seat): The following lists are type of personnel who can be admitted to the cockpit with a cockpit authorization other than flight crewmember or flight attendant on duty: Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 9
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
Company employee carrying out official duties for the flight; A DGCA Air Carrier Inspector or an Authorized Representative of the DGCA, who is performing official duties; Public officials or government designated officials besides DGCA Inspector, carrying out official duties*; Technical representative (engineers) from the aircraft manufacturer or agent representative from other airline for safety matters; Flight Dispatcher, Air Traffic Controller or other airline pilot on a route familiarization flight; Medical doctors checking crew member’s health*; One who considered necessary by the company (e.g. DOD Auditor, IOSA Auditor, Internal Safety Auditor etc.)*. * Note: A seat shall available for his/her use in the passenger compartment.
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 authorized by Garuda Indonesia’s management and by the Director.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
DGCA Inspector must be given free and uninterrupted access to the cockpit / aircraft whenever conducting inspections: Inspections DGCA Inspectors are entitled to review manuals and documents to be loaded to aircraft, to include: Licenses and Medical certificates of all flight crewmember; AML/CML, Ship documents. Flight crewmember shall cooperate to their inspections. Ramp Inspections When encountered with DGCA/Local Civil Authority Inspector on or around the aircraft, all flight crewmember shall provide all possible means after verifying positive identifications. At least one flight crewmember or employee must accompany the exterior inspection. Cockpit En-route Inspection A PIC shall provide a jump seat to an inspector in order to carry out a cockpit en-route inspection above any flight activity (e.g. flight training, check ride, etc.). Note: All Garuda Indonesia’s aircraft are equipped with at least one jump seat allowing for en-route inspections.
DGCA Inspector will provide the following documents to be verified by PIC: DGCA Inspector ID and/or “Request for Access to Aircraft” issued by the DGCA, or DGCA Inspector ID Card and/or Cockpit Authorization issued by company. PIC rejection of DGCA Inspector to the cockpit must submit a report via VP Flight Operations to be submitted to the DGCA within 7 days after the flight. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 10
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
11.1.13 OBSERVER SEAT / BRIEFING When personnel must be seated in the cockpit for reason allowed according OM-A Chapter 11.1.12 above, The PIC must brief such person on the following: a. The need to remain silent during taxi, initial climb, approach, landing, and at any other time the PIC require so; b. The requirements to wear seat belt and shoulder harness, and how to quick release them; c. Location of the nearest emergency exit and how to operate them; d. Location of the life vest and oxygen supply and how to use them; e. The quick stowage of the jump seat; f. The need to refrain the personnel from following behaviors: Distracting flight crew in-flight or interrupting flight operations; Manipulating with flight controls, switches, instruments or circuit breaker; Any other behavior that might interfere with the crew member performance of duties that could jeopardize the safety and security; g. Should there be any urgent situation/condition that endanger the safety of flight (such as near collision, etc), inform pilot on duty in timely manner.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.1.14 MANIPULATION OF CONTROLS The PIC must not allow any person to manipulate the flight control of the aircraft in operation, unless that person is: a. Garuda pilot who is qualified as pilot on that aircraft type. b. Authorized pilot representing the DGCA, which is qualified as pilot on that aircraft type, and is conducting a flight operational check. c. A Pilot of another company, which is qualified as Pilot on that aircraft type and having written authorization from the Director of Operations or his delegates.
C
11.1.15 MAGNETIC MATERIALS As a consequence of recycling process, metal cutlery will sometimes be permanently magnetized. This is an inevitable phenomenon. When exposed in the vicinity, magnetic and non-magnetic metal objects may be detrimental to Stand-by Compass accuracy. In case the Stand-by Compass is to be used as a heading reference it is, as a precautionary measure, strongly advised to remove cutlery and other suspect metal objects from the cockpit. 11.1.16 RESTRICTION ON THE USE OF AIRBORNE RADAR The primary purpose of the airborne radar is to assist crews in identifying and avoiding thunderstorm. Airborne radar is not to be used for terrain avoidance. However, it may be utilized in the terrain mapping mode to establish the relative position of the aircraft with respect to large bodies of water, high terrain, and other dominant ground features. When use on the ground, the power beam of the weather radar is capable of inflicting damage by electrical induction within a considerable radius.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is not permitted to disable or switched off a CVR, unless the PIC believes that the recorded data should be preserved for an accident or serious incident investigation---nor is it permitted to erase recorded data during or after flight in the event of an accident or serious incident. Pulling CVR CB Following ground accident / serious incident.
C
on
fid
en
Flight-crew shall have the CVR CB pulled following ground incident/accident as mentioned below: Overweight / Heavy / Hard Landing; Tail Strike during landing; High Speed Rejected Take Off; Runway / Taxiway excursion (Incursion); Tire Blown out / Failure due to brake overheat; Unscheduled stop due to airworthiness degradation (AOG); Any events incurring significant structural damage to the aircraft on the ground (as caused by others not mentioned above, if any). Any other event that would require the CVR data for investigation purposes (Landing due to: Flight-crew incapacitation, unlawful interference, etc.) Note: The A 330 CVR cannot be switched off by the cockpit crew, since no CVR circuit breaker is installed in the cockpit. If a flight is terminated in an accident or serious incident and the electrical power has been removed from the aircraft, it must be ensured that the CB of the CVR is pulled and clipped by maintenance before electrical power is re-applied to the aircraft in order to prevent inadvertent data erasure. Ground maintenance will act as back up in the deactivation procedures, giving thorough assessment on the aircraft condition prior to determining the next status of release. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
b. Flight Data Recorder (FDR) The flight crewmember is never allowed to intentionally switch off the Flight Data Recorder (FDR) at any time. 11.1.18 USE OF PORTABLE ELECTRONIC DEVICES ON BOARD Electronic equipment operating with an antenna may never be used by crewmembers and passengers. Such equipment may interfere with communication and navigation systems on the aircraft, for that reason it must be switched off completely, except for smartphone and/or tablet device. Smartphone and/or tablet device are allowed to be used in flight mode or airplane mode only. The Wi-Fi function of the smartphone and/or tablet device may be used as long as there is a Wi-Fi signal provided in the aircraft by PT Garuda Indonesia (Persero) Tbk. Other electronic equipment (see table) may be used unless electromagnetic interference (EMI) is noted or suspected, however during taxiing, takeoff and landing while the fasten seat belt sign is on, all equipment must be switched off and stowed (if applicable).
List of potential EMI source High risk equipment Any equipment provided with an antenna. It is NOT allowed to use personal cellular phone (incl. embedded games, calculator, etc.) on board. Low risk equipment Motor driven equipment (shaver, tools etc.) Portable music, video, computer equipment and accessories, or similar battery powered or motor driven equipment. Smartphone, tablet device Very low risk equipment Calculator, games, clock, watch. Portable audio equipment (tape, CD, Mini disc) Medical equipment or similar battery powered equipment.
en
Rules
tia Y F 20 os or l C 19 fir op a -0 / y 206
In case of doubt, it remains SCD to prohibit the use of any electronic equipment at any time. Report any confirm EMI-case through an ASR, state model and serial number of the device involved. Including all pertinent data related to aircraft or system behavior.
C
on
fid
DO NOT USE And switch OFF.
DO NOT USE During taxi, take-off and landing. To be switched off when requested by crew.
ALLOWED TO USE. To be switched OFF when requested by crew.
11.1.19 RUNWAY INCURSION The flight crewmember duties, responsibility, procedures and any other flight crewmember actions necessary to prevent, or reduce the risk of runway incursion occurring during taxi, takeoff and landing as follow: The use of all available resources (heading indicators, airport diagrams, airport signs, markings lighting and air traffic control) to keep an aircraft on its assigned flight and/or taxi route; Reference to the airport diagram and airport signage; Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 13
OM – A
11. FLIGHT PROCEDURES 11.1 GENERAL COCKPIT PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Taxi progress monitoring and/or verbal call-outs after taxiway passage; The development and/or discussion of a pre-taxi plan and taxi route briefing; The transcription of complex ATC taxi instructions; Methods for maintaining situational awareness at night and during times of reduced visibility; Not stopping on a runway and, if possible, taxiing off an active runway and then initiating communications with ATC to regain orientation; Visually clearing the final approach path prior to taxiing into the takeoff position on the runway; Managing flight crewmember workload prior to takeoff and before landing; Procedures for deferring administrative tasks until non-critical phases of flight; Identifying checklist items that must be re-accomplished in the event of a runway change; Maintaining a “Sterile Flight Deck;” The use of standard R/T phraseology; Clearance read-back and confirmation of changes; Monitoring clearances given to other aircraft; Obtaining directions or progressive taxi instructions when taxi route in doubt; Takeoff and landing runway verification and crosscheck; Takeoff and landing clearance verification; Questioning clearances when holding or lined up in position for takeoff on the runway, and takeoff clearance has not been received within a specified period of time; Use of aircraft of lighting during taxi, runway crossing, takeoff, and landing; Appropriate transponder use at airports with ground surveillance radar; Appropriate use of TCAS when on the runway and holding in the takeoff position (e.g. center mode on Navigation Display to display traffic on final approach); Delineation of potential incursion areas or points (i.e. hot spots) on airport diagrams; Use of operator data collection programs to identify potential incursion areas in other documentation available to the flight crew; The presence of Land and Hold Short Operations (LAHSO); A recommendation that checklists be suspended or delayed until the aircraft is stopped; CAT II/III Surface Movement Guidance System (SMGS) procedures. Set the cockpit lights to dim, during taxi at night and/or low visibility taxi, to get a better view of runway signs and runway markings.
C
Refer to OM-A Chapter 24 for details in use of lightings Refer to OM-A Chapter 9.5.3 for Low visibility Procedure 11.1.20 RUNWAY EXCURSION TBD END OF 11.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
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;
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 flying in to CTAF, UNICOM, etc. and the use of pilot activated lighting on the noncontrolled en-route aerodrome.
C
on
fid
en
Clearance Read back Following clearance requires pilot read back: Taxi instructions Runway in use SSR Code Level, heading and speed instructions 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 01. COCKPIT / CABIN COMUNICATIONS AND COORDINATION To facilitate communication and coordination between flight crewmember and flight attendant vice versa, by using PA, service interphone or predetermined signals have been agreed upon. The detail procedures are outlined in OM-B2 Chapter 2.3. The basic principles for these signals are standardized to cover the following subjects: Fasten seat belt and/or no smoking. Cabin readiness prior to first aircraft movement, takeoff and landing; Notification from flight deck when the flight is in the descend phase; Emergency.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
02. USE OF PUBLIC ADDRESS SYSTEM The PIC may use the PAS for announcement concerning operational matters, such as: Reason for delay in case of delayed takeoff. Position, altitude and geographical particulars. Important deviation from the flight plan (diversion, return, route changes). Notification of technical (e.g. engine) malfunctions, if deemed necessary. 03. COMPOSITION OF CALL SIGNS For normal schedule flights the radio-telephony (RTF) call sign shall consist of the aircraft operation agency followed by the flight identification number, e.g.: INDONESIA 892 In order to avoid the possibility of 2 aircraft flying in the same area at the same area at the same time with identical RTF call signs, some additional rules are necessary. Extra flights These are duplications of a schedule flights, operating the same route at different times. In these cases ONE EXTRA DIGIT will be added to the flight number to indicate an extra flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
e.g.: INDONESIA 8921 The extra digits used to indicate extra flights are: 1, 3 or 5 placed as the 4th digit. Charter flights Charter flights will be indicated also by using numeric 0 (zero), 6 or 9 on the 4th digit e.g.: INDONESIA 1806
Other Unscheduled Flights This category comprises instruction-, test-, ferry-, delivery- and positioning flights and all other unscheduled flights. For these flights the aircraft registration letters as RTF call sign. e.g.: INDONESIA PK-GIA
C
on
fid
Flights using registration letters in their call sign may abbreviate this call sign in subsequent contact with the ground station, e.g.: INDONESIA PK-GIA : for initial contact, and INDONESIA IA : on subsequent contacts.
ATC It is not permitted to use a call sign different from the one filed on the ATC flight plan.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
04. LISTENING WATCH AND SELCAL WATCH During flight the flight crewmember shall operate and maintain continuous listening watch on radio frequency of the appropriate ATC unit, monitoring guard frequency 121.50 MHz and the appropriate common frequency used for in-flight communication in designated airspace without ATC coverage, e.g. InFlight Broadcast Procedures (Transmitting Blind). If required by applicable authorities, in areas or over routes where the possibility of military intercept or other hazardous situations exist. The aircraft station shall not cease listening watch, except for safety reason, without informing the controlling radio station. SEL-CAL or a similar automatic signaling device normally satisfies the requirements to maintain listening watch. Where, on the basis or regional air navigation agreements this is not the case, aircraft will also need to maintain an aural guard. Within geographical Europe and in other areas so indicated in the communication instructions, sel-cal watch shall be kept for reason of movement control.
tia Y F 20 os or l C 19 fir op a -0 / y 206
05. IN-FLIGHT REPORTING The time and level of passing by a designated or otherwise specified reporting point 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.
en
In the absence of such reporting points, position reports shall be made at intervals specified by the State or ATC unit concerned.
C
on
fid
Element of Position Report: Call sign Position Time (UTC) 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
06. USE OF COMPANY CHANNEL Three company communication systems are used: VHF, HF and, as applicable ACARS airborne data-link. These company channels are meant to be used for any operations purposes such as safety aspects or prevent any/further delay by giving earlier information by using voice Radio or ACARS whichever available. At convenient time, Pilot should give Dep. Message (Airborne Time and ETA) via company channels. In a condition where ATD on time but ATA is late, the Pilot shall report via any available mean to the Departure/Destination Ramp Dispatcher or flight following and give the reason of delay, as well as write it down in the AFL (Aircraft Flight Log).
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 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 may require transferring the message / information.
on
fid
en
Call signs of the ground stations will consist of the company abbreviation followed by the name of the station. Company ground station may not contact an aircraft while on take-off or approach.
C
b. HF Communication JKT (Call sign: Garuda Operations) 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. Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION Airplane to Garuda Operations. Contact with the Stockholm radio center on the following frequencies and describe the message to be relayed either via Message Relay or Phone Patch. Garuda Operations phone number for Phone Patch: 62 21 550 7229, 550 1771 ext 2570. Garuda Operations SITA address: JKTEOGA copy JKTOMGA Garuda Operations Fax number : 62 21 5502152 Fill the form provided for in the navigation bag and handed over upon arrival CGK together with flight documents. Stockholm radio monitored frequencies: 3494 Khz 5541, 8930, 11345, 13342, 17916 Khz 23210 Khz
: 22:00 – 02:00 UTC : H24 : 02:00 – 22:00 UTC
tia Y F 20 os or l C 19 fir op a -0 / y 206
Office to Airplane Establish communication to Stockholm: Phone : +46 8 601 79 10 Fax : +46 8 601 79 69 AFTN : ESKRYFYX SITA : STOOOYF, STOXGNW
: Garuda
C
Airplane
on
Example:
fid
en
Request communication with the regarding airplane and provide airplane flight number, registration, selcal code and the office phone number to operator.
Call-sign
: GA 970
Registration : PK-GSG Sel-cal
: BC-RT
Office ph nr : 62 21 550 1543 (Chief pilot B 747) c. Air To Air Communications
Interpilot Frequency Flight over remote or oceanic areas out of range of VHF ground stations may establish on ICAO air-to-air frequency VHF 123.45 MHz for the exchange of necessary operational information and to facilitate the resolution of operational problems.
TIBA Communication difficulties may substantially affect ATS. Sources of difficulty could be inadequate inter center ground communications or areas where ATS performance is considered not adequate. This may result in a lack of flight plan and/or flight progress information to the ATS center concerned. Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION Flight crewmembers may also experience dificulties in establishing contact with ATS ground stations. Incase of ATS deficiencies alternaternative provisions should be inforce. The purpose of this provision is detection by the Pilot of the risk of a conflicting traffic situation. Currently alternative provision used is TIBA, the ICAO procedure for Traffic Information Broadcasts by Aircraft, which is a mandatory procedure, promulgated via NOTAM by State Authority. TIBA procedures are intended to permit reports and relevant supplementary information of Pilots of other aircraft in the vicinity. (eg. in Australia FIR/UIR frequency to be used at or above FL 200, 128.95MHz; and below FL 200, Class G airspace other than oceanic areas is FIA frequency otherwise 126.35MHz). Further detailed procedures see ROM or Jeppesen General information. Inter Company Aircraft To exchange of necessary operational information related to company matters etc., use Garuda Company HF frequency as outlined in ROM.
tia Y F 20 os or l C 19 fir op a -0 / y 206
d. ACARS Using Voice or Data message down-link and up-link for operational purposes such as Weather, NOTAM and Aeronautical information should be used. Refer to relevant FCOM of aircraft type.
C
on
fid
en
To prevent or anticipating delay for the next schedule, during flight, should there any maintenance message requiring repair either AML or CML related, PIC must make report via ACARS primary, if not available maybe via radio. In the case of CML related FA-1 must report to PIC as soon as possible. 07. DISTRESS COMMUNICATION An aircraft is in distress condition, when it is threatened by serious and/or imminent danger and requires immediate assistance. The RTF distress signal is the word “MAYDAY”, spoken three times on the air/ground frequency in use. Other ways of indicating a distress condition are: The activation of the appropriate SSR mode and code, i.e. mode A or B and code 7700; Transmitting the distress message on the emergency frequency 121.50 MHZ. Circumstances and time permitting the following information should be given in the distress message: name of station addressed identification of the aircraft nature of distress condition intentions of person in command Present position, level and heading.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION 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.
08. URGENCY COMMUNICATION This type of communication concerns the safety of an aircraft or other vehicle, or of a person on board or in sight, not requiring immediate assistance.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The RTF urgency signal is the word PAN-PAN, preferably spoken three times on the air/ground frequency in use. The following information should be given in the urgency message: a. Name of station addressed; b. Identification of the aircraft; c. Nature of urgency condition; d. Present position, level and heading; and e. Any other useful information.
C
on
fid
en
09. COMMUNICATION FAILURE If radio failure precludes, the airplane shall comply with standard and local radio communication failure procedures described herein or in ROM. Squawk 7600; Listen out on the ATIS and/or voice modulated nav-aids; Transmit intension and make normal position reports (prefix calls with “TRANSMITTING BLIND”) Comply with vertical navigation but not below minimum safe altitude. 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. a. Complete Radio Failure
If in Visual Meteorological Conditions (VMC): Squawk 7600. Continue to fly in visual meteorological conditions; Land at the nearest suitable aerodrome; Report its arrival by the most expeditious means to the appropriate ATC unit. If in Instrument Meteorological Conditions (IMC); or when weather conditions are such that it does not appear feasible to complete the flight in accordance with appropriate procedure; Squawk 7600. Proceed according to the current flight plan to the appropriate designated navigation aid serving destination aerodrome and when required to ensure compliance with next following paragraph, hold over this aid until commencement of descent.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
Commence descent from the navigation aid specified in flight plan or as close as possible to, the expected approach time last received and acknowledged; or, if no expected approach time has been received and acknowledged, at or as close as possible to the estimated time of arrival resulting from the current flight plan. Complete applicable STAR followed by a normal instrument approach procedure as specified for the designated navigational aid; and land, if possible within 30 minutes after the estimated time of arrival specified or the last acknowledged expected approach time, whichever is later.
If the clearance for the levels covers only part of the route, the aircraft is expected to maintain the last assigned and acknowledged cruising level(s) to point(s) specified in the clearance level(s) in the current flight plan. The provision of air traffic control service to other flights operating in the airspace concerned will be based on the assumption that an aircraft experiencing radio failure will comply with the above name rules.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 “transmitting blind due to receiver failure”, at the scheduled positions or times, 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 be advised.
on
fid
en
State variations to the ICAO Basic Procedure are specified in the Jeppesen, section EMERGENCY, or in ROM.
C
10. LIGHT AND PYROTECHNICS SIGNALS AT AIRFIELDS DURING HOLDING, APPROACH AND LANDING LIGHT steady green steady red series of green flashes series of red flashes
Instructions from aerodrome control MEANING cleared to land give way to other aircraft and continue circling return for landing* aerodrome unsafe, do not land
series of white flashes
land at this aerodrome and proceed to apron*
notwithstanding any previous instructions do not land for the time being. Clearance to land and to taxi will be given in due course. red pyrotechnic
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION 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 steady red series of green flashes series of red flashes series of white flashes
cleared for take-off stop Cleared to taxi taxi clear of landing area in use Returning to starting point on the aerodrome.
Acknowledged by aircraft During the hours of darkness
By moving the aircraft’s aileron landing or rudder
By flashing on and off twice the aircraft’s lights, or if not so equipped, by switching on and off twice its navigation lights
tia Y F 20 os or l C 19 fir op a -0 / y 206
During the hours of daylight
11. SIGNALS TO BE USED FOR SEARCH AND RESCUE
on
fid
en
a. General Rescue is largely dependent on the effort and ingenuity in surviving until the rescuers have arrived. There are various ways of attracting the attention of the search parties. 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.
C
Radio 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
b. Ground/Air Visual Signal Code Ground/air signals have been internationally agreed upon and may serve as a means of contact between the ground and rescue planes when no radio contact is available (see OM-A Chapter 26.5.5). As far as possible, the following instructions shall be adhered to:
forms symbols by any available means : Note: Some of the methods usually available are: using strips of fabric, parachute material, pieces of wood, stones or such like material; marking the surface by tramping or staining with oil, etc. make symbols not less than 2.5 meters (8 feet); take care to layout symbols as depicted to avoid confusion with other symbols; provide as much color contrast as possible between material and the background; Make every effort to attract attention by other means such as radio, flares, smoke or reflected light.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Code For Use By Ground Search Parties
C
on
fid
en
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, 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. 12. COMMUNICATION FLIGHT CREWMEMBER / GROUND ENGINEER a. Departure After exterior inspection and all maintenance work performed, all passenger and cargo doors are closed, and pilot is ready to push-back and / or start engines. The ground engineer will perform a final walk around check to assure Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION 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 Pilot Ground engineer
: GROUND TO COCKPIT : COCKPIT TO GROUND : ALL DOORS CLOSED AND LOCKED AND FINAL WALK AROUND CHECK COMPLETED : CHECKED (If Ground Engineer does not report Final Walk around Checked Completed, Pilot shall verify that Final Walk around was performed)
Pilot
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
C
on
fid
en
After receiving push back clearance from ATC: Pilot : COCKPIT TO GROUND Ground engineer : GROUND TO COCKPIT Pilot : CLEARED PUSH BACK, TAXYWAY …., HEADING …. Ground engineer : CLEARED PUSH BACK, TAXYWAY …., HEADING …., RELEASE BRAKES Pilot : BRAKES RELEASED. (PIC informs the push back time to Ground engineer). If standard push back are required: Pilot : COCKPIT TO GROUND Ground engineer : GROUND TO COCKPIT Pilot : CLEARED FOR STANDARD PUSH BACK Ground engineer : CLEARED FOR STANDARD PUSH BACK, RELEASE BRAKES Pilot : BRAKES RELEASED. (PIC informs the push back time to Ground engineer). Pilot ready to start engines: Pilot : READY TO START ENGINE …. Ground engineer : CLEAR TO START ENGINE …. Pilot : START ENGINE NUMBER …. Ground engineer : GROUND CLEAR TO START ENGINE NUMBER …. Ground engineer : N1 ROTATION Pilot : CHECKED Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
OM – A
11. FLIGHT PROCEDURES 11.2 COMMUNICATION
When push back completed: Ground engineer : PUSH BACK COMPLETED, SET PARKING BRAKES Pilot : PARKING BRAKE SET When all engines are started: Pilot : START COMPLETED, REMOVE GROUND EQUIPMENT. (PIC informs the Block Off time to Ground Engineer)’ Ground engineer : GROUND EQUIPMENT REMOVE, SIGNAL FROM THE…. (L/R) Re-establishment of Interphone Communication
tia Y F 20 os or l C 19 fir op a -0 / y 206
When initiated from the ground: Day : wave the headset Night : wave the headset illuminated by a flashlight Pilot will acknowledge the request by flashing landing - or taxi lights. Following this acknowledgement, the aircraft shall remain stationary until an “all clear “signal is given.
C
on
fid
en
When initiated by the cockpit crew: Flash the landing - or taxi lights three or more times. The ground engineer acknowledges the request by waving his headset (at night illuminated by flashlight) and approaches the aircraft from the front in order to be visible from the cockpit. 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF
11.3
START UP AND TAKEOFF
11.3.1 PUSH BACK / PULL OUT PROCEDURE a. General During push back and / or pull out, pilot shall maintain contact with the Ground Engineer, whilst the copilot does the communication with the ATC. b. Push Back At stations where nose-in parking is used, push back will be necessary. While push back with running engine is allowed, normal start-up clearance must be obtained first and engine has been started before pushing back executed. Starting engine during push back is allowed, provided push back car and condition permit so. Ground Engineer must be consulted. When ATC requires an immediate stop during push back, pilot must inform ground engineer at once, and not to touch the brakes until instructed by the ground engineer.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Pull Out Because of possible damage to building and or vehicles by application of breakaway power at gate, some airports require that aircraft are pulled out of the gate. For these case, the same procedure applies as for push back, only read `pull out` where push back is mentioned.
en
Starting engine during pull out is not recommended.
C
on
fid
Note: For standard cockpit-ground communication procedure, see OM-A Ch 11.2-12. 11.3.2 TAKE-OFF LIMITATIONS
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. Operation Manual Part A – 1st Edition
02 Jan 2019
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF 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 takeoff.
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.
Intended Track Includes No Change in Heading Of More Than 15º
Intended Track Includes Change in Heading Of More Than 15º
300 m
600 m
300 m
900 m
600 m
900 m
600 m
900 m
on
fid
en
Conditions
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. The following table summarizes the conditions under which the values apply:
C
VMC by day
IMC with accurate track guide VMC by night IMC without track 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF
11.3.3 CREW DUTIES BEFORE, DURING AND AFTER TAKE-OFF 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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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)
en
c. During Takeoff Conversations shall be limited to the required commands and calls as specified in 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 required.
on
fid
To ensure best verbal communication between flight crewmembers, those wearing headphones will keep one ear free during takeoff.
C
d. Rejected Takeoff Takeoff malfunction requires utmost cooperation of all flight crewmembers and sounds and quick decision by the PIC. To be properly prepared for such situations, the takeoff briefing is mandatory. The decision to reject the takeoff determined by several factors: Kind of failure The actual speed at time of failure Runway length/surface condition Meteorological condition. In order to be able to reach adequate, quick and correct decision, the PIC should make a mental review of the takeoff parameters prior to starting the takeoff. The following basic policy applies: 1) Low speed RTO: The total energy that must be dissipated during an RTO proportional to the square of the airplane velocity. If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid displacement from the runway centerline. For this reason, it is Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
2) High Speed RTO: As the air speed approaches V1 during a balanced field length takeoff, the effort required to stop can approach the airplane maximum stopping capability. Therefore, the decision to stop must be made before V1.
C
on
fid
en
Historically, rejecting a takeoff near V1 has often resulted in the airplane stopping beyond the end of the runway. Common causes include initiating the RTO after V1 and failure to use maximum stopping capability (improper procedures/techniques). Precaution: All automatic features are functioning, however notwithstanding the use of a time delay before taking the decision to reject and the fact that reverse thrust is excluded for ASD demonstrations, it may be assumed that a rejection of a take-off on a marginal runway, from high speed close to V1, in particular when the runway is wet, can be extremely hazardous. Serious failure/malfunctions such as engine failure/fire, aircraft fire, structural damage and flight control problem BEFORE V1: REJECT THE TAKE OFF. Minor malfunctions may justify a continued takeoff especially in marginal conditions and speed close to V1. No action shall be attempted to rectify a fault during takeoff run. To provide best support to the Pilot Flying, the Pilot Monitoring shall call out any detected malfunction during takeoff in concise and clear term. When Rejected Takeoff is required, the use of the command word “STOP”, “REJECT” or the advisory word “FAILURE” (as specified in related aircraft type), by any crewmember shall be confined to circumstances where a very
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF positive loss of thrust occurs or where aircraft condition clearly renders it unflyable. 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
e. Engine Failure Before V1 When an engine fails before V1, the basic V1- concept provides protection to safely reject a takeoff within the required runway length, provided that: The first action is initiated with failure recognition and at the latest at V1. The runway is dry; Full braking is applied. The use of reverse thrust additionally decelerates the aircraft, although this braking means is not considered in the calculation of the stopping distance on a dry runway.
f.
C
on
fid
en
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 distance actually required. On the other hand, situations might arise where an aircraft already above V1 would be exposed to greater risk during a continued takeoff than during a rejected take off, e.g. due to sudden deterioration on aircraft performance. Engine Failure After V1 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.
g. Engine Fire Warning An engine fire during takeoff shall be handled operationally in the same way as an engine failure on takeoff. Flight crewmember shall follow the emergency checklist appropriately.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.3 START UP AND TAKEOFF 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT
11.4
CLIMB, CRUISE AND DESCENT
11.4.1 FLYING ALONG AIRWAYS AND ADVISORY ROUTE It is Garuda Indonesia’s general policy, that all flights be executed along airways, air routes, RNAV routes and advisory routes. When this is not possible or when it entails excessive operational penalties, all factors such as communications, air traffic services, navigation facilities, weather etc., must be carefully considered before selecting a different routing (see Rules of the Air, OMA Chapter 24) a. Navigation Aids Tuning and Identification Prior to using the navigation aids on any stage of the flight, selection of the correct beacon shall be identified visually and aurally.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. Navigation Performance Monitoring Flight crewmember shall at all-time ensure the correctness of the aircraft position in accordance with published, and readily available at all time, navigation charts/approach charts and the flight management system by: Correct present position during initial navigation alignment; Continuous monitoring of the airplane navigation performance; Verifying airplane position through updating procedures; 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 rules and regulations such as considering minimum safe altitude (GRID MORA, MSA), prohibited area, restricted area, or danger area, etc. The navigation accuracy shall be checked prior to approach and after prolonged flying.
C
on
The technique and instructions on monitoring navigation performance is described in details within the type Aircraft Operation Manual. c. Company Flight Plans 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). Operation Manual Part A – 1st Edition
16 Jan 2017
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT Flights outside controlled airspace above FL250 shall be executed using the semicircular 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. With flaps/slats extended to the maneuvering configuration, rate of descent should not exceed 1,500 feet/min. 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
If a higher rate of descent is required due to altitude/ATC constraints or other factors, the use of speed brakes may be required and the Pilot Flying (PF) shall inform the Pilot Monitoring (PM) of his intentions.
C
Situational and altitude/terrain awareness along with crew coordination shall at all times be exercised. During approach, stabilized approach criteria shall be strictly complied with. The normal rate of descent during approach should be less than 1000 feet per minute. 11.4.2
AUTOPILOT AND AUTOTHROTTLE OPERATION a. General To minimize cockpit workload and thus to increase the safety level, optimum use of the autopilot and its sub-modes and auto throttle as far as per FCOM permitted, is strongly recommended during the whole flight regime. The autopilot should be regarded as the primary means of aircraft control during turbulence penetration. The following general regulations apply when the autopilot is engaged: Below 2.500 feet above terrain, the pilot flying must have his thumb on the disconnect button in order to be able to disconnect immediately in case needed.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT
Be alert to detect a possible malfunction of the autopilot. At least one cockpit crewmember must be in a position to take over manually at any time and without delay. During changeover of pilots, a cockpit crewmember must be seated in the pilot’s seatbelt fastened. The aircraft should be properly trimmed during autopilot operation. For that purpose the trim indicators should be checked regularly. b. Minimum Altitude
Unless specified in the approved FCOM; The minimum engagement of Autopilot (except in CWS Mode) is 500 feet HAA whichever higher, during climb and cruise. The Autopilot might be engaged (except in CWS Mode) up to 50 feet HAT or published MDA/DA/DH whichever higher for approach. And aircraft capability status, the Autopilot might not be engaged for automatic landing. The Auto throttle might be engaged for takeoff, climb, cruise, descent, approach and landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.4.3 CONTINUATION OF A FLIGHT WITH N-1
en
After an engine failure or the rotation of an engine is stopped, condition permitting, contact must be established with the Company and to the appropriate ground radio stations. Two Engine Aircraft
C
on
fid
Whenever an engine fails or the rotation of an engine is stopped, to prevent possible damage, the PIC shall land the airplane at the nearest suitable airport, in point of time, at which a safe landing can be made. 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. Operation Manual Part A – 1st Edition
02 May 2018
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.4 CLIMB, CRUISE AND DESCENT
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.4
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
11.5
APPROACH AND LANDING
11.5.1 FLIGHT CREWMEMBER COORDINATION a. General Thorough planning and good coordination is the key to a safe, efficient, unhurried and professional approach. The following chapter provides recommended general guideline for crew coordination in executing instrument approaches (such as Precision Approach, non-Precision Approach and circling approach) and Visual Approach, Go Around and Missed Approach maneuver. Detailed flight crewmember coordination and task sharing is outlined in the relevant FCOM. b. Flight Crewmember Coordination during Holding, Approach and Landing During these phases of flight, both pilots must be seated at their assigned qualified cockpit seats.
tia Y F 20 os or l C 19 fir op a -0 / y 206
During the descent phase of the flight, at altitudes below approximately 10.000 feet above terrain, and during taxi (as appropriate), all flight crewmembers shall concentrate on cockpit procedures, and adhere to monitoring or lookout procedures. They shall refrain from any non-essential activities.
en
To achieve safe approach it begin from good descent plans, careful review of the holding (as applicable), approach and landing procedures, accurate flying and good flight crewmember coordination between(among) flight crewmembers.
fid
Flight techniques and procedures to be used shall be according to those prescribed in the relevant FCOM and ROM.
C
on
Both pilots shall familiarize themselves thoroughly with the relevant data such as descent altitude restrictions, weather condition, aircraft serviceability, ground facilities, holding and approach procedures, runway visual aids (e.g. approach 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; Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
FCOM procedures ensure that one pilot continues to monitor his/her instruments down to and below decision height. On practice approach, or whenever part of an actual approach is flown in VMC, a regular lookout should form part of the scanning cycle.
fid
en
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 the radio communication and checks for visual reference.
C
on
The Pilot Monitoring shall be fully familiar with the intentions of the pilot flying, and shall have facts and figures ready when needed. The use of facilities shall be planned beforehand, and on passing one facility, the Pilot Monitoring shall inform the pilot flying and be ready to retune to the next facility immediately. 11.5.2 INITIAL APPROACH a. General -
Initial Approach: That part of an instrument approach procedure consisting of the approach to the first navigational facility or to a predetermined fix associated with the approach procedure.
-
Initial Approach Area : An area of defined width (normally 10 NM) lying between the last preceding navigational fix or dead reckoning position and either the facility to be used for making an instrument approach or a point associated with such a facility that is used for demarcating the terminating of the initial approach.
-
When making an initial approach to a radio navigation facility under IFR, no person may descend below the pertinent minimum altitude for initial approach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established. Operation Manual Part A – 1st Edition
01 Mar 2018
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
b. Initial Approach Obstacles Clearance The initial approach shall not be made below a height of 1000 feet, above the highest obstacle within the initial approach area. However, this altitude should not be lower than the altitude at which the facility will be crossed on final approach and, if a procedure turn is required, not lower than the procedure turn altitude. c. Initial Approach Altitudes in IMC And Without Radar Vectors Where no initial approach altitudes have been specified, the minimum sector altitude(s) as shown on the approach charts are applicable. When cleared for approach, follow the descend procedures as depicted on the approach chart. Inform the controller when leaving and reaching the prescribed levels/altitudes. d. Initial Approach Altitudes in IMC And With Radar Vectors When positively identified by ATC radar within TMA (terminal control area), PIC may accept clearances to altitudes below the applicable sector altitude or Minimum Vectoring Altitude, provided the radar monitoring and communication watch are continue. In the same circumstances takeoff clearances based on radar controlled climb out may be accepted at PIC’s discretion.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In accepting these clearances, the PIC will exercises a full measure of discretion, utilizing his knowledge of the terrain over which the clearance takes him, possible consequences of radio or radar failure, his ability to maintain a clear picture of the situation using VOR, ADF facilities etc. and his experience with the possibly known reputation of the installation and personnel involved.
on
fid
en
If there is any doubt about spot heights etc., and no opportunity to study the chart, the clearance should be refused, and the flight falls back on the known safety or minimum sector altitude.
C
11.5.3 AUTOMATIC APPROACH
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 pilotflying 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
Lower cockpit workload, permitting better monitoring. In marginal weather conditions a better decision making process is obtained.
Maximum use of autopilot and auto throttle is required for ILS approaches, provided that: The performance of the relevant airborne and ground systems is satisfactory. The localizer can be intercepted at an adequate distance from the runway. No restrictions to autopilot use are indicated on the approach chart (see 03 below). It should be realized that in weather conditions of CAT I or better a number of factors may have some influence such as: Protection area not assured to be clear. Close sequencing of aircraft. Switch over time of ground aids. Quality of ILS signals.
tia Y F 20 os or l C 19 fir op a -0 / y 206
These factors may influence performance of aircraft auto-land systems in a negative way. Therefore it is essential that the Pilot flying is prepared to take immediate action in case of a significant deviation from the desired flight path. If necessary, make a (Auto) go-around.
en
c. Auto-land / Auto-Approach Restrictions There may be various reasons to restrict the use of autopilot/auto throttle during approach and/ or landing for certain aircraft type or runways. In order to provide the necessary information, a note will be printed on the approach chart in the space below the minima box.
C
on
fid
In this note the abbreviation TCH (Threshold Crossing Height) will be used when applicable. This indication means that the height of the ILS glide path over the threshold of that particular runway is in adequate to provide sufficient wheel clearance for certain aircraft types. 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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
11.5.4 FINAL APPROACH AND LANDING 01. POTENTIAL HAZARD Common sources of potential hazard on final approach and landing are heavy precipitation. Poor visibility, reduced windshield transparency and refraction error may give wrong horizon reference (false horizon lies below actual). This way, objects appear to be lower than they actually are, causing pilots deceived to descend below glide path. Such dilution can create up to 5 degrees in error, which means that at a distance of 1/2 NM the aircraft is off glide 200 feet. The danger is greatest when making visual contact after breaking out below clouds. It is therefore very important to monitor altimeters and whatever glide slope or distance information is available. Drifting snow or the combination of rain or snow with crosswind, especially at night may cause incorrect yaw-rate during de-crabbing phase.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. VISUAL APPROACH A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport insight and can maintain visual reference to terrain with adequate margin or have the preceding identified aircraft insight.
fid
en
This approach must be authorized and controlled by the appropriate air traffic control facility.
on
Reported weather at the airport must have a ceiling at or above 1000 feet and visibility 5 km or greater.
C
ATC may authorize this type of approach when it will be operationally beneficial. Visual approaches are an IFR procedure conducted under IFR in VMC. Visual approach is normally conducted on one of the following: Traffic pattern (circuit pattern), down wind, base leg, straight in, circling approach. a. Operating to an Airport without Weather Reporting Service ATC will advise the pilot when weather not available at the destination airport. ATC may initiate a visual approach provided there is a reasonable assurance that weather at the airport is a ceiling at or above 1000 feet and visibility 5 km or greater (e.g. area weather reports, PIREPs, etc.) b. Operating to an Airport with an Operating Control Tower Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR or VFR approaches to another parallel, intersecting, or converging runway. When operating to airport with parallel runways separated by less than 2500 feet, the succeeding aircraft must report sighting the preceding aircraft unless standard separation is being provided by ATC.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 5
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. When visually following a preceding aircraft, acceptance of the visual approach clearance constitutes acceptance of pilot responsibility for maintaining a safe approach interval and adequate wake turbulence separation.
fid
en
d. Missed Approach A visual approach is not an IAP and therefore has no missed approach segment.
C
on
If a go-around is necessary for any reason, the aircraft should initially fly in the 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 instruction and further clearance. An aircraft operating at controlled airports will be issued an appropriate advisory/clearance/instruction by the tower. At uncontrolled airports, aircraft are expected to remain clear of clouds and complete a landing as soon as possible. If a landing cannot be accomplished, the aircraft is expected to remain clear of clouds and contact ATC as soon as possible for further clearance. Separation from IFR aircraft will be maintained under these circumstances. e. Pilot Responsibilities Visual approaches reduce pilot/controller workload and expedite traffic by shortening flight paths to the airport. It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired. Authorization to conduct a visual approach is an IFR authorization and does not alter IFR flight plan cancellation responsibility (The PIC shall not cancel IFR flight plan when making visual approach, in order to keep the provision of separations between the aircraft and other arriving / departing traffic).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 6
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to change to advisory frequency.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
03. CHARTED VISUAL FLIGHT PROCEDURE (CVFP) a. CVFPs are charted visual approaches established for environmental/noise considerations, and/ or when necessary for the safety and efficiency of air traffic operations. The approach charts depict prominent landmarks, courses, and recommended altitudes to specific runways. CVFPs are designed to be used primarily for turbojet aircraft. b. These procedures will be used only at airports with an operating control tower. c. Most approach charts will depict some NAVAID information which is for supplemental navigational guidance only. d. Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement purposes and are recommended only. Pilots are not prohibited from flying other than recommended altitudes if operational requirements dictate. e. When landmarks used for navigation are not visible at night, the approach will be annotated “procedure not authorized at night.” f. CVFPs usually begin within 20 flying miles from the airport. g. Published weather minimums for CVFPs are based on minimum vectoring altitudes rather than the recommended altitudes depicted on charts. h. CVFPs are not instrument approaches and do not have missed approach segments. i. ATC will not issue clearances for CVFPs when the weather is less than the published minimum. j. ATC will clear aircraft for a CVFP after the pilot reports siting a charted landmark or a preceding aircraft. If instructed to follow a preceding aircraft, pilots are responsible for maintaining a safe approach interval and wake turbulence separation.
C
Pilots should advise ATC if at any point they are unable to continue an approach or lose sight of a preceding aircraft. Missed approaches will be handled as a goaround. 04. CIRCLING APPROACH Circling approach is a combined instrument/visual approach, consists of an instrument letdown using a ground based approach aid, followed by a visual circuit or part of circuit, with the intention to line up the aircraft with the extended centerline of the landing runway. Before commencing the letdown for a circling approach, both pilots must study the approach chart and familiarize terrain features, elevations, spot heights, obstructions and circuit pattern. In some cases the approach aid to be used and/or the circuit to be flown is specified because the obstacle clearance is based on it. The letdown for a circling approach must not be continued below the minimum descent altitude (MDA) for that particular approach aid specified for the circling procedure.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Precipitation will add to the difficulties of a circling procedure. Other optical illusions may also contribute to misjudgment of aircraft vertical position e.g. sloping runway, non-standard runway width, displaced threshold, sloping terrain and non-standard aircraft attitude.
on
fid
en
Missed Approach If visual reference is lost while circling-to-land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC).
C
To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course. The circling maneuver may be accomplished in more than one direction, different patterns will be required to become established on the prescribed missed approach course, depending on the aircraft position at the time visual reference is lost. Adherence to the procedure will assure that an aircraft will remain within the circling and missed approach obstruction clearance areas. (See Figure on the following Page)
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
tia Y F 20 os or l C 19 fir op a -0 / y 206
Circling and Missed Approach Obstruction Clearance Areas
05. INSTRUMENT APPROACH In addition to the general directives laid down in OM-A Chapter 11.5.1, the following rules apply when a full instrument approach is made.
C
on
fid
en
The pilot monitoring must report as required per FCOM, using the standard words as specified, for example: “CONTACT”, when ground becomes visible and is likely to remain visible. “APPROACH LIGHTS” “RUNWAY” Etc. It should be remembered that, when the approach is executed in crosswind conditions, the crab angle may give the false impression that the aircraft is not on the centerline and that a lateral correction is needed. Even in the absence of crosswind, there exists a tendency to apply corrective bank after becoming visual. This is very often due to wrong interpretation of the few available visual cues and will result in zigzagging and overcorrecting of bank; this is a highly undesirable situation in conditions of marginal visibility and low altitude. During the approach, the heights over the markers and beacons shall always be checked by both pilots and in cases where discrepancies are detected, terrain clearance shall be verified immediately. In a “see to land” concept, it is understandable that a pilot wishes to make the transition from instrument guidance to ground visual as early as possible. Although the approach lights may often be in sight before DH is reached, the visibility may decrease or fluctuate during the remainder of the approach. Misjudgment of visual cues or deviations from the intended flight path through outside causes (cg, wind shear) can best be detected by reference to the flight instruments. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING It is therefore strongly recommended that the pilot-flying cross-checks/monitors the instruments, also at break of altitude BOA/DH until a safe landing is assured. As already mentioned in the beginning of this paragraph, the pilot monitoring will have his attention focused mainly on the outside world.
06. 500 FEET CALL A 500 feet call must be included in the final part of each approach, to protect against subtle incapacitation and to serve as an awareness call for the approach stability and the landing clearance. If there is no automatic 500 feet call, the Pilot Monitoring must give this call. The PF must respond ‘cleared/not cleared’, followed by a ‘checked’ call from the Pilot Monitoring, which means that he/she agrees with the response from the PF. If no landing clearance
: Obtain Landing Clearance
If the aircraft is not stabilized
: Go Around
tia Y F 20 os or l C 19 fir op a -0 / y 206
If disagreement to the objective of 500 feet call (and stabilized approach criteria) exists or when doubt exists to the awareness of or no appropriate response from the PF, the PM shall consider him/her in the subtle incapacitation state (OM-A Chapter 15). The PM shall take over control and execute Go-Around. File an incident report on ASR as soon as possible.
en
It is mandatory to execute go around and/or reject the landing at any time when the safety of the flight is jeopardized.
on
fid
The company will not initiate disciplinary measures for a go around executed under any unsafe or un-stabilized approached.
C
All flight crewmember must be convinced that the landing clearance has been received and acknowledged before landing. 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. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 10
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 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, TCH), the location of the aircraft glide path antenna relative to the landing gear and the aircraft pitch attitude. Taking this into account and considering certain allowances for ground and airborne equipment and meteorological conditions, a minimum threshold crossing height has been established: 40 feet for A330 35 feet for B 737 35 feet for CRJ1000 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 11
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The procedures and requirements are outlined in the FCOM related aircraft type. If using an MDA(H) for Non Precision Approach, initiating a missed approach approximately 50 feet above the MDA(H) may be necessary to avoid descending below the MDA(H) during missed approach.
fid
en
The additional of 50 feet above the MDA(H) for Non Precision Approach for anticipating go around does not require additional prescribed minimum visibility.
C
on
On a non-precision approach, a normal glide-path and aiming point should be established. Wheel clearance will then be approximately as described above. When landing on a marginal runway, do not cross the threshold lower than normal, as this will increase undershoot risk unacceptably. ILS with threshold crossing problems are indicated on the approach charts with a note below the minima box. The notes used and their meanings are:
No auto-land (TCH) Threshold crossing height is below 43 feet. These aircraft leave the glidepath not lower than 100 feet to cross the threshold with sufficient wheel clearance. TCH < 35 feet Threshold crossing height is 35 feet or less. All aircraft leave the glide-path not lower than 100 feet to cross the threshold with sufficient wheel clearance.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 12
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
09. LANDING ON TOUCH DOWN ZONE Flight crewmember shall cross the landing threshold at approximately 50 feet, and land the airplane within the touch down zone of the intended landing runway. See OM-A Chapter 9.5.1-03. 10. LANDING DISTANCE Definition The landing distance is the horizontal distance between that point on the landing surface at which the airplane is brought to a complete stop and that point on the landing surface which the airplane cleared by 15.2 m (50 feet). Landing distance available (LDA): The length of runway which is declared available and suitable for the ground run of an airplane landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Landing distance required for dispatch for Aerodrome of intended landing (Destination) The landing distance at the aerodrome of the intended landing, as determined from the flight manual (AFM), is not to exceed 60 percent of the landing distance available on: a. The most suitable landing surface for a landing in still air; and, if more severe, b. Any other landing surface that may be required for landing because of expected wind conditions at the time of arrival.
C
on
fid
en
Landing distance required for dispatch for Alternate aerodromes The landing distance at any alternate aerodrome, as determined from the flight manual, is not to exceed 70 per cent of the landing distance available on: a. The most suitable landing surface for a landing in still air; and, if more severe, b. Any other landing surface that may be required for landing because of expected wind conditions at the time of arrival. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 13
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING These reference conditions cannot be exactly duplicated, therefore additional margin shall be added (see OM-A Chapter 11.5.4-11)
11. LANDING PERFORMANCE ASSESSMENTS AT TIME OF ARRIVAL The following policy applies: The Flight crewmembers shall assess landing performance based on conditions actually existing at time of arrival at the destination or alternate airport, as distinct from conditions presumed at time of dispatch. Those conditions include weather, runway conditions of intended use, the airplane’s weight, the aircraft configuration and with the means of deceleration that will be used for the landing. Once the actual/unfactored landing distance is determined an additional safety margin of at least 15% shall be added to that distance. Except under emergency conditions flight crewmembers should not attempt to land on runways that do not meet the assessment criteria and safety margins as specified in this requirement.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The decision to land rest basically with the PIC, who shall take into account: The actual/un-factored landing distance figure, corrected as applicable shall carefully be weighed for its realism under the prevailing operating conditions. If the actual/unfactored landing distance plus the specified safety margin is greater than landing distance available, a landing is not permitted. The margin mentioned above is intended to cover minor imperfections in flight handling and judgment. If gross deviations occur, the pilot shall not hesitate to execute Go-around or Rejected Landing. 11.5.5 FUEL DUMPING AND OVERWEIGHT LANDING
01. GENERAL An overweight landing is defined as a landing made at a gross weight in excess of the maximum structural landing weight as specified in each aircraft type FCOM. During a normal flight condition from departure aerodrome to intended destination aerodrome, planned or perform an overweight landing is strictly prohibited. In other case, the overweight landing can only be performed in exceptional condition, such as inflight turn back or diversion. These are guidance of when the overweight landing can be performed: 1. Any malfunction that would render the airplane un-airworthy 2. Any condition or combination, thereof, mechanical or otherwise, in which an expeditious landing would reduce the exposure to the potential of additional problems which would compromise safety 3. Serious illness of crew or passengers which would require immediate medical attention.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 14
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING It is recommended to make a holding or dump fuel when the normal dumping procedure can be followed correctly and all circumstances are favorable, to reduce the landing weight, so overweight landing can be avoided. Where overweight cannot be avoided, follow the respective FCOM procedure for each type of aircraft.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. FACTORS WHICH INFLUENCE FUEL DUMPING Test to determine safe methods of fuel dumping revealed the following facts. When dumping fuel from an aircraft in flight, the combustible gas envelope surrounding the liquid fuel spray, presents practically no hazard to external or internal components of the aircraft. Static discharges may however ignite sprayed fuel in an air stream. Even if ignition might occur, no hazard will have to exist as long as the fuel does not contact any part of the aircraft after leaving the dump-chute. When an external surface is contacted by ignited fuel, burning of the surface might continue after the source of ignition has disappeared. Hazard is increased by the presence of protuberances and irregularities on the surface of the aircraft, by deflections of flaps, control surfaces and gear or an increase of the angle of attack. The fuel dumping procedure as specified in the FCOM for the relevant aircraft type shall be strictly adhered to.
C
on
fid
en
No Fuel Should Be Dumped: Under weather conditions in which static electricity may be expected. In areas of turbulence. In case of engine fire. 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 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. 03. FACTORS WHICH INFLUENCE OVERWEIGHT LANDINGS In view of the increased aircraft weight, special attention shall be paid to the following items and conditions, when considering an overweight landing. Pilot’s physical condition : own limitations and fatigue. Weather : IMC or VMC, temperature, cross wind, turbulence etc. Runway : elevation, length, slope, obstructions (at both ends). Width and surface conditions.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 15
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING Aircraft system, flaps, etc.
: number of engines operating, serviceability of
Any landing with a weight in excess of the maximum allowed landing weight shall be reported in both the Aircraft Maintenance Log and a trip report. 04. OVERWEIGHT AND HARD LANDING INSPECTION Following any overweight landing report in the AML the engineer shall refer to the related aircraft AMM regarding the overweight landing inspection. At any weight, where a suspected hard landing is made, a hard landing shall be write down in the AML, and a hard landing inspection shall be conduct by the engineer referring to the related aircraft AMM. 11.5.6 USE OF REVERSE THRUST AND/OR BRAKES
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. GENERAL The takeoff and landing runway length requirements have been determined, during certification of the aircraft by the use of wheel brakes only, with engines delivering forward idle thrust. The use of reverse thrust, as laid down in the FCOM increases the operational safety margins and considerably increases the brakes and tire life, with no adverse effects to the engines.
on
fid
en
The use of Auto-Brake System (as installed) has its advantages on wet and contaminated runways (except if crosswind is close to FCOM limits) as well as in cases where minimum runway length is available only. Its use is at PIC’s discretion.
C
Excessive use of wheel brakes to gain an early runway turn-off point is undesirable, unless urgent operational reasons are involved. 02. REVERSE ON SLIPPERY AND SNOW-COVERED RUNWAYS Should directional problems occur on a slippery runway, differential application of reverse thrust must not be used in an attempt to regain directional control. Reverse thrust must be reduced to idle reverse, until the aircraft is under control. Reverse thrust when continued below 60 knots on powdery snow can result in the loss of forward visibility. 11.5.7 PARKING OF AIRCRAFT When parking an aircraft, the PIC remains responsible for the safe maneuvering, even when guided by marshaling signals. The purpose of marshaling signals is to aid the pilot when taxiing or parking, without affecting the pilot’s responsibility. For use of wheel blocks and parking brake under normal and adverse weather conditions see the relevant FCOM.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 16
OM – A
11. FLIGHT PROCEDURES 11.5 APPROACH AND LANDING
11.5.8 POST-FLIGHT DELIVERY OF METEOROLOGICAL INFORMATION When meteorological information are required to be made during flight these should be delivered to the meteorological office at the station of next landing, either by the crew or via station management. It should be realized that in certain parts of the word, where the official meteorological observations network is rather scarce, the local MET office partly depends on the upper air information supplied by the aircrew.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.5
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 17
OM – A
11. FLIGHT PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.5 APPROACH AND LANDING
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 18
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS
11.6
CRITICAL FLIGHT CONDITIONS A. WIND SHEAR With reference to the basic information on this subject in FRG 5.1.2 and the aspects covered in the relevant FCOM, following rules and recommendations should be adhered to: −
Take-off If a wind shear in the take-off flight path is expected or known to exist, consideration should be given to the following:
Delay the take-off Choose a more favorable runway and/or climb out direction Use of full rated take-off thrust Delay of heading changes and/or restrictions of bank angle to 15° in the shear area.
A take-off should not be made in the direction of a reported shear if the takeoff is performance limited.
Approach If a wind shear in the approach area is expected:
en
fid
Consider holding or delay approach until wind shear ceased. Consider the need to use reduced landing flap setting if runway length permit. Maximize the use of autopilot and auto throttle if possible. Close monitor INS/ IRS data, IAS, rate of descent, pitch and thrust for early shear recognition. Use speed increment according FCOM.
on
C
−
tia Y F 20 os or l C 19 fir op a -0 / y 206
A take-off should not be made, or should at least be delayed when severe thunderstorm are present in close vicinity of the airport, for reason of uncertain wind/gust pattern normally associated with these phenomena.
Do not make large thrust reduction until beginning of flare. Consider the need to divert if prolonged severe thunderstorms are present in the approach area. −
Recovery If wind shear has been encountered, ground contact is prime task to be avoided. Apply maximum thrust as for go around, follow flight technique procedure in FCOM for particular type of aircraft.
−
Reporting If wind shear has been encountered, this should be reported immediately to ATC. Report should include altitude and amount of shear.
B. ENHANCED GROUND PROXIMITY WARNING The Enhanced Ground Proximity Warning System (EGPWS) consists of 7 (seven) mode that gives different alert/warning and provides forward looking terrain avoidance function. Flight crew shall be knowledgeable of the operation of such system. Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
−
C
on
fid
en
Note: - If a terrain Caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists the alert may be regarded as cautionary and the Approach may be continued. - In case the warning is activated below 500 ft HAT, a go around is mandatory. - Activation of the glide slope warning may be disregarded in case of: An approach on a back beam ILS or circling approach for aircraft where the glide slope warning signal cannot be switched off. A change to a nearly parallel runway when on a visual approach. ii). Ground Proximity Warning Activation of the EGPWS Warning such as: “PULL UP” or “TERRAIN TERRAIN PULL UP” or other situations resulting in unacceptable flight toward terrain, either in IMC or VMC, requires immediate and aggressive pitch up maneuver that maximizes the performance of the aircraft, Refer to particular FCOM for accomplishing the maneuver procedure. Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under day light VMC condition prior to a terrain or obstacle Warning, the alert may be regarded as cautionary and the Approach may be continued. −
Reporting For reporting the activation of any mode of the EGPWS refers to OM-A Chapter 23.3.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS
C. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) TCAS provides back up to the air traffic services by alerting the flight crew to aircraft which represent or ma represent a collision hazard, and proven to be a very useful instrument for collision avoidance, even in low traffic environments. Pilots shall – in the interest of safety avail themselves of the use of the system at all times. Two modes corresponding to alert levels are provided by TCAS: The ″ traffic advisory ″ (TA) and the ″ resolution advisory ″ (RA). Stall, GPWS and wind shear warnings have precedence over TCAS advisories. Infringement of an ATC clearance based on information / advisory conveyed by TCAS lies within the authority of the Pilot-In-Command. −
Operational procedures Notwithstanding the above, neither information derived from the traffic display nor the issuance of a TA are meant for the crew as means to interfere with the ATC task to provide continuous positive separation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In principle, avoidance maneuver should be restricted to responding to an RA or to the visual acquisition of conflicting traffic. Vertical excursions from level flight should be kept at a minimum, in order to preclude a secondary collision hazard. ATC shall be informed at the earliest practical time of a RA occurrence and the pilot shall make a report using ASR form. Mode of Operations As a rule, TCAS shall be set on TA/RA during all phases of flight. Exception may be justified under certain condition such as visual contact with known traffic, approach to one of parallel runways or flying in known close proximity to other aircraft, where TA setting may be selected to prevent nuisance warning. (As installed, mode reverts to TA automatically when flying below 1000 ft AGL).
−
Traffic Advisories (TA) Pilots shall immediately attempt to establish visual contact with all airplanes in the vicinity in order to try to identify the intruder traffic.
C
on
fid
en
−
If visual contact is established, safe separation shall be maintained. If visual contact is not established, no avoiding action shall be taken unless the TA subsequently changes to RA. −
Resolution Advisories (RA) Pilot at the control shall immediately dis-engage the auto-pilot and manually apply positive and smooth control inputs in the direction and with the magnitude required by the RA (note that RAs do not require abrupt pitch control changes). In VMC scan airspace into which your aircraft is diverting. Never maneuver aircraft opposite to RA. While active, a RA has priority over a conflicting ATC instruction or clearance.
−
ATC Phraseology The following R/T phraseology shall be used to inform ATC of deviations from clearance when responding to TCAS RA.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
OM – A
11. FLIGHT PROCEDURES 11.6 CRITICAL FLIGHT CONDITIONS Situations After flight crew starts to deviate from any ATC clearance or instruction to comply with an TCAS resolution advisory (RA) After the response to an TCAS RA is completed and a return to the ATC clearance or instruction is initiated.
After the response to an TCAS RA is completed and the assigned ATC clearance or instruction has been resumed
After an ATC clearance or instruction contradictory to the TCAS RA is received, the flight crew shall follow the RA and inform ATC directly
- Pilot : CLEAR OF CONFLICT, RETURNING TO …. ( Assigned clearance) - (Controller : ROGER, or alternative instruction) - Pilot : CLEAR OF CONFLICT, (assigned clearance) RESUMED - (Controller : ROGER, or alternative instruction) - Pilot : UNABLE, TCAS RA - (Controller : ROGER)
TCAS “ RA “ compliance versus a/c performance restrictions When operating at airport outside the reference TCAS performance envelope (e.g. during take-off, climb, or in final landing configuration at airport with elevations above 5300 ft MSL, or temperature outside the range of ISA ± 28°C), precaution should be taken regarding RA compliance.
tia Y F 20 os or l C 19 fir op a -0 / y 206
−
Phraseology - Pilot : TCAS RA - (Controller : ROGER)
fid
en
At present, TCAS has limited capability to accept performance data from the aircraft on board systems. The TCAS “climb “and “increase climb” inhibits are determined based on assumptions regarding weight, altitude and temperature.
C
on
When operating outside these assumptions, the aircraft may not have the performance to execute a climb RA, even though TCAS does not consider the aircraft as climb inhibited. In this case, pilots should be aware that the RA will still be issued and that response should still be initiated. If the pilot is unable to attain 1500 fpm, he should establish a climb with the highest vertical speed practical under the given conditions. TCAS will continue to monitor the vertical separation that exists and will detect that the response is less than 1500 fpm. As a result of that situation TCAS has three options: 1. To leave the RA displayed for a longer period of time, to ensure that the desired separation is obtained. 2. To issue a reversal RA. 3. To issue an increase RA, that obviously cannot be followed. END OF 11.6
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
11. FLIGHT PROCEDURES 11.7 IN-FLIGHT RE-PLANNING
11.7
IN-FLIGHT RE-PLANNING In-flight re-planning or in-flight rerouting is a condition wherein a flight cannot follow the published flight plan due to: 1. 2. 3. 4. 5.
Technical problem that requires a diversion; ATC restriction regarding airway or flight level restriction en-route; Airport (destination, en-route alternate, destination alternate) restriction; Weather; and All other factor that makes the flight differ from the original flight plan.
In case of in-flight re-planning or in-flight rerouting is needed, PIC shall: 1. Coordination with Operation Company (OCC); 2. Calculate the trip fuel so it shall be sufficient to complete the flight; 3. Obtain the update the weather info; 4. Obtain Information for en-route alternate airport; and 5. Coordination with ATS.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 11.7
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
OM – A
11. FLIGHT PROCEDURES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
11.7 IN-FLIGHT RE-PLANNING
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
TABLE OF CONTENT 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 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.4.4.1
12.4.5 MIX FLIGHT RULE IFR AND VFR ............................................................... 41 12.4.6 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) .......................... 43 12.5
ALTIMETER SETTING PROCEDURES .................................................................... 1
en
12.5.1 DEFINITIONS ................................................................................................ 1 ETOPS ...................................................................................................................... 1
on
12.6
fid
12.5.2 TYPE OF ALTIMETER SETTINGS ................................................................ 1
C
12.6.1 GENERAL ………………………………………………………………………..... 1 12.6.2 APPROVED AIRCRAFT TYPE(S) FOR ETOPS FLIGHT .............................. 4 12.6.3 ETOPS AREA OF OPERATIONS .................................................................. 4 12.6.4 DIVERSION ................................................................................................... 5 12.6.5 ETOPS ALTERNATE AAIRPORT .................................................................. 7 12.6.6 ETOPS ALTERNATE MINIMUM .................................................................... 8 12.6.7 MINIMUM EQUIPMENT LIST (MEL).............................................................. 9 12.6.8 COMPUTERIZED FLIGHT PLAN .................................................................. 9 12.6.9 COMMUNICATION ........................................................................................ 9
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
12.1 GENERAL 12.1
GENERAL This chapter describes all navigation equipment and procedures related to flight operation conducted by Garuda Indonesia.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 12.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
12.2 AIRCRAFT INSTRUMENT, EQUIPMENTS AND/OR AVIONICS 12.2
AIRCRAFT INSTRUMENTS, EQUIPMENTS AND/OR AVIONICS All Aircrafts shall be equipped with: a) Instrumentation and/or avionics, readily visible to the intended pilot flight crewmember, necessary to conduct operations and meet applicable flight parameters, maneuvers and limitations; b) Equipment necessary to satisfy applicable operational communication requirements, including emergency communication; c) Avionics, equipment and/or components necessary to satisfy applicable navigation requirements, provide necessary redundancy and, as applicable, authorized by the State for use in RNP, MNPS and/or RVSM operations; d) Avionics, instrumentation and/or radio equipment necessary to satisfy applicable approach and landing requirements; e) Other components and/or equipment necessary to conduct operations under applicable flight conditions, including instrument meteorological conditions.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 12.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.2 AIRCRAFT INSTRUMENT, EQUIPMENTS AND/OR AVIONICS
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.3 NAVIGATION EQUIPMENT 12.3
NAVIGATION EQUIPMENT A. TCAS II All Garuda Indonesia’s aircrafts shall be equipped with serviceable TCAS II that meet authority requirements. B. Transponder Mode C All Garuda Indonesia’s aircraft shall be equipped with serviceable pressure altitude reporting transponder (mode C) C. Airborne Weather Radar Each Garuda Indonesia’s aircraft shall be equipped with serviceable airborne weather radar systems which meet authority requirements when operating in areas where thunderstorms or potentially hazardous weather conditions regarded as detectable with airborne weather radar, may exist along the route either at night or under Instrument Meteorological Conditions.
tia Y F 20 os or l C 19 fir op a -0 / y 206
D. Terrain Awareness and Warning System (TAWS) All Garuda Indonesia’s aircrafts in operation shall be equipped with a serviceable forward looking Terrain Awareness and Warning System (TAWS), normally known as Enhanced Ground Proximity Warning System (EGPWS), a GPWS that has a forward looking terrain avoidance function.
C
on
fid
en
E. Wind shear Warning System All Garuda Indonesia’s aircrafts shall be equipped with an approved airborne wind shear warning and flight guidance system, an approved airborne detection and avoidance system. Also should be equipped with a forward looking winds hear warning system, and flight crewmember shall be knowledgeable of the wind shear and the operation of such system. F. DFDR (Digital Flight Data Recorder)
All Garuda Indonesia’s aircraft in operation shall be equipped with a DFDR, which meet Authority requirement, that: 1) 2) 3) 4) 5) 6)
does not utilize photographic film or engraving metal foil; is capable of recording, as a minimum, the last 25 hours of aircraft operation; records time, altitude, airspeed, normal acceleration and heading; is of a type that is in accordance with requirements of the Authority; Is not of the analog type utilizing frequency modulation (FM) does not utilize magnetic tape
G. CVR (Cockpit Voice Recorder) All Garuda Indonesia’s aircraft in operation shall be equipped with a CVR that records the aural environment on the flight deck during flight and is capable of retaining recorded information either: 1) for the last 30 minutes of its operation, as a minimum, or 2) for a period of time in excess of 30 minutes in accordance with the requirements of the Authority. Does not utilize magnetic tape and wire CVR. Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.3 NAVIGATION EQUIPMENT H. EQUIPMENT REQUIRED FOR PBN OPERATIONS See related FCOM for each type. I.
Electronic Navigation Data Electronic Navigation Data that Garuda Indonesia use shall have processes, approved or accepted by DGCA, if required, which ensure electronic navigation data products acquired from suppliers, prior to being used as a means for navigation in operations: 1) Are assed for a level of data integrity commensurate with the intended application; 2) Are compatible with the intended function of equipment in which it is installed; 3) Are distributed in a manner to allow insertion of current and unaltered electronic navigation data into all aircraft that require it.
END OF 12.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
J. GPS (Global Positioning System) All Garuda Indonesia’s aircraft must be fitted with GPS as a secondary navigation aid except those aircraft already fitted with INS, ONS, IRS or FMS.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 12.4
NAVIGATIONAL PROCEDURES
12.4.1 GENERAL The navigational procedures mainly depend on ATC requirements and the availability of ground based radio aids. Consequently the OM-C is the main source for detailed instructions on this subject. These instructions may also contain rules concerning the airborne navigation equipment, which are based on the following considerations. 12.4.2 LONG RANGE NAVIGATIONAL AIDS (USE OF LONG-RANGE NAVIGATION EQUIPMENT) A. PURPOSE Presents operational practices and procedures for the use of “electronic long-range navigation equipment” in oceanic or remote land areas. B. DEFINITIONS For this purpose, the following definitions apply:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
1) Gateway A specific navigation fix where a flight transitions from short range (airways) navigation to long range (oceanic) navigation or vice versa. Such fixes ordinarily are airways navigation facilities (VOR, NDB, etc.) located at or near oceanic airspace entry/exit points. 2) Long range navigation Flight operation outside (beyond) the published service range of short range (airways) navigation facilities (i.e. VOR, VOR/DME, NDB). 3) Dead Reckoning (DR) A method of directing an aircraft and estimating its position by the application of time, direction and speed data to a previously determined position. 4) Cross Check This is a term of methods used to carefully monitor and verify navigation information so as to ensure compliance with a currently effective Air Traffic Control (ATC) clearance. The keystone of successful navigation is effective cross checking procedures. In order to minimize the exposure to human error, each manual insertion of input data into the navigation system should be carried out in its entirety by one crewmember and then recalled and verified by another. Cross checking procedures should include: a) Verification that all data inserted into the system is correct; b) Verification that the systems are operating properly; c) Confirmation that system controls and switches are properly configured to provide the desired information; and d) Frequent confirmation of navigation performance to ensure that the ATC assigned track is maintained and that the information presented by the systems remains reasonable. 5) Waypoint A geographic point specified for navigation, flight planning or air traffic control purposes. For automated navigation system (i.e. INS, IRS, FMC/IRS, Omega), a waypoint is usually inserted as latitude and longitude coordinates. For semiautomated navigation systems (i.e. Doppler), a waypoint is usually inserted as Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES a bearing and distance from previous position. Note: All Omega stations have been completely shut-down by the end of 1997. So, Omega navigation system is no longer in use within Garuda’s fleet. C. GENERAL NAVIGATION PRACTICES AND PROCEDURES. Experience indicates that the increased accuracy and reliability of modern automatic navigation systems can induce a degree of complacency in the operator which may result in the failure to routinely cross check system performance. Under these circumstances, human errors may remain undetected for excessive periods. Although navigation errors are infrequent occurrences, human errors have accounted for a majority of the errors attributed to aircraft equipped with automated systems.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Most inadvertent navigation errors have occurred when the equipment was functioning normally. The operating procedures prescribed were either inadequate or were not followed. A common error associated with automated system is incorrect programming of the oceanic waypoint latitudes by multiples of one degree (60 nautical miles (nm)). In an organized track system, this can result in the flight maintaining a wrong track with high precision and thereby constituting a serious threat to other aircraft properly occupying that track and flight level.
en
Vigilance and diligence in properly applying established procedures are essential ingredients of safe oceanic navigation.
C
on
fid
Although operational procedures (checklist) may differ slightly between specific navigation systems, many good practices and procedures are basic to all automated and semi-automated systems. These basic practices and procedures are presented in this paragraph: 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. a) The Navigation flight plan Since Garuda uses a computerized flight plan, this planning task has been greatly simplified. However, care should be taken to verify that all en route waypoints are correctly and legibly shown on the flight plan. Also, it is desirable to select a waypoint loading sequence and number each waypoint accordingly. If more than one copy of the flight plan is used by various crew member, designate one of the official copy to eliminate possible confusion, ensure that all necessary information (i.e. routing changes, estimated times of arrival, waypoint loading sequence) is recorded on this flight plan and this copy is used for all reports to ATC. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is desirable to plot the route of flight on the chart to increase its usefulness. Also, as the flight progresses, consideration should be given to plotting actual wind information on the chart as a means of evaluating the accuracy of the forecast.
C
on
fid
en
c) NOTAM Besides checking notices to airmen (NOTAM) for facilities at departure, destination and alternate airports, NOTAM concerning navigation aids or special airspace restrictions along the planned route of flight should be checked. 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 crosschecked. 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 Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES flight planning errors. This serve as a double check on waypoint verification and will also reveal an error in the flight plan should one exist. A difference in distance of more than 2 nm may indicate a programming or flight plan error. It is advisable not to transcribe waypoints coordinates from source documents (track messages, en-route charts, etc.) onto the flight plan for insertion into the navigation computers. In order to avoid errors in transcription, waypoint coordinates should be inserted in to the computers directly from the source documents.
Since the initial stages of the flight can be very busy, consideration should be given to ensuring the navigation system waypoint transfer switches are placed in auto to facilitate outbound tracking and waypoint change over during this period.
With systems such as INS/IRS, which navigate during ground operation. It is advisable to cross check present position, tax distance or ground speed as appropriate, prior to takeoff to confirm proper system operation and to ensure that the present position remains reasonable. While with FMS equipped, position is automatically updated during takeoff.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
2) En-route-within range of outbound gateway Flights should not continue beyond the outbound gateway unless the required long range navigation equipment is functioning properly. To confirm proper operation, certain cross-checks should be performed while within range of the gateway navigation aid. Since this may be the last positive position cross-check until the inbound gateway, the following practices may also provide valuable information for resolving any later navigation difficulties: 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. b) Gross error check A gross error check is a position accuracy cross-check, using normal airway facilities such as VOR, VOR-DME or NDB. The gross error check is usually accomplished by flying directly over the gateway (if possible) and subsequently establishing the aircraft on the outbound course using the gateway navigation aid. This check serves the following purposes:
Detects errors which may have occurred in position information since takeoff. Operation Manual Part A – 1st Edition
02 May 2018
▲
Page 4
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
Provides information which can be used to determine which system is most accurate for use as a steering reference. Provides an opportunity to correct position information, if necessary. Can be used to confirm that the aircraft is established on the outbound course and is tracking toward the next waypoint. Can be used to confirm that the aircraft is proceeding via the currently effective ATC clearance. Radio/nav switches. In case where flight instruments are used for the display of either airways (VOR) information or information from the long range navigation system, the radio/nav switches should be left in the RADIO position after passing the gateway navigation aid until the radio information begins to become degraded. Then switches should be placed in the NAV position. Most FMC/IRS systems does this automatically.
c) Compass deviation check Consideration should be given to performing a compass deviation check on systems, such as INS/IRS, which use true heading information from sources independent of the aircraft compass system.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The compass deviation can be determined by comparing the INS/IRS derived magnetic headings to each compass heading. This information may be used later in the flight to determine the most accurate system should a divergence between system occurs.
fid
en
The compass deviations can be applied to the respective compasses to determine the actual magnetic heading. Local variation can be applied to the true heading on each INS/IRS to obtain the derived magnetic headings.
C
on
The most accurate INS/IRS should be the one with a magnetic heading which compares favorably with the actual magnetic heading. 3) En-route : after passing the gateway The following practices should be used to monitor flight progress and confirm that the assigned route of flight is maintained: a) The system determined to be the most accurate during the gross error check, should usually be selected as the autopilot steering reference. b) Whenever possible, the system designated as a steering reference should routinely display present position information. c) Another system should be selected to routinely indicate cross-track information. d) Cross-track, distance to go, and track angle error, if available should be periodically cross checked to confirm that the track centerline is maintained. 4) En-route : approaching each waypoint When within approximately two minutes of each waypoint. The following practices should be used: a) Both pilots should verify that the subsequent waypoint in the navigation displays agrees with the currently effective ATC clearance.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 5
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES b) Position information on the navigation displays should be recorded and compared with the currently effective ATC clearance in order to ensure that the aircraft is where it is supposed to be. 5) En-route : after passing each waypoint Within several minutes after passing each Waypoint, the following practices should be used: a) Confirm that the navigation systems have switched to the next flight segment. b) Confirm that the aircraft is tracking along the next flight segment. c) Approximately 10 minutes after passing each waypoint, the present position information on the navigation displays should be plotted on a navigation chart or recorded on the flight plan to confirm that the ATC clearance is satisfied (not applicable to most Doppler systems). 6) En-route : approaching the inbound gateway Certain preparations should be made for the transition from long range navigation to airways navigation. The following practices are recommended:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
a) As soon as feasible, set up the navigation radios to receive the inbound gateway navigational aids. b) When the gateway navigation aids is providing reliable information, place the radio/nav switch in the radio position and steer the aircraft so as to acquire and maintain the proper inbound radial. c) Unless directed otherwise by ATC, the aircraft should be flown directly overhead the gateway. d) When overhead the gateway, record the position information from the navigation displays. This information can be used to confirm system accuracy. It is recommended that system accuracy computation be made after arrival to avoid conflicts with other cockpit duties during the critical periods of descend, approach and landing. 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. D. SPECIAL PRACTICE AND PROCEDURES – INS, IRS, FMC/IRS In addition to the general practices and procedures in paragraph 6, the following recommendation apply specifically to INS, IRS, FMC/IRS: 1) PRE FLIGHT a) Since INS, IRS, FMC/IRS are a dead reckoning device and not a position fixing device, any error induced during alignment will be retained and
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 6
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES possibly incremented throughout the flight unless removed through updating procedures. Therefore, during preflight, care should be exercised to ensure that accurate present position information is inserted into the INS, IRS, FMC/IRS. Although most INS, IRS, FMC/IRS will automatically detect large errors in present position, longitude errors may exist without activating a warning indication. Therefore when cross checking present position coordinates, be alert for the correct hemispheric indicator, as well as the correct numerical values. Since most INS, IRS, FMC/IRS cannot be realigned inflight, special procedures, such as ground alignment, may be required to correct a significant error in present position. If the INS, IRS, FMC/IRS in use have the capability of simultaneous loading by use of a remote feature (e.g. FMC’s CDU), care should be taken so that any data entered by this method is cross checked separately on each individual INS, IRS, FMC/IRS to detect data insertion errors.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
b) The INS, IRS, FMC/IRS software identification and modification status codes should be verified to ensure that the proper equipment is installed and the appropriate operating checklist is used. c) The operating checklist should include a means of ensuring that the INS, IRS are ready to navigate and that the navigation mode is activated prior to moving the aircraft. Most FMC/IRS’s do this activation automatically. Any movement of the aircraft prior to activating the navigation mode may induce very large errors which can only be corrected by ground alignment. d) After the INS, IRS is placed in the navigation mode or the FMC/IRS alignment is ready in navigation mode, ground speed (or tax speed) should be checked when the aircraft is stationery. An erroneous reading of more than a few knots may indicate a faulty or less reliable unit. If this occurs, a check should be made on the malfunction codes. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 7
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 12.4.3 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) Aircraft authorized for operations in RVSM airspace shall provide the following functions when operating in defined RVSM airspace (VSM of 300 meters (1,000 FEET) applied above FL290): a) Indicates to the flight crewmember the flight level being flown; b) Automatically maintains a selected flight level; c) Provides an alert to the flight crewmember when a deviation occurs from the selected flight level. The threshold for the alert shall not exceed 90 m (300 FEET); d) Automatically reports pressure altitude. A. GENERAL OPERATING POLICY AND PROCEDURES Generally, flight crewmember operating procedures in RVSM airspace are no different than those in any other airspace; however, the implementation of RVSM necessitates some development and/or changes in procedures. Given the safety requirements and the effect large height deviations could have on the risk levels, crews should exercise increased vigilance to minimize the occurrence of deviations from the assigned flight level.
en
fid
C
That the aircraft is approved for RVSM operations. Letter “W” should be annotated in block 10 of the ICAO Flight Plan, or 2 nd line on the Garuda CFP. Reported and forecast weather conditions on the route of flight. Accounting for any aircraft operating restrictions related to RVSM airworthiness approval.
on
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight Planning Phase During flight planning, the flight crewmember and dispatchers (FOO) shall pay particular attention to conditions, which may affect operation in RVSM airspace. These include, but may not be limited to:
Pre-flight check / Before Takeoff Review aircraft maintenance log to ensure that maintenance action has been taken to correct defects to required equipment (also refer to MEL when necessary) and to ascertain the condition of equipment required for flight in the RVSM airspace are operational (unless restricted by other operations criteria), such as:
Primary altimeters (Captain’s and F/O’s) and/or ADC/static system, depending on the aircraft type
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
During external inspection of aircraft (may be accomplished by or maintenance personnel), ensure in good condition:
the static sources, the fuselage skin in the vicinity of each static source, and other component that may affect altimetry system.
Check (with current altimeter setting being set):
Autopilot (at least one in altitude keeping capability) Altitude alerting system (at least one)
Actual field elevation against displayed elevation on altimeter indicator, maximum 75 feet. The difference between the Captain’s altimeter and F/O’s altimeter within the aircraft limitations (FCOM).
Before takeoff, equipment required for flight in RVSM airspace should be operational, and indications of malfunction should be resolved.
Captain’s and FO’s altimeters, At least one automatic pilot (with altitude keeping capability: VNAV; or ALT HOLD; or V/S with 000 V/S selected), At least one altitude alerting system.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Inflight Procedures (refer to respective FCOM on RVSM Limitations) Before entering RVSM airspace, check the following equipment to be operating normally:
fid
Note:
C
on
In the event that any of the required equipment fails prior to the aircraft entering RVSM airspace, request a new clearance so as to avoid flight in this airspace. Within RVSM airspace:
During cleared transition between levels, the aircraft should not overshoot or undershoot the old or the new flight level by more than 150 feet. Unless required by circumstances (for example: turbulence; the need to retrim the aircraft; etc.), the autopilot should be operative and engaged during level cruise. Altitude alerting system should be operative and engaged (as applicable per aircraft type). At intervals of approximately one hour: Cross check Captain’s altimeter and F/O’s altimeter agree within 200 feet or aircraft limitation (as per aircraft type), whichever is lower. If not, considered defective and notify ATC. Use transponder (altitude reporting) according to the altimetry system being used to control the aircraft (operating autopilot).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Post Flight Make AML entries against malfunctions. In making aircraft maintenance log book entries against malfunctions in heightkeeping 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Inflight Contingencies Should the problem arise inflight that will affect the aircraft capability to maintain Cleared Flight Level (CFL), such as:
en
fid
on
failure of all automatic Altitude Keeping Devices aboard the aircraft; loss of redundancy of altimetry systems, or any part of these, aboard the aircraft; loss of thrust on an engine necessitating descent; any other equipment failure affecting the ability to maintain Cleared Flight Level (CFL); and greater than moderate turbulence
C
the basic concept of inflight contingency is as follows:
Notify ATC and coordinate a plan of action, if possible request an ATC clearance before deviating from assigned route or flight level. Follow established contingency procedures to leave the assigned route or track for that specific area (refer to OM-A Chapter 12.4.3-03 for Pacific area), and obtain ATC clearance. If unable to obtained revised ATC clearance in a timely manner and action is required to avoid potential conflict with other aircraft, then the aircraft should be flown at an altitude and/or on a track where other aircraft are least likely to be encountered. This can be accomplished by offsetting from routes or altitudes normally flown in the airspace. The Doc 7030 paragraphs entitled “Special Procedures for Inflight Contingencies” provide recommendations on the order of preference for the following pilot actions: The pilot may offset half the lateral distance between routes or tracks. The pilot may offset half the vertical distance between altitudes normally flown.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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.
Scenario 1:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Guidance for pilots in the event of equipment failures or encounters with turbulence in RVSM air space:
en
1) The pilot is unsure of the vertical position of the aircraft due to the loss or degradation of all primary altimetry systems, or 2) The pilot is unsure of the capability to maintain cleared flight level (CFL) due to turbulence or loss of all automatic altitude control systems.
fid
The Pilot should:
ATC can be expected to:
on
Maintain CFL while evaluating the situation;
C
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 interpilot 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:
Obtain the pilot’s intentions and pass essential traffic information.
(a) maintaining the CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.
(a) If the pilot intends to continue in RVSM airspace, access traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 11
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The Pilot should:
ATC can be expected to:
(b) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish adequate separation from other aircraft.
(b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible. (c) If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
Scenario 2:
The Pilot should
tia Y F 20 os or l C 19 fir op a -0 / y 206
There is a failure or loss of accuracy of one primary altimetry system (e.g., greater than 200 feet difference between primary altimeters)
on
fid
en
Cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify ATC of the loss of redundancy. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the preceding scenario.
C
Expanded Guidance In The Event Of Equipment Failure and Turbulence Encounter Scenarios: 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 12
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The Pilot should:
ATC can be expected to:
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 interpilot air-to-air frequency may be used.) Notify ATC of the situation and intended course of action. Possible courses of action include: (a) If the pilot intends to continue in RVSM airspace, access traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
(b) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish lateral, longitudinal or conventional vertical separation.
(b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible. (c) If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
Scenario 2:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) maintaining the CFL and route provided that the aircraft can maintain level.
Loss of redundancy in primary altimetry systems The Pilot should:
ATC can be expected to:
If the remaining altimetry system is functioning normally, couple that system to the automatic altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude keeping.
Acknowledge the situation and continue to monitor progress.
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;
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 13
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The Pilot should:
ATC can be expected to:
(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). Consider declaring an emergency. Notify ATC of the failure and intended course of action. Possible courses of action include:
Obtain pilot's intentions, essential traffic information.
(a) maintaining CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.
(a) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
(b) requesting ATC clearance to climb above or descend below RVSM airspace if ATC cannot establish adequate separation from other aircraft.
(b) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
pass
tia Y F 20 os or l C 19 fir op a -0 / y 206
(c) If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
en fid on C
Scenario 4:
and
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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 interpilot 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
(a) maintaining CFL and route ATC can (a) Assess traffic situation to determine if provide lateral, longitudinal or conventional the aircraft can be accommodated vertical separation. through the provision of lateral, longitudinal, or conventional vertical separation; and, if so, apply the appropriate minimum.
C
on
fid
en
(b) requesting flight level change, if necessary. (b) If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot’s intentions. (c) Notify other aircraft in the vicinity and monitor the situation. Notify adjoining ATC facilities/sectors of the situation.
Wake Turbulence Procedures The ATS authorities developed pilot and ATC procedures for aircraft experiencing wake turbulence. These procedures provide for the contingency use of a 2 NM lateral offset to avoid exposure to wake turbulence. The procedures have been published in State NOTAMS and AIPs and are planned for publication in Regional Supplementary Procedures. Transponder Failure in RVSM Transition Areas The specific actions that ATC will take in the event of transponder failure in RVSM transition areas will be determined by the provider States. (Transition areas are planned to be established between airspace where different vertical separation standards are applied).
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 15
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Special Emphasized Items The following items should also be reviewed:
Knowledge and understanding of standard ATC phraseology used in each area of operations; Importance of crew members cross checking each other to ensure that ATC clearances are promptly and correctly complied with; Use and limitations in terms of accuracy of standby altimeters in contingencies. Problems of visual perception of other aircraft at 1,000 ft (300 m) planned separation during night conditions, when encountering opposite and same direction traffic, and during turns; Characteristics of aircraft altitude capture systems which may lead to the occurrence of overshoots; Operational procedures and operating characteristics related to TCAS (ACAS) operation in an RVSM operation; Relationship between the altimetry, automatic altitude control, and transponder systems in normal and abnormal situations; Aircraft operating restrictions (if required for the specific aircraft group) related to RVSM airworthiness approval. (See limitations on appropriate FCOM). Use of track offset procedures to mitigate the effect of wake turbulence
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
B. PACIFIC RVSM The diagram on the right shows the cruising levels to be applied in RVSM designated airspace.
C
on
The levels that relate to the airspace in which RVSM separation will be applied are shown in bold text.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 16
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES The picture below illustrates the RVSM areas in the Pacific Ocean.
Anchorage Arctic Anchorage Continental Anchorage Oceanic Tokyo Oceanic Naha Oceanic Oakland Oceanic Honolulu Center Moresby Center Brisbane Oceanic Nadi Area Control Center K Tahiti Control L Auckland Oceanic M Christchurch Center
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
A B C D E F G H I J
Note Anchorage Oceanic, Tokyo Oceanic, Oakland Oceanic, Honolulu Center, Moresby Center, Brisbane Oceanic, Nadi Area Control Center, Tahiti Control, and Auckland Oceanic are RVSM designated airspace.
Operating Procedures in Pacific Oceanic The operating procedures applied in the Pacific Oceanic RVSM are basically to follow the “General Operating Policy and Procedures” in paragraph 3 (OM-A Chapter 12.4.3-02). Weather Deviation Procedures The following procedures are intended to provide guidance. All possible circumstances cannot be covered. The pilot’s judgement shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance. If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft shall broadcast its position (including the ATS route designator or the track code, as appropriate) and intentions, on the frequency in use, as well as on frequency 121.5 MHz, at suitable intervals until ATC clearance is received. The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the centreline of its cleared route. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 17
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Obtaining ATC priority: When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response. The pilot still retains the option of initiating the communications using the urgency call "PAN PAN PAN" to alert all listening parties to a special handling condition which may receive ATC priority for issuance of a clearance or assistance. When controller-pilot communications are established, the pilot shall notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected. ATC will take one of the following actions:
if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or if there is conflicting traffic in the horizontal dimension, ATC will separate aircraft by establishing vertical separation or, if unable to establish vertical separation, ATC shall: advise the pilot that standard separation cannot be applied; provide essential traffic information for all affected aircraft; and if possible, suggest a course of action.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Communications not established or revised ATC clearance not available:
fid
if possible, deviate away from an organised track or route system; broadcast aircraft position and intentions on the frequency in use, as well as on frequency 121.5 MHz, at suitable intervals stating: flight identification (operator call sign), flight level, track code or ATS route designator, and extent of deviation expected (as a back-up, the VHF inter-pilot air-to-air frequency may be used); 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:
C
on
en
If contact cannot be established or revised air traffic control clearance or advisory is not available and deviation from track is required to avoid weather, the pilot shall take the following actions:
Route centerline track
Deviations> 10 NM
Level Change
EAST
LEFT
DESCEND 300 feet
000-179o magnetic
RIGHT
CLIMB 300 feet
WEST
LEFT
CLIMB 300 feet
RIGHT
DESCEND 300 feet
180-359o
magnetic
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 18
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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.
12.4.4 PERFORMANCE BASED NAVIGATION (PBN) Performance-based navigation is an area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace. Performance requirements are expressed in navigation specifications in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular airspace concept. Two fundamental aspects of any PBN operation are the requirements set out in the appropriate navigation specification and the navigation aid infrastructure (both groundand space-based) allowing the system to operate.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Navigation specification Set of aircraft and crewmember requirements needed to support performance-based navigation operations within a defined airspace. There are two kinds of navigation specification:
C
on
fid
en
1. RNAV specification. A navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1. 2. RNP specification. A navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH. Navigation aid (navaid) infrastructure Navaid infrastructure refers to space-based and or ground-based navigation aids available to meet the requirements in the navigation specification. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 19
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 components for the application of PBN:
fid
en
1) the navaid infrastructure; 2) the navigation specification; Applying the above components in the context of the airspace concept to ATS routes and instrument procedures results in a third component:
C
Airspace Concept
on
3) the navigation application.
Navigation PBN Concept
Com
ATS Sur
RNP spec. Include a req. for onboard Performance monitoring & Alerting
ATM
Navigation application
Nav Spec
Nav Infrastructur e
PBN Concept
Designation RNP X
Nav Spec
RNAV spec. Do not include a req. for On-board performance monitoring & Alerting
Designation RNAV X
Nav Spec. Designations Excluding Those used in Final App
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 20
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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 PRNAV/ 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/RNP5, RNP-10 operations are highlighted in bold. 01. PRE-FLIGHT PLANNING
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. Crew Qualification The flight crewmember must be trained, qualified and current for the intended route.
en
The flight crewmember must be qualified and current for P-RNAV/RNAV-1/ RNP-1, RNAV-2, RNP-2, RNP-4, B-RNAV/RNP-5, RNP-10 operations.
C
on
fid
B. Flight Planning For an aircraft with PBN approved, a “R” shall be inserted in the FPL Item 10. In addition: Item Number 18 18 18 18 18 18 18 18 18
Approval P-RNAV/RNAV-1 B-RNAV / RNAV-5 RNAV-2 RNP-2 RNP-4 RNAV-10 RNP-1 RNP-APCH RNP-APCH WITH BARO-VNAV
Code in Flight Plan “D1” “B1” “C1” “RNP2” “L1 “A1” “O1” “S1” “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,
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 21
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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. D. Minimum Equipment List (MEL) Any Navigation equipment unserviceability must be checked against MEL for effect on RNAV operations. Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. In certain areas, this may include the availability of an autopilot and/or a flight director to maintain track keeping accuracy. Where the responsible airspace authority has specified in the AIP that dual PRNAV systems are required for a specific Terminal Area P-RNAV procedure, the availability of dual P-RNAV systems must be confirmed.
en
E. Database
tia Y F 20 os or l C 19 fir op a -0 / y 206
This typically will apply where procedures are effective below the applicable minimum obstacle clearance altitude or where radar coverage is inadequate for the purposes of supporting P-RNAV. This will also take into account the particular hazards of a Terminal Area and the feasibility of contingency procedures following loss of P-RNAV capability.
C
on
fid
The onboard navigation database must be current and appropriate for the intended operation and include the relevant navigation aids, waypoints, and coded Terminal Area procedures for the departure, arrival and alternate airfields. The database must be provided by an approved supplier or be checked via an approved company procedure. 02. BEFORE START A. System Initialization At system initialization, the flight crewmember must confirm that the navigation database is current and verify that the aircraft position has been entered correctly. B. Check of the Active Flight Plan The active flight plan should be checked by comparing the charts, SID or other applicable documents, with the map display (if applicable) and the MCDU. This includes:
confirmation of the correct waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and correct identification, where possible, of waypoints as fly-by or flyover waypoints. Operation Manual Part A – 1st Edition
02 May 2018
▲
Page 22
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Pilots shall particularly focus on any segment of the P-RNAV/ RNAV-1/ RNP1, 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.
03. TAKEOFF
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 PRNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNAV-4, B-RNAV/ RNP-5 procedure.
C
on
fid
en
A. Prior to Takeoff Prior to commencing takeoff, the flight crewmember must verify that the RNAV system is available and operating correctly and, when available, the correct airport and runway data have been loaded. B. Line Up 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. Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 23
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES B. Track Keeping Monitoring When using autopilot and/or flight director, particular attention should be paid to the selected/armed mode as the resultant track keeping accuracy may vary. Track keeping monitoring of a P-RNAV procedure below MSA will also require particular attention in degraded conditions such as engine failure, as both the vertical and the lateral obstacle clearance are more critical. 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. 05. DESCENT AND ARRIVAL A. Check of the Active Flight Plan As for departure, prior to the arrival phase, the flight crewmember should verify that the correct terminal procedure has been loaded. The active flight plan should be checked by comparing the charts with the map display (if applicable) and the MCDU. This includes again: confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, Where possible, which waypoints are fly-by and which are fly-over
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
Some P-RNAV procedures called open procedures are terminated by means of a heading segment to assist sequencing and to prevent automatic turns onto final approach.
C
on
If required, a check will need to be made to confirm that updating will include or exclude a particular navigation aid as appropriate. 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. B. System Accuracy Check For RNAV systems without GNSS updating, a reasonableness check is required during the descent phase before reaching the Initial Approach Waypoint (IAWP). For example, where feasible, display bearing/range to a VOR/DME on the RNAV system and compare it to the actual RMI reading of that particular navaid.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 24
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES It should be noted that:
For some systems the accuracy may be derived from the navigation mode or accuracy mode. Where the MCDU is not capable of displaying accuracy in decimal units, then an approved alternative means of checking will have to be followed.
GNSS specific: for GNSS based systems, absence of a triggered alarm is considered sufficient If the check fails, a conventional procedure must then be flown. Where the contingency to revert to a conventional arrival procedure might be required, the flight crewmember must make the necessary preparation and briefing. 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Manual entry or modification by the flight crewmember of the loaded procedure, using temporary waypoints or fixes not provided in the database, is not permitted.
en
Any published altitude and speed constraints must be observed, unless otherwise instructed by ATC.
C
on
fid
D. Track Keeping Monitoring As for departure, when using autopilot and/or flight director, particular attention should be paid to the selected/armed mode as the response to the track keeping demand may vary.
12.4.4.2
RNP APCH / RNAV (GNSS)
01. INTRODUCTION The ICAO has asked States to implement the operations described in the PBN manual (Doc 9613). RNP APCH approach procedures, published under the name RNAV(GNSS), will therefore become more generally adopted. Terminology used:
ABAS: Aircraft Based Augmentation Systems APV: Approach Procedure with Vertical Guidance FPA: Flight path Angle. LPV: Localizer Performance with Vertical Guidance PBN: Performance Based Navigation, Doc 9613 ICAO manual defining the RNAV and RNP navigation specifications. RNP(APCH) / RNAV(GNSS): The ICAO terminology (PBN Manual) which designates the RNAV(GNSS) approaches is RNP APCH. RNAV/GNSS system: terminology used in the guide to designate the Operation Manual Part A – 1st Edition
16 May 2017
▲
Page 25
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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. 02. OPERATIONAL CRITERIA An RNP APCH/ RNAV (GNSS) approach typically covers four possible types of approach procedure: approach Identified on the IAC by the minima line Identified on the IAC APV Baro VNAV approach by the minima line Non-precision approach LP Identified on the IAC (localizer performance) by the minima line Identified on the IAC APV SBAS approach by the minima line
chart chart chart
tia Y F 20 os or l C 19 fir op a -0 / y 206
Non-precision LNAV
chart
LNAV - MDA/MDH LNAV/VNAV - DA/DH LP – MDA/MDH LPV - DA/DH
en
When published on the same RNAV (GNSS) chart, these four final approaches have an initial and intermediate approach, as well as a common missed approach.
C
on
fid
A. Non-precision approach - RNAV(GNSS) LNAV or RNP APCH – LNAV RNAV (GNSS) LNAV approaches are not associated with a vertical track in space. Lateral guidance is by means of the RNAV/GNSS system and is based 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
B. APV BaroVNAV – RNAV(GNSS) LNAV/VNAV or RNP APCH LNAV/VNAV (localizer performance with Vertical guidance) Lateral guidance is by means of the RNAV/GNSS system and is based on GNSS positioning Vertical guidance uses the (baro) VNAV function Minima: DA/DH C. Non-precision Approach – RNAV (GNSS) LP or RNP APCH - LP (localizer performance) Lateral guidance equivalent to a localizer approach is provided by
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 26
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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.
D. APV SBAS – RNAV(GNSS) LPV or RNP APCH LPV Lateral and vertical guidance use the RNAV/GNSS system and are based on GNSS positioning using the GPS signal and the SBAS. This is for example the WAAS in the United States and EGNOS in Europe. Initial and intermediate approach An RNAV(GNSS) final approach procedure leading to LNAV, LNAV/VNAV, LP or LPV minima, may be preceded by either an initial and intermediate RNAV1 approach (generally preceded by an RNAV1 STAR), or by radar guidance as is the case on most of the large airport platforms.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Approach Minima For approach using an MDA(H), a missed approach must be initiated approximately 50 feet above the MDA(H) as it may be necessary to avoid descending below the MDA(H) during missed approach.
on
For approach using DA(H), the additional 50 feet above DA(H) is not required.
C
fid
en
The additional of 50 feet above the MDA(H) for Non Precision Approach for anticipating go around does not require additional prescribed minimum visibility.
03. PREFLIGHT PLANNING The availability of a GNSS service (constellation) sufficient to support the intended use of an RNP APCH procedure is to be determined prior to commencement of the procedure and crews must: Verify that the aircraft and operating crew are approved for the type of RNP APCH being planned; Confirm that the destination and alternate aerodrome requirements for the type of RNP APCH being planned are met; Confirm that the navigational database is current and appropriate for the region of intended operation and includes the navigation aids and waypoints required for the operation; Insert the appropriate identifier in the flight plan to indicate the RNP type (RNP APCH) as set out in the content of Fields 10 and 18 of in ICAO ATC Flight Plan (“R” and “S1S2”) Pilots must also verify that the aircraft position is correct. Pilots must verify proper entry of their ATC assigned route upon initial clearance and any subsequent change of route. Pilots must ensure the waypoints sequence depicted by their navigation system matches their
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 27
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
assigned route and the route depicted on the appropriate chart The aircraft RNP capability is dependent on operational aircraft equipment. The flight crewmember must be able to assess the impact of equipment failure on the anticipated RNP operation and take appropriate action. When the dispatch of a flight is predicated on flying a RNP approach requiring the use of the autopilot or flight director at the destination and/or alternate, shall determine that the autopilot and/or flight director is installed and operational. The availability of the navigation infrastructure, required for the intended routes, procedure, or instrument approaches (including any non-RNP contingencies) must be confirmed for the period of intended operations
tia Y F 20 os or l C 19 fir op a -0 / y 206
Selection of Alternate Aerodromes During Pre-Flight Concerning the alternate aerodrome: 1. When application of the operational regulations requires no alternate destination aerodrome: the destination aerodrome must be accessible by means of a conventional approach (non RNAV(GNSS)); 2. When application of the operational regulations requires at least one alternate aerodrome: The alternate aerodromes must be accessible by means of a conventional approach (non RNAV(GNSS)); 3. An RNAV(GNSS) approach cannot be used to select an alternate aerodrome at takeoff;
MDH/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; 300 feet.
C
on
fid
en
04. DETERMINATION OF OPERATIONAL MINIMA A. LNAV or LP minima The MDH/A selected must not be less than the greater of the following values:
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:
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 28
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
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
05. GNSS COVERAGE AND AVAILABILITY OF THE RAIM FUNCTION It can use GNSS NOTAMs: Three types of NOTAM are to be considered:
GPS NOTAMs: concerning the operating status of the GPS constellation. RAIM NOTAMs: concerning the unavailability of the RAIM autonomous integrity monitoring function. These NOTAMs are supplied for each aerodrome for which an RNAV (GNSS) approach is published, leading to LNAV or LN AV/VNAV minima. EGNOS NOTAMs: concerning the unavailability of the LPV procedure with regard to the performance of the EGNOS system. These NOTAMs are supplied for each aerodrome for which an RNAV (GNSS) approach leading to LPV minima is published.
During pre-flight planning:
tia Y F 20 os or l C 19 fir op a -0 / y 206
For some avionics architectures, RAIM prediction may only be required in certain cases (depending on the availability of the constellation) and must be detailed in the appropriate sections of the supplement to the flight manual (AFM). In the case of GNSS systems comprising a RAIM function using barometric altitude data, and when this altitude data is not automatically transmitted to the GNSS system, the pilot must enter the appropriate altitude settings by hand (generally at the IAF or 30 NM from the destination aerodrome). If a RAIM prediction is required, a further AIM check can be made by the crew before starting the approach, if the estimated time of arrival (ETA) differs from that estimated during the pre-flight planning by more than 15 minutes.
C
on
fid
en
1. For an LNAV or LNAV/VNAV approach The operator must ensure the availability of the RAIM function (or any equivalent function) at the estimated time of arrival (ETA) +/-15 minutes, using either the RAIM prediction NOTAMs or the on-board equipment prediction tool (or software performing the same function as that of the onboard equipment). In this latter case, information about any possible satellite unavailability must be input into the predictive program.
2. For an LP or LPV approach The operator must ensure the availability of the procedure by using the SBAS NOTAMs (e.g. in Europe EGNOS NOTAMs). To make an APV SBAS (LPV) approach, no RAIM prediction is required, because integrity is managed directly by the SBAS geostationary satellites.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 29
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 06. OPERATIONAL PROCEDURES A. Prior to commencing the approach procedure In addition to the usual final approach procedures, and before commencing the approach (before the IAF), the pilot shall check that the correct procedure, including missed approach, has been loaded, by comparison with the approach charts. This check shall concern the following points:
RNP 0.3 is displayed in the FMS. The sequence of the various waypoints: the procedure contains all the waypoints indicated in the approach to be carried out and these waypoints are in the same order as on the published chart concerning the procedure. The reasonableness of the tracks and distances of the various approach segments and, for the final approach segment, its length and route.
Note: This at least involves checking the flight path displayed on the navigation screen (ND, MFD...) against the approach chart.
The final angle of descent in the case of APV Baro VNAV, LPV approaches, or if the (Baro) VNAV function is used. That the GNSS sensor is used for position computation; and If barometric aiding is used that the current airport barometric altimeter setting is entered.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Air Traffic Control (ATC) tactical interventions in the terminal area may include radar headings, or ‘direct to’ clearances which bypass the initial legs of an approach, intercept an initial or intermediate segment of an approach, or require insertion of waypoints loaded from the database. In accepting ATC instructions, the flight crewmember should be aware of the implications for the navigation system, which may include: Adequacy of turn guidance; Establishment on next segment prior to descent; and Where VNAV is used, flight planned limiting altitudes not observed. As a general rule ‘direct to’ tracking to the intermediate fix (IF) is acceptable provided groundspeed is limited and the track change at the IF does not exceed 45 degrees.
C
on
Note:
fid
en
Display selection: Approach procedure path is displayed; and Cross-track deviation monitoring is available.
07. PROCEDURES FOR USE OF THE (BARO) VNAV FUNCTION There are two possible situations for using the (Baro) VNAV function:
Either to manage the vertical plane of non-precision approaches (to help with CDFA) Or to carry out an APV (Baro) VNAV (required function)
Note: There are associated risks when using (Baro) VNAV function, therefore use extra precaution. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 30
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES In both cases, the pilots must take the usual precautions: 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 transition to
300ft 300ft
QNH correct (e.g. 1006 HPa)
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Display error of 10 HPa (e.g. 1016 HPa instead of 1006 HPa) glide slope offset 300 ft downwards risk of CFIT
C
on
fid
It is also important for the pilot to have recent altimeter setting information. The crew should thus request confirmation of the altimeter setting before passing the FAF. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 31
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES D. Case of temperatures below minimum temperatures published on the approach chart On the RNAV (GNSS) approach charts for which there is an APV (Baro) VNAV approach (presence of LNAV/VNAV minima), a minimum temperature use is published.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
As a general rule, pilots should not use the FMS (Baro) VNAV function when the temperature is below the temperature limit published on the approach chart.
C
The associated non-precision approach (LNAV) can be performed but management of the vertical plane should use another flight technique (vertical speed (V/S) or flight path angle (FPA). Pilots should then apply the cold temperature corrections necessary to comply with the different published minimum altitudes, i.e.:
The altitude heights for the final segment (FAF, SDF, altitude/distance table); The MDA/H; and The V/S and/or FPA values.
1. If temperature variations cannot be compensated for by avionics system, APV (Baro) VNAV approach is not allowed when temperature transmitted to the crew is lower than limit temperature published on the approach chart. 2. If temperature variations can be compensated for by avionics system, APV (Baro) VNAV approach is allowed but pilots must then apply cold temperature corrections required to comply with DA/DH.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 32
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES E. Case of radar guidance According to the information published in the AIP, for certain approaches, the air traffic controllers can provide radar guidance to the final approach segment prior to the FAF. In this case, the RNAV/GNSS system must be capable of indicating the horizontal deviation relative to the extended final approach segment, in order to facilitate interception of the extended final approach segment. Guidance leading to interception of the final axis less than 2NM before the FAF should not be accepted.
Manual input of the coordinates into the GNSS system by the pilot for use in the terminal area is not authorized. "Direct to" clearances to the IF can be accepted provided that the resulting track change does not exceed 45°, as the aircraft must not intercept the final segment less than 2NM from the FAF, in order to ensure stabilization of the final flight path. "Direct to" clearances to the FAF must not be accepted. "Direct to" clearances to a waypoint which does not belong to the procedure must not be accepted.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Final Approach: Aircraft is established on the final approach course no later than the final approach fix. Descent in the final segment is not commenced unless: The correct approach mode is enunciated; or RNP 0.3 is selected and available.
en
fid
08. Occasional operational procedures
C
on
Occasional procedures suited to the architecture of the navigation system, the failures and alarms linked to the RNAV/GNSS equipment and to the display system, must be developed by the operator on the basis of the information supplied by the aircraft manufacturer (AFM, FCOM, etc.). In the event of a redundant or complex installation (e.g. multi-sensor), partial or multiple failure situations must be envisaged and the associated procedures developed. A. Missed approach Go-around must take place in each of the following cases:
If the navigation system display is flagged invalid; In the case of loss of integrity alert; If the integrity alerting function is not available; or If Flight Technical Error (FTE) is excessive.
The standard for limitation of cross-track error/deviation (the difference between the computed path and the displayed aircraft position) is ½ the navigation accuracy for the segment, which is:
0.5 nm for the initial, intermediate segment and missed approach; and 0.15 nm for the final approach segment.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 33
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES LNAV, LNAV/VNAV and LPV approaches Loss of the function checking the position integrity or position error alarm (e.g.: GPS Primary loss, Unable RNP, RAIM loss/not available, RAIM position error/alert, etc.) Suspected database error. Loss of RNAV/GNSS guidance (case of architectures without lateral deviation indicator in the PFD). Discrepancy between the two RNAV/GNSS devices for an installation certified with two systems. Excessive technical error (excessive deviation noted on the lateral deviation indicator) LNAV/VNAV and LPV approaches In the event of loss of vertical guidance (even if lateral guidance is still displayed) Excessive flight technical error (excessive deviation8 observed on the vertical deviation indicator)
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Case of LPV to LNAV reversion For LPV approaches, some systems allow LPV to LNAV reversion if the vertical signal is lost or degraded. In this case, if LPV to LNAV reversion takes place before the FAF/FAP, the crew can envisage continuing with the approach to the LNAV minima. However, if reversion occurs after the FAF/FAP, go-around is required, unless the pilot has in sight the visual references required to continue the approach.
C
on
fid
Unless otherwise instructed by ATC, a missed approach must be performed according to the published procedure. The missed approach must thus be carried out in compliance with the following requirements: A-01
Missed approach protected by conventional navigation means If the missed approach flight path is based on conventional navigation means and the approach has to be aborted for a reason independent of the operation of the RNAV/GNSS system, the crew may continue to use the RNAV/GNSS system to follow the missed approach procedure, while monitoring its guidance with the required conventional means.
A-02
Missed approach protected by dead-reckoning navigation If the missed approach flight path is based on dead-reckoning navigation and if the approach has to be aborted for a reason independent of the operation of the RNAV/GNSS system, the crew may continue to use the information from the RNAV/GNSS system to follow the missed approach procedure
A-03 RNAV protected missed approach (not relying on conventional radio navigation means) If the missed approach flight path is an RNAV procedure and if the approach has to be aborted for a reason independent of the Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 34
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES operation of the RNAV/GNSS system, the crew must continue to use RNAV/GNSS system guidance to follow the missed approach procedure. 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
B. RNAV protected holding pattern Different RNAV (GNSS) holding patterns can be published:
Holding pattern for systems with the hold function capability Holding pattern for systems without the hold function capability
en
a) Systems with the hold function:
C
on
fid
All the holding patterns published may be performed using this function. They are coded and incorporated into the navigation systems databases. The length of the outbound leg is defined by distance information. b) Systems without the hold function:
Holding patterns can be performed manually, unless otherwise specifically mentioned (hold function required) on the approach chart. They will be performed using the basic functions of the RNAV/GNSS systems:
Suspension of sequence of Waypoints to be overflown Activation of the Waypoint acting as the basis for the holding pattern Selection of the radial showing the inbound leg (e.g. by means of the OBS, etc.) Compliance with the end of the outbound leg, which can be defined either by a time or by a distance from the active Waypoint (holding pattern reference).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 35
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
(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 seated at his duty station. Sample of the NAT/MNPS Airspace
C
on
fid
en
The vertical dimension of NAT/MNPS Airspace is between FL285 and FL420 (i.e. in terms of normally used cruising levels, from FL290 to FL410 inclusive). The lateral dimensions include the following Control Areas (CTAs): REYKJAVIK, SHANWICK, GANDER and SANTA MARIA OCEANIC plus the portion of NEW YORK OCEANIC which is North of 27°N but excluding the area which is west of 60°W & south of 38°30'N Pilots MUST NOT fly across the North Atlantic neither within MNPS Airspace, nor at flight levels 290 to 410 inclusive anywhere within the NAT Region, unless they are in possession of the appropriate Approval(s) issued by the State of Registry or the State of the Operator.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 36
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: European RNAV route normally identified by the route designator: UL, UM, UN, UP, UA, followed by a three digit number (e.g. UM782) Application of the separation minimum results in accommodation of more traffic close to optimum routes.
on
fid
en
To ensure compliance with MNPS/RNP the accuracy performance must be monitored. The monitoring activities include flight crewmember reports of excessive deviations from the assigned track (depending on the RNP requirements) and routine surveillance by ATC.
C
The implicit conditions of the concept of MNPS/RNP are that awareness of the accuracy requirements and the highest operating standards must be maintained. For operation in RNP airspace (Europe Basic RNAV/RNP-5; Tasman Sea/RNP-10; Central East Pacific/RNP-10), study: OM-C for relevant additional Route Information for those RNP airspaces (Europe Basic RNAV, Tasman Sea, Central East Pacific). OM-A Chapter 12.4.2 – The use of long range navigation equipment (INS, IRS/FMC). B. PLANNING THE MNPS/RNP AIRSPACE Ensure the aircraft is approved for RNP operation. Ensure the A/C’s navigation equipment’s are RNP capable. In case of system deficiency, consult relevant FCOM, MEL and/or Operating Limitations in RNP airspace. Include “R” in the field 10 of the ATC flight plan.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 37
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES C. OCEANIC CLEARANCE REQUEST Efficient traffic flow planning by ATS requires an early request for the oceanic clearance. Give an accurate OCA boundary estimate as planned longitudinal separation by ATC is based solely on this estimate. D. ACCURACY IN MNPS/RNP AIRSPACE Traffic separation requirements in RNP airspace necessitate high operating standards both for navigation and for ATS procedures. With the autopilot coupled to the navigation system, infringement of separation standards may originate from: navigation system performance navigation system handling (waypoint insertion errors, incorrect updating, “finger trouble”) ATS system loop errors Along track inaccuracies Equipment handling errors
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Equipment handling errors (of which half were waypoint insertion errors) ICAO reports, is the largest single cause of observed gross navigational errors in MNPS/RNP airspace. The risk of making such error can be reduced by cross checking of entries in navigational systems and subsequent monitoring of the system. (See OM-A Chapter 12.3.2 - The use of long range navigational equipment’s - INS, IRS/FMC)
on
ATS system loop errors
C
By definition an ATC system loop error is any error caused by a misunderstanding between the pilot and ATS regarding the assigned flight level, air speed or route to be followed (caused in dispatch, error in coordination between ATS units or pilots misinterpretation of clearances). Careful adherence to clearance read-back and position reporting procedures give ATS opportunities for an early detection of such errors. Along track inaccuracies Accurate along track navigation includes careful application of the Mach No. technique, accurate position reporting and the use of correct GMT in reporting these positions. For system performance monitoring and updating procedures refer to FCOM. E. CHANGE OF FLIGHT PLAN WHILE OVER THE OCEAN The oceanic clearance issued is a strategic clearance intended to provide a safe separation from oceanic entry to track termination fix. When the flight progresses, tactical changes to the flight plan may be requested; e.g. Mach, climb to a higher (opposite) flight level. The need to request such changes for the purpose of fuel conservation is fully understood Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 38
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES by ATC. However, message relay by communicators of GP stations and intracenter coordination by air traffic controllers cause a time lag. To minimize time lag effects, Ocean airspace planners recommend: Give advance notice to the step-climb request. The ideal lead-time of approximately 40 minutes is obtained if the step-climb is requested at the reporting point prior to the position at which the step- climb is desired; Unless ATC has already responded, repeat the request for the step-climb when reaching the position previously indicated for that purpose; Preferably request a change to the flight plan with a position report. If it is not done it is helpful to include a reference to the current flight level and route. In case a route change is requested, ensure that the revised ATC clearance includes the new routing from the exit oceanic airspace to the first landfall point or coastal fix. F. PRACTICES IN MNPS/RNP AIRSPACE-ROUTINE Navigation Obtain optimum accuracy performance Cross check system entries carefully. Monitor navigation performance closely for precise adherence to assigned track and Mach number. Refer to FCOM should a degradation of navigational performance occurs.
Oceanic Clearance Make sure there is no doubt on the full details of the oceanic clearance. Report position timely and in the correct format to foster detection of ATS system loop errors.
Flight Logging shall be performed by flight crewmember as follows Accurately perform standard flight logging (ETO, ATO, FL); In addition, all oceanic clearances and re-clearance shall be recorded on the flight plan. Complete the question ‘Did an excessive deviation more allowable requirements from the assigned track occur?’ Fill up the RNP-10/ RNP-5 (B-RNAV)/ RNP-1 (P-RNAV) questionnaire each first flight of the month.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
G. REDUCTION IN NAVIGATION CAPABILITY There are two navigational requirements for planning to fly through MNPS/RNP airspace (other than via specially designed routes). For any degradation of navigation equipment consult FCOM (minimum operating limitation in RNP airspace): By reference to the navigation performance to be achieved (INS-FMC/ IRS), or The need to carry stand by equipment with comparable performance characteristics.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 39
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES Dispatch with unserviceable inertial systems Two systems remain available: Normal tracks may be selected. A single system remains available: Dispatch could be considered along the special routes. Operation with unserviceable navigation system. Dual system operation. An accurate system should command navigation. In addition to FCOM directives a compass deviation check could be made. Compass check: In long range navigation environment a loss of triple inertial system operation also means, that the monitoring of navigation performance may be difficult. A compass check made prior to entering long range navigation environment can assist in discriminating an inaccurate or faulty inertial system in case system diverges. In case a further reduction in navigation capability occurs, MNPS/RNP capability could be lost.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Incapability to meet MNPS/RNP The MNPS requirements for A-330 and 737 are dual FMC/IRS.
fid
en
The consequences of degradation in navigation performance capability below the specified requirements depend on the position relative to MNPS/RNP airspace: Failure occurs before the MNPS boundary is reached. Failure occurs after the MNPS boundary is crossed.
on
a) Failure occurs before entering the MNPS/RNP airspace:
C
The following options are available: Obtain a (re)clearance below or above MNPS/RNP airspace Reroute around MNPS/RNP airspace Obtain a (re)clearance via one of the special routes. Land at a suitable aerodrome or return. Special Routes: Subject to special requirements, partial loss of MNPS/RNP capability may be compensated by navigation along special routes. The special routes established are company routes which may partially follow ATS designated routes. The special routes may be used in dispatch and for inflight rerouting. b) Failure occurs while in the MNPS/RNP airspace: The most suitable action asses the prevailing circumstances (e.g. performance of the remaining navigation system, remaining portion of MNPS/RNP airspace, etc.)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 40
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
Consider the preparation of a proposal to ATC with respect to the prevailing circumstances (e.g. re-clearance above or below MNPS/RNP airspace, turn back, re-clearance to the special routes, etc.). Notify ATC and consult with ATC.
Reduced navigation monitoring possibilities may partly be compensated by checking the navigation system against the compass system or visual sighting of other aircraft. Via ATS or directly on VHF, aircraft (preferably on the same track/level) may be called, obtaining from the drift, magnetic heading or wind details. If a fault system cannot be discriminated when indications diverge widely or when a remaining system fails, change in altitude should be considered: H. CONTINGENCIES IN MNPS/RNP AIRSPACE - TURN BACK, INABILITY TO MAINTAIN FLIGHT LEVEL, SEVERE WEATHER AVOIDANCE ETC The action advisories below provide guidance for action if continuation in accordance with the ATC clearance is not possible. This could occur in cases of inability to maintain the assigned FL due to weather, aircraft performance, pressurization failure, etc. The advisories are applicable primarily when rapid descend, turn back or both are required.
Action guidance
fid
on
Try to obtain a revised ATC clearance, use telephony distress or urgency signal as appropriate. If prior clearance cannot be obtained, broadcast on 121.50 and give : 1. Position ( including track code or route designator ) 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).
C
en
Initial action:
tia Y F 20 os or l C 19 fir op a -0 / y 206
As all emergency conditions cannot be covered, pilot’s judgment shall determine the sequence of action taken, having regard to the specific circumstances:
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). 12.4.5 MIX FLIGHT RULE IFR AND VFR When certain portions of a commercial flight are conducted under VFR (may be conducted by day VFR only), these procedures are as follows: 01. FLIGHT PLANNING PHASE During flight planning, the flight crewmembers and dispatchers (FOO) should pay attention to conditions, which affect operation in IFR and VFR airspace. These include, but may not be limited to: Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 41
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES
That the aircraft is approved for IFR and VFR operations. Ensure that ICAO Flight Plan Form Item 8 must be annotated with letter “Y” if the flight initially will be operated under the lFR, followed by one or more subsequent changes of flight rules; or “Z” if the flight initially will be operated under the VFR, followed by one or more subsequent changes of flight rules as appropriate. E.g.: FPL-GIA7113-ZS Specify in Item 15 ICAO Flight Plan point or points at which a change of Flight Rules is planned. The point at which the change of flight rules is planned, expressed as appropriate, as follows: VFR if from IFR to VFR, (e.g.: N0267F160 ....JILAT W12 BAC VFR DCT SBG....) IFR if from VFR to IFR, (e.g.: N0267F150 DCT BAC IFR W12 JILAT HILIS1C ....) Ensure Charts for IFR and VFR are on board and update. Weather: Reported, forecast or combination of weather conditions for IFR and the portion of VFR flight shall meet the IFR/VFR weather minimum (Departure, Enroute and Destination as applicable). See OM-A 9.5.1. NOTAM: Check airport facilities, navigation aids, communications at departure, destination and alternate airports are consistence with IFR and VFR requirements. Equipment Preflight: Ensure DDG/MEL concerning Navigation equipment for IFR and VFR is fulfilled.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. TAKEOFF (refer to respective FCOM and limitations)
en
From IFR to VFR
fid
IFR Takeoff Minima: see OM-A Chapter 9.5.1-06
C
on
Follow standard IFR Takeoff procedures. Before entering VFR position/way point 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 that cancelled IFR. If the VFR weather cannot be attained and maintained, follow IFR rule, take safe course of action, or consider diverting to Airport that meet IFR facility for safe of action. From VFR to IFR VFR Takeoff Minima: see OM-A Chapter 9.5.1-11 Follow standard VFR Takeoff procedures, maintain VMC and climb to at or above minimum VFR altitude (see OM-A Chapter 9.4.2-(h) and/or approved chart). Before joining IFR way point/position or airway, make sure the altitude/ Flight level is at or above minimum IFR Altitude/ FL such as MORA/ GRID MORA/ MSA (see OM-A Chapter 9.4.2-(f) and/or approved chart). Then report to ATC to cancel VFR. If expected altitude/ FL still below minimum IFR Altitude/ FL, maintain VMC climb to minimum IFR Altitude/ FL then join IFR waypoint/ IFR route. Then report to ATC to cancel VFR. Otherwise take safe course of action, or consider diverting to Airport that meet VFR requirement for safe of action.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 42
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.4 NAVIGATIONAL PROCEDURES 03. INFLIGHT PROCEDURES (refer to respective FCOM and Limitations) From IFR to VFR Maintain IFR Rule. Before entering VFR position/way point makes sure the weather is consistence with VFR weather (OM-A Chapter 9.5.1-11) and the weather can be attained and maintained then at VFR position/way point report to ATC to cancel IFR. There after continue VFR Flight. If the VFR weather cannot be attained and maintained, follow IFR rule, take safe course of action, or consider diverting to Airport that meet IFR facility for safe of action. From VFR to IFR Maintain VFR Rule. Before joining IFR way point/position or airway, make sure the altitude/ Flight level is at or above minimum IFR Altitude/ FL such as MORA/ GRID MORA/ MSA (see OM-A Chapter 9.4.2-(f) and/or approved chart). Then report to ATC to cancel VFR. There after continue IFR Flight.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If expected altitude/ FL still below minimum IFR Altitude/ FL, maintain VMC climb to minimum IFR Altitude/ FL then join IFR waypoint/ IFR route. Then report to ATC to cancel VFR. Otherwise take safe course of action, or consider diverting to Airport that meet VFR requirement for safe of action.
en
12.4.6 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)
on
fid
The following basic requirements apply to the use of the Strategic Lateral Offset Procedures (SLOP):
C
a. Strategic Lateral Offset Procedures shall be applied only by aircraft with automatic offset tracking capability; 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
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 43
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.4 NAVIGATIONAL PROCEDURES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 44
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 12.5 ALTIMETER SETTING PROCEDURES 12.5.1 DEFINITIONS The following ICAO definitions are used: The vertical distance of a level, point or object considered as a point measured from mean sea level
HEIGHT
The vertical distance of a level, a point or an object considered as a point measured from a specified datum.
ELEVATION
The vertical distance of a point or a level on or affixed to the surface of the earth measured from mean sea level
FLIGHT LEVEL
Surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hPa. Flight levels are separated by specific pressure intervals
TRANSITION ALTITUDE
The altitude in the vicinity of an aerodrome at or below which the vertical position of an aircraft is controlled by reference to altitudes.
TRANSITION LEVEL
The lowest flight level available for use above the transition level.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
ALTITUDE
C
on
TRANSITION LAYER
The airspace between the transition altitude and the transition level
12.5.2 TYPE OF ALTIMETER SETTINGS
Three different types of altimeter settings used in the method under considerations are: Standard, QNH and QFE. Altimeter Settings
Altimeter Indications/Readings
Reference Datum
Standard
1013.2 hPa / 29.92 inHg
Flight Level
QNH
Local Mean Sea Level Pressure
Altitude
QFE
Aerodrome or Threshold elevation
Height above reference elevation
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 01. STANDARD ALTIMETER SETTING PROCEDURES The procedures are intended for use in providing adequate vertical separations between airplanes and adequate terrain clearance during all phases of flight. Garuda Indonesia flight crewmember shall use the following procedures: During takeoff and on the ground, both pressure altimeters are set on QNH pressure. After takeoff when airplane passes the transition altitude, both altimeters shall be set to standard pressure 1013 hPa or 29.92 inHg. Up to transition level of destination / alternate airport, both pressure altimeters shall maintain standard pressure settings. When airplane passes transition level, or as instructed by ATC both pressure altimeters shall be set on destination / alternate QNH. Prior to landing, pilots must always obtain the airport QNH. 02. CHECKING OF BAROMETRIC ALTIMETERS
tia Y F 20 os or l C 19 fir op a -0 / y 206
Before leaving the ramp, the pressure scale of all altimeters shall be set to the actual aerodrome QNH, except that standby and metric altimeter may be set to standard. The altimeter indications obtained shall be observed and checked against the elevation of the aerodrome at the location of the airplane. 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 made at any stage of the flight. The Pilot, during flight shall ignore any error that is within tolerance noted during pre-flight check on the ground.
After each setting of altimeters, the readings on the flight deck shall be compared.
If an altimeter indication is not within the specified tolerance, follow procedure as outlined in FCOM.
C
on
fid
en
03. QNH CORRECTION DUE TO BAROMETRIC VARIATIONS QNH of Nearest Station 1050 1045 1040 1035 1030 1025 1020 1015 1013 1010 1005 1000 995 990 985 980 975
Correction (feet) + 1000 + 860 + 720 + 590 + 460 + 320 + 180 + 50 0 80 - 220 - 380 - 510 - 630 - 780 - 920 - 1080
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES Example: Planned FL : 160, ISA Temp MEA : 15.000 Ft 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.
04. ALTITUDE CORRECTION DUE TO COLD TEMPERATURE A. Background If the outside air temperature (OAT) is different from standard atmospheric temperature (ISA), the barometric altimeter error will result due to non-standards air density. Larger temperature difference from standards result in larger altimeter error. When temperature is altitude.
warmer colder
than ISA, true altitude will be
higher lower
than indicated
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Extremely low temperature creates significant altimeter error and greater potential for reduced terrain clearance. This errors increase with higher airplane altitude above altimeter source. Based on that concept: Altimeter correction should be considered when altimeter error become appreciable, especially where high terrain and / or obstacles exist near airports in combination with very cold temperatures (- 30C / - 22F or colder). En-route minimum altitude and / or flight level correction should also be considered where terrain clearance is a factor.
C
Coordination with local and en-route ATC facilities for each cold weather airport or route in their system should be exercised which include: Confirmation that minimum assigned altitude or flight level provides adequate terrain clearance for the coldest expected temperatures. Cold weather altitude correction procedures to be used for published procedure, to include the table being used. A determination of which procedures or routes, if any, that has been designed for cold temperature and can be flown as published without altitude corrections. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If correcting an altitude above 5000 feet, use linear extrapolation for simplicity (e.g. to correct 10.000 feet, use twice the value for 5000 feet).
en
fid
on
Altitude corrections apply to QNH and QFE Operations If the altitude correction results in level off altitude between 100 foot increment, set the altitude selector to the next higher 100-foot increment. Altimeter cursor / MDA / DA setting (as installed) should be set at the adjusted minimum altitudes for the approach. Pilots should not correct altimeter barometric reference setting. ATC assigned altitudes and / or flight levels may be refused if pilot determine that terrain clearance is not adequate. ATC must be advised. ATC assigned altitudes or flight level accepted by pilot should not be adjusted for temperature.
C
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES Table 1. Cold Temperature Altitude Corrections. Applicable to Facility (airport) elevation less than 2000 feet Airport Temp º C
Height above facility (altimeter source)-feet 200
300
400
500
600
700
800
900
1000
1500
2000
3000
4000
5000
0
20
20
30
30
40
40
50
50
60
90
120
170
230
290
-10
20
30
40
50
60
70
80
90
100
150
200
290
390
490
-20
30
50
60
70
90
100
120
130
140
210
280
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
Increment figure to published altitude in feet
tia Y F 20 os or l C 19 fir op a -0 / y 206
Table 2: Cold Temperature Altitude Corrections. Applicable to Facility (airport) elevation between 2000 and 4000 feet Height above facility (altimeter source)-feet 200
300
400
500
600
700
0
20
20
30
30
40
40
-10
20
30
40
50
60
-20
30
50
60
80
-30
40
60
80
-40
50
80
-50
60
90
fid
on
70
90
100
100
120
140
100
130
150
180
120
160
190
220
C
800
900
1000
1500
2000
3000
4000
5000
50
50
60
90
120
170
230
290
80
90
100
150
200
300
400
500
120
130
150
220
290
440
580
730
160
180
200
290
390
580
780
980
200
220
250
370
490
740
990
1240
250
280
310
460
610
920
1230
1540
en
Airport Temp º C
Increment figure to published altitude in feet
Example: Airport elevations Reported OAT
: 1000 feet : - 40ºC
Fix
Published altitude (PA)- feet
Height above facility (PAelevation)-feet
Procedure turn
4000
3000
720
4720
FAF
3000
2000
480
3480
MDA
1500
500
120
1620
Correction value Indicated alt to fly (from table) (PA+correction value)
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 5
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES For Low Temperature Altitude Correction En-route and simplified Low Temperature Altitude Correction in TERMINAL AREA see OM-A Chapter 9.4.1.
05. METRIC / FEET CONVERSION TABLE Some states require the altitude calculation and indications in meters. Flight crewmembers shall thoroughly study the route manual and be familiar as to which destinations these measurements are used. The relationship between flight levels and altimeter indications are shown for reference usage. Value in meters are approximate: Number 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430 440 450
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Meters - 300 0 150 300 450 2.440 3.050 3.960 4.570 5.490 6.100 6.400 6.700 7.010 7.320 7.620 7.930 8.230
on
Feet - 1.000 0 500 1.000 1.500 8.000 10.000 13.000 15.000 18.000 20.000 21.000 22.000 23.000 24.000 25.000 26.000 27.000
C
Number - 10 0 5 10 15 80 100 130 150 180 200 210 220 230 240 250 260 270
Feet 28.000 29.000 30.000 31.000 32.000 33.000 34.000 35.000 36.000 37.000 38.000 39.000 40.000 41.000 42.000 43.000 44.000 45.000
Meters 8.540 8.840 9.150 9.450 9.760 10.060 10.370 10.670 10.980 11.280 11.590 11.890 12.195 12.500 12.800 13.110 13.410 13.720
Note: The expression of an aircraft’s vertical displacement in flight levels is taken as a positive indication that the altimeter is set to 1013.2 hPa standard setting and not to QNH.
06. PRINCIPLE OF OPERATIONS The standard altimeter setting procedures is based on the principle that the transition from en-route standard altimeter setting (1013.2 hPa) to a landing altimeter setting (QNH) takes place during descent and from a takeoff QNH to an en-route standard setting (1013.2 hPa) during climb. This concept enables aircraft operating well above critical terrain to operate along continuous isobaric surfaces, without the necessity for frequent altimeter adjustments, which often necessitate large altitude adjustments, and upset previously established vertical separation. However, the procedure requires adequate precautions in determination usable, i.e. safe flight levels over high terrain. ATC ensures that the lowest flight level in use will provide at least 1.000 feet terrain clearance. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 6
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES 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.
Transition Level
tia Y F 20 os or l C 19 fir op a -0 / y 206
From the foregoing it is evident that a transition altitude always has a fixed value.
Transition Layer
on
fid
en
The transition level has no fixed value but varies with the QNH value of the airport or area concerned. It is periodically established by ATS and passed to aircraft in routine approach and landing or takeoff instructions.
C
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 the airport or area concerned. The transition layer shall normally occupy an area in the vicinity of an airport only. Note: Although no longer required under the ICAO procedure, certain States prescribed a minimum a thickness of 1.000 feet for the transition layer. In that case the application of the standard altimeter setting procedure automatically provides for at least 1.000 feet vertical separation between aircraft flying on 1013.2 hPa (at or above the transition altitude). Where States do not prescribe a minimum thickness for the transition layer, the minimum required vertical separation of 1.000 feet is obtained by instructing aircraft concerned to maintain specific flight levels or altitudes ensuring such separation.
Altimeter Setting Changes Takeoff and initial climb are executed on the valid airport QNH while passing through the transition altitude the altimeter is set to the standard setting of 1013.2 hPa.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.5 ALTIMETER SETTING PROCEDURES
Descent and Landing Descent is executed on the standard setting of 1013.2 hPa until: reaching the transition level, or instructed by ATC Thereafter after, further descend and landing is executed on the valid airport QNH. Note: In cases where more than one airport is in close proximity ATC procedures may involve the use of a common QNH setting for control purposes. Airport QNH values would then be used only for takeoff, initial climb, approach and landing.
07. PICTORIAL SUMMARY The following diagram is a pictorial summary of the main features of the standard altimeter setting procedures (Not to Scale). FLIGHT LEVEL
tia Y F 20 os or l C 19 fir op a -0 / y 206
POINT OF TRANSITIONS: CHANGE FROM STD SETTING TO QNH
HOLDING LEVELS
TRANSITION LEVEL
TRANSITION LEVEL
en
TRANSITION LAYER
TRANSITION ALTITUDE (COMMON TO “ A “ AND “ B”)
on C
POINT OF TRANSITIONS: CHANGE FROM QNH TO 1013.2 hPa
NOTE: NOTE:
- All- All flight at or below Transition Altitude shall set toshall QNHset Flight at or below Transition Altitude
TRANSITION ALTITUDE 3400 ‘
ALTITUDE
fid
HOLDING
75 70 65 60 55 50 45
QNH
- All- All flight at or below Transition Altitude shall set toshall 1013.2 Flight at or above Transition Altitude sethPa to 1013.2
hPa
END OF 12.5
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 8
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 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. 01. Basic Rule When planning an ETOPS operation, the route is planned to remain within the threshold flying time limit, in still air, with respect to all specified suitable en-route alternates. This planning shall consider ETOPS Significant Time-Limited System minus 15 minutes (i.e. airplane's most limiting fire suppression system time for those cargo and baggage compartments required by regulation to have fire-suppression systems). 02. En-Route Airport (ERA)
tia Y F 20 os or l C 19 fir op a -0 / y 206
The selected En-Route Airport must be nominated in the ATS flight plan together with the current maximum diversion time (i.e. 90, 120 or 180 minutes ETOPS). For an ETOPS en route airport, the following additional points should be considered:
en
Availability of an ATC facility; and Availability of at least one let down aid (ground radar would also qualify) for an instrument approach.
C
03. Weather Minima
on
fid
A valid official forecast for the ETOPS En-Route Airport is required. The weather 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. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS The ETOPS critical fuel scenario shall be applied. In the case of a verification/proving flight, the block fuel shall be based on the highest fuel figure of a Non-ETOPS flight plan and the intended ETOPS flight plan (if applicable). ETOPS Fuel Planning For ETOPS a specific fuel planning, also called “critical fuel reserves”, must be established. The ETOPS fuel planning is split in two parts:
First parts a standard fuel scenario from departure point to the critical point (CP). Second parts the critical fuel scenario from CP to diversion airport.
The critical fuel scenario is based on a combination or single failure of an engine failure and or a depressurization failure occurring at the critical point. A descend is initiated to FL100 and continued with a single engine cruise to the diversion airport.
tia Y F 20 os or l C 19 fir op a -0 / y 206
However, flight above FL100 is allowed if the aircraft is equipped with supplemental oxygen for maximum diversion time for flight crewmember and a percentage for passenger in accordance with applicable Airworthiness authority’s requirements.
en
Depending on the strategy and on the one engine out speed selected for the single engine diversion scenario, the highest fuel requirement must be considered.
fid
This scenario result in the block fuel requirement referred as the ETOPS critical fuel planning.
Fuel burn off (including descend, cruise to TOD to 1500 feet) from CP to 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.
C
on
This critical fuel planning consist of:
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 bestexperienced judgment in studying the meteorological conditions expected on route to assess the final block fuel required.
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 2
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 05. Technical Requirements The procedure for compliance with ETOPS maintenance requirement are contain in the Garuda Indonesia ETOPS Maintenance Procedure Manual and ETOPS Operation Manual. A more stringent MEL applies. 06. Release to Service An ETOPS pre-flight inspection must be carried out and signed for by a type licensed Technician prior to each departure. However, if during an ETOPS flight a Non-schedule landing has to be made for other reasons than technical malfunctions, the Pilot in Command may release the aircraft to service for continuation of the ETOPS flight. 07. Destination Alternates
tia Y F 20 os or l C 19 fir op a -0 / y 206
When destination alternates are selected requiring a route that cannot be covered by the Non-ETOPS rules, the critical fuel scenario should be calculated for the diversion route. ETOPS rules are applicable to the diversion route and the time window and critical fuel scenario have to be calculated. This alternate may be used as En-Route Airport and cover the route into destination when this is below landing minima.
en
ETOPS weather minima are applicable to such a destination alternate.
C
on
fid
Aircraft shall be prepared to re-dispatch flight plan from the point of diversion to the alternate and adjust the required fuel figures for critical fuel scenario by means of the Performance Chart/Table from the FCOM. 08. Route Selection
If any point along the route the distance to a suitable airport exceeds the authorized ETOPS time limit, (i.e. 90, 120 or 180 minutes) another route must be constructed. 09. ETOPS Summary On the Company computerized flight plan the ETOPS related information is provided in the ETOPS summary. The time windows for the respective En-Route Airport are specified together with the calculations required for the critical fuel scenario. The information is given in the flight sequence:
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 EnRoute 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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS
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.
12.6.2 APPROVED AIRCRAFT TYPE(S) FOR ETOPS FLIGHT Currently only two type of Garuda Indonesia’s aircraft are approved for ETOPS flight:
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.
AIRBUS A330-200/300
tia Y F 20 os or l C 19 fir op a -0 / y 206
The operation procedure published in separate document which is the B777300ER ETOPS Operation Manual. The content and revision of this manual is under responsibility of the Chief Pilot B777.
fid
en
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 maximum diversion distances of 1200 NMS.
C
on
The operation procedure published in separate document which is the A330200/300 ETOPS operation manual. The content and revision of this manual is under responsibility of the Chief Pilot A330.
12.6.3 ETOPS AREA OF OPERATIONS ETOPS operations are allowed within a well-defined area of operation. The size of the area depends on the maximum diversion time granted, the selected one engine out diversion speed and the number and location of the selected adequate diversion airports. The area of operation is determined in still air and generally ISA conditions, considering the relevant aircraft performance with one engine inoperative, the remaining engine at MCT or less. Therefore, the area operation is determined once, not reassessed for each flight otherwise one or more adequate airports happen to be unsuitable. The aircraft performance level considered for the calculation is associated to a unique aircraft weight, which is called the aircraft reference weight.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS a. Aircraft reference weight The aircraft reference weight is defined as the highest estimated gross weight values at the critical points of the various routes being considered within the given area of operation. The computation will be done considering a takeoff at the maximum take weight and a standard speed schedule, in still air and ISA or delta ISA conditions, taking to account different sets of en route alternates (thus resulting in different CP locations). Calculations for Garuda Indonesia is made by the aircraft manufacturer and the Garuda Indonesia performance and engineering department.
ETOPS Segment
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. Diversion speed schedule / maximum diversion, distance considering the aircraft reference weight and the selected one engine inoperative diversion cruise flight level, providing the best True Airspeed (TAS). Basically the resulting TAS at the diversion flight level, combined with the maximum diversion time allowed, provides the maximum diversion distance. For example, the Airbus A-330 FCOM provides performance data tables for maximum diversion distance for a sample of diversion times, based on several reference weights and a selected speed schedule.
The ETOPS segment starts at the EEP and finishes when the route is back and remains within the 60 minutes area from an adequate airport.
fid
en
An ETOPS route can contain several ETOPS segment well separated from each other. Equal time point
C
on
An ETP on the aircraft route, which is, located at the same flying time from two suitable diversions airports. The ETP position can be determined using a computerized flight planning, or graphically on a navigation or plotting chart. 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.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS Maximum diversion time The maximum diversion time (75, 90, 120, or 180 minutes) from an en-route alternate airport is granted by the DGCA and is included in the ACL. It is used only for determining the area of operation, and therefore is not an operational time limitation for conducting a diversion, which has to cope with the prevailing weather conditions. Maximum diversion distance Is the distance covered in still air and ISA (or delta ISA) conditions within the maximum diversion time at the selected one-engine-out diversion speed schedule and at the associated cruise altitude (including the descent from the initial cruise altitude to the diversion cruise altitude). It is used for dimensioning the area of operations. DIVERSION STRATEGIES For non-ETOPS operations, in case of an engine failure, either the standard or the obstacle clearance strategy is considered for diversions.
on
fid
en
The standard strategy corresponds to a descent at cruise Mach / standard IAS down to the LRC ceiling and a diversion at the LRC speed. The obstacle clearance strategy corresponds to a drift down at the lowest maneuvering speed clean configuration until obstacles are cleared, then the standard strategy applies, as both these strategies are associated to lower speeds, it would restrict the maximum diversion distance consequently reducing the area of operation, in contradiction with the ETOPS objective which are to increase the operational capabilities.
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
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 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. Criteria for Selecting the Diversion Strategy The minimum criteria for selecting on ETOPS diversion strategy, in term of speed schedule, are the route structure and the maximum diversion time allowed. The route structure will indicate the obstacles to be cleared and the location of the selected adequate airports which should be well distributed along the route. The maximum diversion time allowed will permit the definition on the minimum speed schedule required to ensure a minimum overlap of the circles centered on each adequate airport.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 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. 12.6.5 ETOPS ALTERNATE AAIRPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
a. No person may dispatch or release an airplane for an ETOPS flight unless enough ETOPS Alternate Airports are listed in the dispatch or flight release such that the airplane remains within the authorized ETOPS maximum diversion time. In selecting these ETOPS Alternate Airports, Garuda Indonesia must consider all adequate airports within the authorized ETOPS diversion time for the flight that meet the standards of this part. b. No person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release unless, when it might be used (from the earliest to the latest possible landing time)— The appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the ETOPS Alternate Airport minima specified in the company's operations specifications; and The field condition reports indicate that a safe landing can be made. c. Once a flight is en route, the weather conditions at each ETOPS Alternate Airport must meet the requirements of OM-A Chapter 9.5.1 d. No person may list an airport as an ETOPS Alternate Airport in the dispatch or flight release unless that airport meets the public protection requirements of OM-A Chapter 9.2.1 and OM-A 9.2.5. Considering Time-Limited Systems in Planning ETOPS Alternates For ETOPS up to and including 180 minutes, no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport (at the approved one-engine inoperative cruise speed under standard conditions in still air) would exceed the approved time for the airplane's most limiting ETOPS Significant System (including the airplane's most limiting fire suppression system time for those cargo and baggage compartments required by regulation to have fire-suppression systems) minus 15 minutes.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS 12.6.6 ETOPS ALTERNATE MINIMUM
Add 200 ft to the higher DA(H) or MDA(H) of the two approaches used.
Add 1/2 sm or 800m4 to the higher authorized landing minimum of the two approaches used.
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
C
Note:
Alternate Airport IFR Weather Minimum Visibility3 Add 1 sm or 1600m to the landing minimum.
3/4 sm (1200 m) or RVR 4000 (1200 m) 1/2 sm (800 m)4 or RVR 1800 feet (550 m)
en
300 feet 200 feet
on
For airports with at least one operational navigational facility providing a straight-in non-precision approach procedure, or Category I precision approach, or, when applicable, a circling maneuver from an instrument approach procedure. For airports with at least two operational navigational facilities, each providing a straight-in approach procedure to different suitable runways* One useable authorized Category II ILS IAP. One useable authorized category III ILS Instrument Approach Procedure (IAP).
Alternate Airport IFR Weather Minimum Ceiling2 Add 400 ft to the MDA(H) or DA(H), as applicable.
fid
Approach Facility Configuration 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 Conditional
forecast 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).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 8
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
12.6 ETOPS a. Period of validity (time window opening) For each alternate airport, the dispatch weather minima must be ensured during a certain period. This period of validity starts one hour before the earliest ETA at this airport and finishes one hour after the latest ETA. In the GARUDA computerized flight plan a clear format suitable alternates indicates the time from opening to closing of each airport proposed as an alternate (period of validity ), based on schedule departure time. b. Lower than published weather minima Lower than published weather minima at alternate airports may be considered for aircraft and crew certified CAT 2 or CAT 3 approach and landing operation, after suffering any failure in the airframe and / or propulsion systems which would result in a diversion to an en-route alternate airport. This is subject to approval for certain operators by the national authority on a case by case basis.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In principal, an aircraft approved for lower than standard minima will be dispatched with the next highest level of approach minima to which it is type design approved on one engine (for example CAT 2 aircraft will be dispatched on CAT 1 minima. 12.6.7 MINIMUM EQUIPMENT LIST (MEL) The airlines MEL, is based on the master equipment list established by the aircraft manufacturer. The MEL must contain restriction required for ETOPS operation stating:
fid
en
“For ER operations”… or “Except for ER operations”.
on
12.6.8 COMPUTERIZED FLIGHT PLAN
C
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 operations such as:
A block fuel with ETOPS extra requirements En-route alternate suitable (period of validity) giving airports and time opening / closing based on scheduled departure, e q: WRRR 1425/1820 YPDN 1610/1835 etc. ETP information’s (Lat. Long, distance, time to, expected FOB) ETOPS fuel scenario summary from each ETP, giving data’s on the fuel status and capabilities in case one engine fail and or pressurization fail at each ETP or CP.
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 9
12. AIRCRAFT EQUIPMENT AND NAVIGATION REQUIREMENT
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
12.6 ETOPS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 10
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT Table of Content
CHAPTER 13 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
Table of Content
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.1 GENERAL
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 13.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.1 GENERAL
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.2 PLANNED OPERATING CONDITIONS
13.2
PLANNED OPERATING CONDITIONS The following factors shall be considered when computing the fuel required for a flight: - airplane mass; - notice to airman; - meteorological conditions; - MEL/CDL; - expected air traffic control routing and delays that are expected inflight (e.g. airways congestion); - For IFR flights, one instrument approach at destination including a missed approach; - For VFR on a portion of flight, the weather for that portion of VFR flight shall meet the VFR weather minimum (Departure, En-route and Destination as applicable); and - Procedures prescribed for en-route loss of pressurization or failure of one engine and any other conditions that might cause increased fuel and/or oil consumption. - The longest SID and STAR or fuel equal to the longest SID/STAR
tia Y F 20 os or l C 19 fir op a -0 / y 206
In principle the optimum altitude must be planned with all factors above are taken into account, except that for short distance flight the cruise altitude selected should allow for a minimum horizontal cruise segment of 5 minutes or according to related FCOM. For long distance flight the optimum altitude step schedule must be followed inflight planning.
C
on
fid
en
Where the applicable data and/or procedures are not known, conservative assumptions should be made. END OF 13.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.2 PLANNED OPERATING CONDITIONS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.3 FUEL SUPPLY
13.3
FUEL SUPPLY No person may release / dispatch or takeoff an airplane for operations within Indonesia, unless there is enough fuel supply, considering airplane mass, notice to airman, meteorological condition; , to include the following: a. Taxi Fuel The amount of fuel expected to be consumed before takeoff taking into account local conditions at the departure aerodrome and auxiliary power unit (APU) fuel consumption. b. Trip Fuel The amount of fuel required to enable the airplane to fly from takeoff, or the point of in-flight re-planning, until landing at the destination aerodrome taking into account the operating conditions in the data provided by the manufacturer. Note: The trip fuel is based on “Planned Operating Condition”. This amount shall include fuel for takeoff, climb, cruise, descent, approach and landing.
tia Y F 20 os or l C 19 fir op a -0 / y 206
c. Contingency Fuel Contingency Fuel is the increment of fuel necessary for the flight to compensate for any unforeseen factors.
on
fid
en
It shall be 5 (five) percent of the planned trip fuel or the fuel required from the point of in-flight re-planning based on the consumption rate used to plan the trip fuel, but in any case, shall not be lower than the amount required to fly for 15 (fifteen minutes) at holding speed at 1500 feet above the destination aerodrome in standard conditions.
C
d. Destination Alternate Fuel The Company requirement, at least 1 (one) alternate airport is listed as a destination alternate aerodrome for all revenue flights. Destination alternate fuel shall fulfill:
(i) Where a destination alternate aerodrome is required, the amount of fuel required to enable the airplane to: (A) Perform a missed approach at the destination aerodrome; (B) Climb to the expected cruising altitude; (C) Fly the expecting routing; (D) Descend to the point where the expected approach is initiated; and (E) Conduct the approach and landing at the destination alternate aerodrome; or (ii) Where two destination alternate aerodromes are required, the amount of fuel, as calculated in (4)(i) above, required to enable the airplane to proceed to the destination alternate aerodrome which requires the greater amount of alternate fuel; or (iii) Where a flight is operated without a destination alternate aerodrome, the amount of fuel required to enable the airplane to fly for 15 minutes at holding
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.3 FUEL SUPPLY speed at 450 m (1500 feet) above destination aerodrome elevation in standard conditions; or (iv) Where the aerodrome of intended landing is an isolated aerodrome: For a turbine-engine airplane, the amount of fuel required to fly for 2 hours at normal cruise consumption above the destination aerodrome, including final reserve fuel; Note: Calculation is based on LRC, planned landing weight and a realistic flight level.
e. Final reserve fuel The amount of fuel calculated using the estimated aircraft mass on arrival at the destination alternate aerodrome or the destination aerodrome when no destination alternate aerodrome is required, or a pre-calculated value for each airplane type and variant in the fleet rounded up to an easily recalled figure:
f.
Additional Fuel
tia Y F 20 os or l C 19 fir op a -0 / y 206
For turbine engine aircraft the amount of fuel to fly for 30 minutes at the height of 1500 feet above the airport in standard conditions.
The supplementary amount of fuel required if the minimum fuel calculated in accordance with trip fuel, contingency fuel, destination alternate fuel and final reserve fuel is not sufficient to:
C
on
fid
en
Allow the airplane to descend as necessary and proceed to an alternate aerodrome in the event of engine failure or loss of pressurization, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, then: (a) To fly for 15 minutes at holding speed at 1500 feet above the aerodrome elevation in ISA, make an approach and landing; (b) Allow an airplane engaged in ETOPS to comply with the ETOPS critical fuel scenario as established by the Authority; (c) Meet additional requirements not covered above. 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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.3 FUEL SUPPLY
h. Extra Holding Fuel Fuel uplifted in addition to minimum block fuel, to compensate the requirements from specific aerodromes. Usually extra holding fuel is needed to mitigate traffic congestion in specific aerodromes. Information of how much extra holding fuel needed can be found in NOTAM. 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.
END OF 13.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.3 FUEL SUPPLY
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.4 EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT a. No person may dispatch or release for flight a turbine-engine powered airplane with more than two engines for a flight more than 90 minutes (with all engines operating at cruise power) from an Adequate Airport unless the following fuel supply requirements are met: 1) The airplane has enough fuel to meet the requirements of OM-A Chapter 13.3 2) The airplane has enough fuel to fly to the Adequate Airport— (i) Assuming a rapid decompression at the most critical point; (ii) Assuming a descent to a safe altitude in compliance with the oxygen supply requirements of OM-A Chapter 20.4; and (iii) Considering expected wind and other weather conditions. 3) The airplane has enough fuel to hold for 15 minutes at 1500 feet above field elevation and conduct a normal approach and landing. b. No person may dispatch or release for flight an ETOPS flight unless considering wind and other weather conditions expected, it has the fuel otherwise required by this part and enough fuel to satisfy each of the following requirements: 1) Fuel to fly to an ETOPS Alternate Airport. Fuel to account for rapid decompression and engine failure. The airplane must carry the greater of the following amounts of fuel: Fuel sufficient to fly to an ETOPS Alternate Airport assuming a rapid decompression at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of OM-A Chapter 20. Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engineinoperative cruise speed) assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen requirements of OM-A Chapter 20.4; or Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine inoperative cruise speed) assuming an engine failure at the most critical point followed by descent to the one engine inoperative cruise altitude. 2) Fuel to account for errors in wind forecasting. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section, Garuda Indonesia must increase the actual forecast wind speed by 5% (resulting in an increase in headwind or a decrease in tailwind) to account for any potential errors in wind forecasting. 3) Fuel to account for icing. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), Garuda Indonesia must ensure that the airplane carries the greater of the following amounts of fuel in anticipation of possible icing during the diversion: (i) Fuel that would be burned as a result of airframe icing during 10 percent of the time icing is forecast (including the fuel used by engine and wing antiice during this period). (ii) Fuel that would be used for engine anti-ice, and if appropriate wing anti-ice, for the entire time during which icing is forecast. 4) Fuel to account for engine deterioration. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind
C
on
fid
en
13.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.4 EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT
OM – A
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 13.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY
13.5
PREFLIGHT POLICY 01. BASIC BLOCK FUEL A. Dispatch to destination with one (or two) alternate(s) Basic block fuel is the total of: Basic Block Fuel
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)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note: If two alternates are required, the alternate demanding the highest amount of fuel, shall be used. FCOM Procedures e.g. The MEL may require an increase of the trip fuel. During FMC pre-flight, enter final reserve fuel 30 minutes for international flight and domestic flight.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY
2
3
4
1
APU Starting Taxi
3. ALTERNATE FUEL Go-around at destination Climb Cruise Descent to 1500 feet Deceleration Approach
2. TRIP FUEL
4. FINAL RESERVE FUEL Turbine engine 30 minutes holding speed Turbo-propeller 30 minutes normal cruising speed
C
on
fid
en
Takeoff Climb Cruise Descent to 1500 feet Deceleration Approach
tia Y F 20 os or l C 19 fir op a -0 / y 206
1. TAXI FUEL
B. Dispatch to an isolated airport Basic block fuel is the total of: Basic Block Fuel:
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)
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY C. Planned Re-Dispatch (PRD) (reserved)
02. EXTRA FUEL There are two kinds of extra fuel: - Economical extra fuel (fuel tankering) - Operational extra fuel (discretionary fuel) When tanking extra fuel, the following conditions or circumstances should be considered:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Unfavorable weather and/or adverse runway conditions (departure as well as destination); Additional fuel burned to carry the extra fuel; Secondary costs, such as increased engine and landing gear. ZWF fluctuations Severe flight level restrictions Potential short cuts, resulting in an overweight landing TOW restrictions on consecutive airports - actual landing distance and dispatch landing distance required. On time departure Noise problems In case of other overriding circumstances.
en
The Captain will take the final decision on the amount of extra fuel.
on
fid
a. Economical extra fuel (Fuel Tankering) Payload and operational conditions permitting, it is Garuda Indonesia’s policy to tank extra fuel above the basic requirement, if this results in net cost savings.
C
For CAT C aircraft applies:
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.
Note: List of Economical Tanking Stations is issued by Operations Support, and available at Flight Dispatch (CGKOWGA). b. Operational extra fuel (discretionary fuel) Discretionary fuel is considered as operational extra fuel. Refer to OM-A chapter 13.2 for the details of discretionary fuel.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.5 PREFLIGHT POLICY
03. FUEL FREEZE CONSIDERATION DURING EXTENDED OPERATIONS For ETOPS Fuel, Refer to OM-A Chapter 10.1. Regarding the use of standard fuel freeze temperature (see OM-A Chapter 10.1), fuel temperature analysis and en route fuel temperature monitoring for the specific fuel used in operation, the flight crewmember shall: -
Determine the actual fuel freeze temperature during extended operation (e.g. Polar Operations) in order to prevent in-flight freezing of fuel. Periodically monitor fuel tank temperature in order not to exceed temperature limit and take appropriate course of action according to FCOM/QRH (e.g. increase speed, change altitude and/ or deviate to a warmer air mass to achieve a TAT equal to or warmer than the fuel temperature limit).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 13.5
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.6 INFLIGHT POLICY
13.6
INFLIGHT POLICY 01. GENERAL Fuel quantity aboard must be determined conservatively. The lowest of the calculated fuel versus indicated fuel quantities must be taken. The PIC shall manage fuel inflight. The air traffic delay information shall be requested from ATC, to ensure that minimum fuel upon landing will be the greater of the approved minimum quantity or final reserve fuel.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Original Dispatch or Flight Release, Re-dispatch or Amendment of Dispatch or Flight Release: a) No person may allow a flight to continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate airport that was specified in the dispatch or flight release are forecast to be at or above the alternate minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport. However, the dispatch or flight release may be amended en-route to include any alternate airport that is within the fuel range of the aircraft as specified in OM-A Chapter 13.2 b) No person may allow a flight to continue beyond the ETOPS Entry Point unless— 1) Except as provided in paragraph (c) of this section, the weather conditions at 2) each ETOPS Alternate Airport required by Section 121.624 are forecast to be at or above the operating minima for that airport in company's operations specifications when it might be used (from the earliest to the latest possible landing time); and 3) All ETOPS Alternate Airports within the authorized ETOPS maximum diversion time are reviewed and the flight crew advised of any changes in conditions that have occurred since dispatch. c) If paragraph (b)(1) of this section cannot be met for a specific airport, the dispatch or flight release may be amended to add an ETOPS Alternate Airport within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima. d) Before the ETOPS Entry Point, the pilot in command for a supplemental operator or a dispatcher for a flag operator must use company communications to update the flight plan if needed because of a re-evaluation of aircraft system capabilities. e) No person may change an original destination or alternate airport that is specified in the original dispatch or flight release to another airport while the aircraft is en-route unless the other airport is authorized for that type of aircraft and the appropriate requirements of OM-A Chapter 4.4.3 through OM-11.5.2 and OM-B 1.1 are met at the time of re-dispatch or amendment of the flight release. f) Each person who amends a dispatch or flight release en-route shall record that amendment.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.6 INFLIGHT POLICY
02. INFLIGHT FUEL MANAGEMENT With regard to the expected quantity of fuel upon landing, a flight can operate in three different phases. During flight the PIC shall be continuously aware in which phase the flight is operating. Phase of Flight
Estimate Fuel Upon Landing
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)
EMERGENCY PHASE
Less than final reserve fuel
tia Y F 20 os or l C 19 fir op a -0 / y 206
NORMAL PHASE OPERATION As long as a flight is operating in the normal range no special conditions, apart from regularly checking the weather forecasts at destination and alternate (s), are required.
C
on
fid
en
ABNORMAL PHASE OPERATION Entering the abnormal phase clearly poses a greater risk when bound for an airport with a single runway and/or unreliable weather conditions, than when heading for a multiple runway, well equipped, stable weather airport. All relevant factors such as weather, approach aids extensive vectoring, traffic congestion and number of usable runways of the selected airports must be weighed carefully. Since it is impossible to cover all variables related to a safe and economical flight in the abnormal phase, the following should be regarded as general guidance and be adapted as circumstances dictate. Replacing of the original alternate by another available alternate demanding less fuel, thus the flight may be back in the normal phase. Ultimately a choice has to be made between:
Continuation of the flight to, or holding over destination and Diversion to an alternate (which may be an ‘en-route’ alternate). In this case the alternate becomes the destination.
Either choice may lead to a situation where no alternative is left. The decision to continue the flight to original destination or holding over destination whenever the estimated arrival fuel quantity at the original destination is less than alternate + 30 minutes holding fuel can be made, as long as these conditions are met: -
The ceiling at least 2000 feet above airport elevation; The visibility is not less than 5 kilometers; and
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT 13.6 INFLIGHT POLICY -
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
EMERGENCY PHASE OPERATION The PIC shall immediately declare an emergency when the calculated usable fuel predicted to be available upon landing at the nearest airport where a safe landing can be made is less than the planned final reserve fuel. The “MAYDAY, MAYDAY, MAYDAY - FUEL” call must be used to advise ATC regarding the situation. An emergency due to low fuel suggests the need for traffic priority to ensure a safe landing. Report remaining usable fuel in minutes and which action will be taken.
C
on
fid
en
EN-ROUTE RE-DISPATCH (reserved)
END OF 13.6
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
OM – A
13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
13.6 INFLIGHT POLICY
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
14. ALL WEATHER OPERATIONS TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1.8 TROPICAL CYCLONS ................................................................................. 12
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
14. ALL WEATHER OPERATIONS
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
14.1
ADVERSE WEATHER / HAZARDOUS ATMOSPHERIC CONDITIONS Following are compilations of adverse weather / hazardous atmospheric conditions and recognitions and recommended practice and procedures for operating in and / or avoiding those conditions. The background information on various meteorological phenomena is found in FRG chapter 5. Flight crewmember is to refer to FCOM type for technical or avoidance procedures regarding adverse weather operations.
14.1.1 SLIPPERY, WET AND CONTAMINATED RUNWAY Flight crewmember shall assess the runway conditions, before Takeoff or Landing, including the effect of type and depth of contaminants on airplane performance. (See OM-A Chapter 14 the general idea of the braking conditions).
tia Y F 20 os or l C 19 fir op a -0 / y 206
The assessment shall include: Effect of Slippery/Wet on runway surface. Effect of slush, standing water, ice or snow on runway surface. Cross wind and tail wind limit for takeoff and landing. 01. Definition and Characteristic of runway conditions
on
fid
en
Dry: No visual indication of moisture or contamination on the runway surface. Properly maintained runways with grooves or porous pavement have been shown to provide braking action approximately equivalent to a dry runway when they are wet.
C
Damp: 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 surface of water, more than 3mm deep or by slush, or loose snow, equivalent to more than 3mm of water. The contaminants are lying on that portion of the runway where the high speed part of the takeoff roll will occur. A Runway that has an accumulation of snow or ice. Reduce tire to ground friction and additional drag force (resist ability to accelerate) due to contaminant therefore affects acceleration and deceleration.
C
Slush: Snow saturated with water that will splatter when stepped on. (approximate density = 0.85 kg/liter) Wet Snow:
If compacted by hand, snow will stick together and tend to form snowball. (Approximate density=0.4 kg/liter). Snow with high water contents when compacted by hand with gloves, snowball is formed and water droplets may appear on the surface. If the temperature is at or above -10C (300F), the snow is considered wet.
Dry Snow:
Snow can be blown if loose, or if compacted by hand will fall apart again upon release. (Density = 0.2 kg/liter). If the temperature is below -10C (300F), the snow is considered dry.
Compacted Snow: Snow has been compressed. (Friction coefficient typically = 0.2). Icy:
A condition that friction coefficient is 0.05 or below.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
02. Performance on Slippery, Wet or Contaminated Runway The performance corrections on contaminated runway are usually provided for 3mm, 6mm, and 13mm contaminant (standing water/slush) or Slippery/Wet runway (Good, Medium, Poor). For contaminant over 6mm and at or below 13 mm, apply whichever is the lower figure of the allowed takeoff weight between the two data. When runway conditions are reported for each third portion, average friction coefficient or contaminant depth of the last two third runways should be applied for takeoff/landing performance. The takeoff performance data can be given based on Braking Action or based on Runway Conditions. Refer to Aircraft Operating Manual for particular type of aircraft. Slippery/Wet Runway and equivalent table: STANDING WATER
SLUSH
WET SNOW
DRY SNOW
< 3mm (Air Bus)
< 2mm (Air Bus)
< 4mm (Air Bus)
<15mm (Air Bus)
< 3mm (Boeing)
< 3mm (Boeing)
tia Y F 20 os or l C 19 fir op a -0 / y 206
Contaminated Runway:
-
-
SLUSH
WET SNOW
DRY SNOW
≥ 3mm (Air Bus)
≥ 2mm (Air Bus)
≥ 4mm (Air Bus)
≥ 4mm (Air Bus)
en
STANDING WATER
fid
A linear equivalence between depth of slush and snow: WET SNOW
6mm (1/4 inch)
C
2mm (0.08 inch)
on
SLUSH
DRY SNOW
4mm (0.16 inch)
15mm (0.59 inch)
13mm (1/2 inch)
50mm (2 inch)
03. Determining Runway Condition
General: Only the runway within 75 feet of either side of the runway centerline is used in the determination of contamination type. If the PIC determined that contaminant covers a portion of the runway which will not be needed for takeoff, including distance for rejected or an engine fail during takeoff, that runway need not be considered contaminated. The PIC has final authority and discretion with respect to the determination of contaminant type. Table: mm to inches conversion: Contaminated mm to Inches conversion mm
0
6.35
10
12.7
25.4
50.8
101.6
152.4
inches
0
0.25
0.4
0.5
1
2
4
6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS Table: Runway Braking Action (ICAO) Measured Coefficient (µ)
Estimated Braking Action
≥ 0.4
Good
0.39 to 0.36
Medium to Good
0.35 to 0.30
Medium (or Fair)
0.29 to 0.26
Medium to Poor
≤ 0.25
Poor
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. Braking Action
DRY
-
Damp
fid
C
on
Wet
RA, SN 2 Water < 3 mm Slush < 2 mm Wet Snow < 3 mm Dry Snow < 15 mm
en
Light RA, Light SN 1
Water ≥ 3 mm Slush ≥ 2 mm Wet Snow ≥ 3 mm Dry Snow ≥ 15 mm Heavy Rain
tia Y F 20 os or l C 19 fir op a -0 / y 206
Runway Surface Condition
ICE
Normal Good
Medium [or fair]
Poor
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS 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.
When depth of slush or snow exceeds the following: Conditions
tia Y F 20 os or l C 19 fir op a -0 / y 206
Values
fid
en
Slush/Standing water
on
Wet Snow
C
Dry Snow Icy
Wind Limitation
13mm
25.4mm 50.8mm
Do not T/O or Landing.
: - 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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.
14.1.2 TAIL- AND CROSSWIND RESTRICTIONS 01. Limitations
tia Y F 20 os or l C 19 fir op a -0 / y 206
When planning a flight, the tail- and crosswind limitations as published in the relevant FCOM’s shall be taken into account. Under marginal tail- or crosswind conditions the local circumstances, such as length and width of the runway, runway condition, surrounding obstacles, etc. should be duly taken into account. Attention is drawn to the fact that the required runway length increases rapidly with increasing tailwind. In applying crosswind limitation on takeoff and landing, the Pilot In Command shall use steady wind. For example: If surface wind is reported 20 knots gusting 25, the airplane may takeoff or landing if the crosswind limit stated in FCOM is 20 knots or less.
fid
en
For N-1 ferry flights and abnormal runway conditions, more stringent tail- and crosswind limitations are applicable, which are given in the relevant FCOM.
on
02. Determination of Tail- And Crosswind Components
C
Wind direction in meteorological charts and weather reports is always expressed in degrees true, whereas the runway direction on landing charts is given as degrees magnetic. Therefore the runway direction should be converted to degrees true (or the wind to degrees magnetic) when computing crosswind components. For reason of simplification, winds in reports from the tower are presented in degrees magnetic and can be used directly with the magnetic runway direction. 14.1.3 COLD WEATHER OPERATIONS / ICING CONDITIONS 14.1.3.1
GENERAL Cold weather operations require special and very careful flight preparation. Icing conditions shall occur when low temperature is accompanied by precipitation. It should be known that icing of the airplane is one of the most dangerous flight hazards The rate at which icing formation to accumulate on an airplane inflight depends mainly on temperature, quantity, and the size of super-cooled water-droplets suspended in the atmosphere.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS 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 welldeveloped 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Before takeoff, PIC shall take on to account: weather conditions, taxi times, hold over times, and other relevant factor.
Whenever the PIC is doubtful about the airplane’s icing condition, visual inspection of the wings shall be performed, and if require, return to the ramp.
on
fid
en
PIC shall bear in mind that the following factors can reduce the hold over time: Heavy precipitation High wind speed Jet blast Very low fuel temperature with full or nearly full fuel tanks.
C
Flight crewmember member shall assure that prior to each flight all safety critical items that are susceptible to icing condition are thoroughly inspected during crew walk around, including: Pitot/static ports; Free movement of flight control surfaces (as applicable); Presence of frost, snow or ice on critical surfaces; Aircraft structural integrity (damage).
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 Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS snow may reasonably be expected to adhere to the aircraft, unless Garuda Indonesia has an approved ground deicing/anti-icing program in its operations specifications and unless the dispatch, release, and takeoff comply with that program. d. When the use of De-icing/Anti-Icing is likely to occur, see procedures in OM-A Chapter 10.9. The hold over time table shall readily accessible to flight crewmember. The aircraft shall not commence takeoff unless the critical surfaces are clear of any deposits which might adversely affect the performance and/or controllability of the aircraft, and: In freezing rain and freezing drizzle unless adequate ice protection can be provided by anti-ice fluid; During heavy fall of wet snow (temperature around 0ºC); If snow, ice or frost has gathered on the airplane, when the runway braking action is reported “ poor “ (braking coefficient less than 0.25)
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1.4 THUNDERSTORM Thunderstorms are associated with a number of phenomena, which justify the advice to avoid such areas by a considerable margin. Hazards associated with thunderstorms are Gust, Turbulence, Lightning Strike, Static Discharge and Hail.
en
When operation near or in a thunderstorm cannot be avoided, follow instructions for operations in turbulence in OM-A Chapter 16.
fid
a. Gust
C
on
A gust is a sudden and short-lived increase in wind speed. It may affect airplane attitude during flight, and under extreme conditions may damage airplane parts or structure. 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).
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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
Moderate
tia Y F 20 os or l C 19 fir op a -0 / y 206
Slights discomfort. Moderate changes in airplane attitude and/or altitude accompanied by small variations in airspeed, walking is difficult, loose object move around. Severe
en
Extreme
C
on
fid
Abrupt changes in airplane attitude and/or altitude. The airplane may be out of control for short period accompanied by large variations in airspeed. Occupants are forced violently against seat belts. Loose objects are tossed around. Turbulence in which the airplane is violently tossed about and is practically impossible to control, and may cause structural damage. Report as Extreme Turbulence. b. Turbulence may be related to the following types: Convective, Orographic, CAT and Wake Turbulence.
Convective turbulence: Caused by thermal instability and is met in connection with the development of any thunderstorm activities. It can cause extreme air motion with vertical speed up to 6000 feet/min. Severe turbulence is encountered mostly in connection with thunderstorm activity.
Oro-graphic turbulence: Mountain waves at the lee side of a mountain may cause severe turbulence called orographic turbulence. Typical signs are lenticular, rotor clouds and clouds with “water-fall” appearance. The strongest turbulence may be found in rotor clouds.
Clear Air turbulence (CAT): large wind shears with rapid changes of wind direction horizontally and/or vertically. This type of turbulence is particularly significant since its presence cannot be detected before it is encountered.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 9
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
Wake turbulence:
fid
Aircraft location; Time of occurrence in UTC; Turbulence intensity; Whether turbulence occurred in or near clouds; Airplane altitude / flight level; Type of airplane; Duration of turbulence.
en
C
on
Wake turbulence is generated by a pressure exchange between the lower and upper surface of the wing. The pressure exchange causes counter rotating vortices trailing from the outer wingtips (Vortex). 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
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 10
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
c. Wake Turbulence Separations (Radar Separations) and encounter avoidance On the same runway
Parallel runway
Leading Airplane
Following Separation Airplane
J
J
*
H
6 Nm
M
7 Nm
L
8 Nm
H
4 Nm
M
5 Nm
L
6 Nm
H
3 Nm
M
3 Nm
L
4 Nm
H
3 Nm
M
3 Nm
L
3 Nm
H
M
L
When airport use parallel runway, both may at the same time be used for landing traffic. When runways are less than 760 m apart and crosswind not exceeding 10 knots, the possibility exist that the wake vortices generated by an airplane using the up-wind runway is drifting across to the down-wind runway. Flight crewmember shall alert to this form of wake vortex propagations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
en
*When a wake turbulence restriction is not required then separation reverts to radar separation minimum as prescribed by the appropriate ATS authority.
When no radar separations available and approaches are separated by time 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.
C
on
Do not misinterpret wake turbulence separations with aircraft separations due to ATS requirements (FRG 4.6.8)
14.1.6 VOLCANIC ASH CLOUDS Flying through an ash clouds shall be avoided by all means because of extreme hazards for the engines and airplane. Volcanic ash can extend for several hundred miles away, and eruptions may send ash plumes up to 40.000 feet. Neither volcanic dust nor ash clouds can be detected by the weather radar. If an airplane enters an ash cloud the flight crewmember can expect: - Smoke, Dust or acrid odors similar to electric spark in the cockpit; - In darkness, heavy static discharges (St. Elmo’s fire) around windshield or engine inlets; - Engine surge, overheat or even engine failure; - Unreliable airspeed, Pressurization and / or electrical system degradation.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 11
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
For detail procedure see FCOM for specific type of aircraft. 14.1.7 HOT WEATHER CONDITIONS Airplane operations in (extremely) high temperature conditions presents problem of a different nature than those associated with cold weather. High ground temperature has important effects on passengers and crew comfort and generally decrease aircraft performance. Ground Preparations - Keep airplane interior as cool as possible; unnecessary door closed, all gasper outlets open. - Reduce heat generation in the cockpit; windshield air, foot vents and other air outlet shall be left open. Excess heat is affecting all electronic and computer equipment. - When external cooling required, the supply shall be plugged in immediately after engine shut down, and should not be removed until just prior to engine start.
Taxi Out - 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. - Care for residual brake energy indications.
Takeoff - High temperature, temperature inversion, combined with short runway or high elevations inflict performance penalties which must be taken in to account. Consider to use alternate takeoff procedures (No Packs Takeoff, improve climb performance, etc.) - Observe fuel temperature limitations. - 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1.8 TROPICAL CYCLONS Tropical Cyclone (TC) known as hurricane or typhoons is associated with extremely strong winds, severe turbulence, CBs and very heavy precipitations. Although most Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 12
OM – A
14. ALL WEATHER OPERATIONS 14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. If the alternate is situated in the area where the TC has passed, airport operations may be affected by possible damage. It is advisable to select alternate well outside the affected area. END OF 14.1
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 13
OM – A
14. ALL WEATHER OPERATIONS
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
14.1 ADVERSE WEATHER/HAZARDOUS ATOSPHERIC CONDITIONS
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 14
OM – A
15. INCAPACITATION OF CREWMEMBER TABLE OF CONTENT
CHAPTER 15 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
15. INCAPACITATION OF CREWMEMBER 15.1 INTRODUCTION
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.)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 15.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.1 INTRODUCTION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
15. INCAPACITATION OF CREWMEMBER 15.2 TYPES OF INCAPACITATION
15.2
TYPES OF INCAPACITATION (a) Obvious incapacitation; Means total functional failure and loss of capabilities. In general will be easily detectable and of prolonged occurrence. Among possible causes are heart disorders severe brain disorders, internal bleeding, food poisoning, etc. (b) Subtle incapacitation; Is a more significant operational hazard, because it is difficult to detect and the effect can range from partial loss of function to complete unconsciousness. Among the possible causes might be minor brain seizures, hypoglycemia (low blood sugar), other various medical disorders, extreme fatigue or preoccupation with personal problems. Because a flight crewmember may not be aware of, or capable of rationally evaluating his/her situation, this type of incapacitation is the more dangerous. Causes and effects Incapacitation may range from minor cases of physiological upsets associated with inter-current mild disease or mental stress which may result in reduced levels of judgment or physical coordination up to a complete collapse.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Things that can cause mild incapacitation: Body pain such as toothache, headache, gastroenteritis, delayed effects of alcohol, drug or medications, common disorder (i.e. cold). Heart trouble, an acute infection thrombosis, epilepsy, hypo-glycerin (extremely low level sugar) and others belong to the more serious causes of a sudden collapse. END OF 15.2
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.2 TYPES OF INCAPACITATION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
15. INCAPACITATION OF CREWMEMBER 15.3 RECOGNITION OF INCAPACITATION
15.3
RECOGNITION OF INCAPACITATION Early recognition of incapacity is very important. A silent collapse shall hardly be detected during normal cruise phase, as communications may sometimes decline to minimum. This requires that all crewmembers monitor each other very closely. “Closely” means observing other crewmember for any “abnormal” reaction, action and/or behavior. One good method is to use the term “two communication rule”, meaning that one crewmember’s comment must be answered by the other. If for instance the pilot monitoring report the airplane is being to the left of track, it is essential that the pilot flying not only correct this problem, but confirm verbally. If a crewmember does not answer any question or checklist item in normal way, there is reason to believe that there may be the beginning of a subtle incapacitation. At the worst, he/she may simply have fallen asleep.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Other symptoms of the beginning of an incapacitation are: Incoherent speech; Strange behavior; Irregular breathing; Pale fixed facial expression; Jerky motions that are either delayed or to rapid.
C
on
fid
en
If any of these are present, incapacitation must be suspected and action taken to check the state of a crewmember. END OF 15.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.3 RECOGNITION OF INCAPACITATION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
15. INCAPACITATION OF CREWMEMBER 15.4 ACTION TO BE TAKEN WHEN PILOT INCAPACITATION
OM – A
ACTION TO BE TAKEN WHEN PILOT INCAPACITATE First Step Take over control by announcing “I Have Control”, engage autopilot. Aviate, Navigate and Communicate; Declare emergency either Distress or Urgency whichever is applicable; Summon Flight Attendant(s) immediately for assistance; The objective is not to interfere with the pilot duties performance that might endanger to safety of the flight. Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. This may include involving FA to restrain the incapacitated pilot.(e.g. have the incapacitated pilot seat pulled back, reclined, shoulder harness fastened and locked (OM-B2 Ch 10.10.1); If above action might interfere or endanger to the safety of the flight, have the incapacitated crewmember removed from his seat. In any case his seat shall be moved fully back to prevent obstruction of flight controls, switches, levers, etc. Assistance of other crewmember might be required; If necessary, reset COMM and NAV to remaining pilot side. 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. Check if a type qualified company pilot is on board to replace the incapacitated crewmember; 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.
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
15.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
15. INCAPACITATION OF CREWMEMBER
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.4 ACTION TO BE TAKEN WHEN PILOT INCAPACITATION
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
15. INCAPACITATION OF CREWMEMBER 15.5 ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATION
OM – A
ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATE First Step One FA report to cockpit crew using cabin – cockpit communication protocol. PIC declare URGENCY or EMERGENCY whichever is applicable; Have the incapacitated crewmember seated with recline position. Assistance of other crewmember or passengers might be required.
Second Step
Third Step 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 airplane and to the ambulance as quickly as possible. Complete the air safety reporting and other required form. Arrange for the parking of the aircraft.
C
on
fid
en
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.5
END OF 15.5
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
15. INCAPACITATION OF CREWMEMBER
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
15.5 ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATION
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.5.4 FUELING WITH PASSENGERS ARE EMBARKING, ON BOARD OR DISEMBARKING ........................................................................................... 2 16.5.5 USE OF SEAT BELTS FOR PASSENGER AND FLIGHT ATTENDANT ....... 4 CHILD RESTRAIN SYSTEM ..................................................................................... 1
16.7
RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT 1
16.8
FLIGHT DECK DOOR ............................................................................................... 1
16.9
CARRIAGE OF TRAVEL SLEEPING DEVICE .......................................................... 1
C
on
fid
en
16.6
Operation Manual Part A – 1st Edition 01 Mar 2018
■
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT 16.1 GENERAL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
This means that all flight attendants shall, in the critical phases during taxiing and prior to takeoff / landing, concentrate on their designated task of securing the cabin and shall, if necessary firmly and politely refuse service request by the passengers.
C
on
fid
en
The flight attendants shall in this flight phase’s refrain from distracting the flight crewmembers from concentration on their duties (unless safety requires such distractions), and shall assist the flight crewmember, in due time the “CABIN READY” or the “CABIN NOT READY“ report. END OF 16.1
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.2 COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FA
OM – A
16.2
COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FLIGHT ATTENDANT A combined crew briefings for Flight Crewmember and flight attendant shall be conducted by the pilot in command prior to flight duty at least once on the first flight of the day. The PIC shall inform the particulars: known deficiencies of cabin / safety equipment, special passengers / load, expected meteorological conditions, etc., and events pertinent to the operations of the flight. When a tour of duty for the whole crew start at home base, the PIC or FA-1 should verify that the flight attendant is proficient in and familiar with the relevant emergency items and procedures.
END OF 16.2
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The Pilot In Command or by delegation of the PIC, FA-1 concludes the FA briefing by allotting to each individual FA regarding the emergency station (tasks the crew member is to perform on board and the station he/she is to occupy prior to/during/after takeoff and landing).
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.2 COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FA
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
16.3
FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING Before each departure from home base and outstation where aircraft change and/or a change in-flight attendant composition exist, a flight safety and security briefing shall be given by FA-1. The FA briefing should include, but not be limited to: -
assignment of takeoff/landing positions; review of emergency equipment; passengers requiring special attention; the silent review process (The silent review process is the self-review of individual actions in the event of emergencies); review of applicable emergencies; security or service-related topics that may impact on passenger or crew safety; and any additional information pertinent to safety issue/company safety issue, including review of new procedures, equipment and systems as applicable.
The flight attendant shall check the emergency equipment and conditions by using the cabin pre-flight checklist. The cabin preflight check shall be performed:
-
As soon as the flight attendants are aboard prior the first journey or after aircraft changes, or When the aircraft has been left unattended by flight attendants for any period of time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
-
fid
en
Deficiency of flight safety equipment must be reported to cockpit crew via FA-1, to be written in the Aircraft Maintenance Log for rectifications.
C
on
16.3.1 CABIN READY REPORT With respect to security reasons, the reporting shall be done via interphone. Refer to OM-B2 for alternative means when interphone is unable. CABIN READY covers the following preparations:
DOORS ..........................................
closed and free of obstacles
SLIDES ...........................................
armed / automatic
INFANT LIFE-VEST.......................
distributed
PASSENGER .................................
briefed.
CABIN PREPARATIONS ...............
completed (see OM-A Chapter 17).
Normally the above items must be completed within approximately 5 minutes after the last passenger doors closed, but can be prolonged until prior to takeoff, at the latest. If the cabin has not reported ready, whilst takeoff is imminent the PIC should call FA-1 for further coordination.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
16.3.2 EMERGENCY EQUIPMENT (a) Life Vests When conducting overwater operation, all Garuda Indonesia’s flight shall equipped with minimum of one life jacket or equivalent individual floatation device for each person on board which accessible from individual seating positions. The number of infant life vests that must be on board the aircraft is equal to total infant accepted on board on each aircraft type (see OM-B2 Chapter 7). For demonstration purpose, a number of life vests without CO2 cartridges are on board. Note: Number and location of Life Vests are described in FCOM/OM-B2 Chapter 7. (b) Rafts/Dinghies There are two types of raft in Garuda’s aircraft:
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 to carry all passengers when making emergency landing on water. The life raft shall not be removed from airplane unless for maintenance inspections. Refer to FCOM/OM-B2 for locations and specifications.
on
2) Life Raft
fid
en
The raft shall be equipped with survival equipment, including pyrotechnic distress signal device.
C
For a flight over routes on which the airplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 KM (400 NM), whichever lesser, sufficient number of life raft including pyrotechnic distress signal device to accommodate all passengers in case of ditching shall be carried. (c) Escape Slide Except for ATR72-600 and CRJ1000, all Garuda Indonesia aircraft types are equipped with the passenger emergency evacuation devices (escape slides / slide raft) located on each door exits with automatic operation and manual deployment as back up. The emergency evacuation devices that deploys automatically must be armed during taxi, takeoff and landing. Some of this emergency evacuation devices can be used as flotation device only, which in details can be seen in FCOM/OM-B2 Chapter 7. (d) ULD (Underwater locating Device) For all flight used over routes on which the airplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 km (400 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
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. (e) Survival Equipment In each life raft or slide/raft an emergency pack is carried which contains tools and equipment generally needed to affect survival, including the pyrotechnic distress signal device. (f) Emergency Locator Transmitter (ELT)
All aircraft shall be equipped with one automatic ELT or two ELT’s of any type that operate on 121.5 MHz and 406 MHz simultaneously. For aircraft that individual Certificate of Air worthiness first issued after 01 July 2008 shall be equipped with a minimum of two ELT’s that operate on 121.5 MHz and 406 MHz simultaneously, one of which shall be automatic. Notwithstanding the above requirement, all aircraft shall be equipped with a minimum of one automatic ELT that operates 121.5 MHz and 406 MHz simultaneously.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(g) Crew Protective Breathing Equipment (PBE)
(h) Medical Supplies
on
fid
en
The legal requirement for protective breathing equipment is fulfilled with at least 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 and instructions.
C
All Garuda aircrafts are provided with Medical Supplies comprising sufficient numbers of First Aid Kits and Emergency Medical Kits. First Aid Kit (FAK) The minimum number of First Aid Kit for passenger aircraft shall not less than:
No of Passenger Seat No of First Aid Kit 0 - 50 1 51 - 150 2 151 - 250 3 More than 250 4 The First Aid Kits shall be distributed as evenly as practicable throughout the passenger cabin. The First Aid Kits should be readily accessible to flight attendant, and in view of the possible use of medical supplies outside the aircraft in an emergency situations, should be located near an exit.
Emergency Medical Kit (EMK)
An Emergency Medical Kit for the use of a doctor, or qualified persons in treating inflight medical emergencies. One Emergency Medical Kit shall be in every aircraft. Operation Manual Part A – 1st Edition
02 Jan 2019
▲
Page 3
16. CABIN SAFETY REQUIREMENT 16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING
OM – A
Emergency Medical Kit should be stored in an appropriate secure location.
Universal Precaution Kit (UPK) A Universal Precaution Kit in the aircraft for the use of Flight Attendant in managing incidents of ill health associated with a case of suspected communicable disease and in the case of illness involving contact with body fluids. One Universal Precaution Kits shall be carried for use by flight attendant in managing: a. Episodes of ill health associated with a case of suspected communicable disease; b. Cases of illness involving contact with body fluids. Note: additional kit(s) should be carried at times of increased public health risk (e.g. an outbreak of a serious communicable disease with pandemic potential).
(i) Portable Fire Extinguisher
tia Y F 20 os or l C 19 fir op a -0 / y 206
Number and location of First Aid Kit, Emergency Medical Kit and Universal Precaution Kit are described in FCOM or OM-B2 chapter 7.
Each aircraft is provided with sufficient number of Portable Fire Extinguisher. The Portable Fire Extinguisher is a Halon type of which, when discharged will minimize the hazard of toxic gas concentration.
fid
en
Number and location of Portable Fire Extinguishers are described in FCOM or OMB2 chapter 7.
on
(j) Crash Axe
C
All aircraft shall be equipped with at least one crash axe or crow bar located in the flight deck. (k) Portable Battery Megaphone
All aircraft shall be equipped with portable battery megaphone as follows:
Aircraft with maximum seating configuration of more than 60 and less than 100: Minimum one megaphone; Aircraft with a maximum seating configuration of more than 100 shall be equipped with two megaphones.
Each megaphone shall be readily accessible for use by crewmembers during an emergency evacuation. Number and location of Portable Battery Megaphone are described in FCOM or OM-B2 chapter 7. (l) Flashlight All Aircrafts shall be equipped with a flashlight (torch) at each crewmember station. END OF 16.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
16. CABIN SAFETY REQUIREMENT 16.4 FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING
OM – A
16.4
FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING Detailed instructions for each type of aircraft seat locations are found in the respective type FCOM. In general these instructions come to the following seating arrangements:
During each takeoff and landing, crew seats or vacant passenger seats near the doors or vacant passenger seats next to or near over wing emergency exists should be occupied. One flight attendant must be seated within reach the cabin attendant’s panel. At least one flight attendant in each cabin compartment must be so seated that he/she can keep a watch on the passengers.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.4
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
16. CABIN SAFETY REQUIREMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.4 FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
16.5
FLIGHT CREWMEMBER PROCEDURES
AND
FLIGHT
ATTENDANT
INFLIGHT
SAFETY
16.5.1 URGENT INFORMATION Flight Attendants must immediately inform FA-1 whenever smoke, fire unusual sounds or other abnormal situations are observed. FA-1 must contact the cockpit crew verbally or via interphone according table below: -
During Taxi, climb, cruise or descend Takeoff
-
Rejected Takeoff
-
Go-around Final approach and landing
Inform
Immediately As soon as aircraft is airborne. After command: “Flight Attendant and Passengers remain seated” As soon as aircraft level off As soon as aircraft left the landing runway
16.5.2 SMOKING ON BOARD
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda apply a non-smoking policy on all flights in the Cabin and/or in the Cockpit either in the ground and/or inflight. These No Smoking policy is applied to all types of cigarettes, either conventional or electronic.
fid
en
No person may tamper with, disable, or destroy any smoke detector installed in any airplane lavatory.
on
16.5.3 GROUND STOP WITH PASSENGER ON BOARD (TRANSIT)
C
When passengers are onboard during transit, the safety precaution shall be complied: (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.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
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.
(c) Exits: See OM-A Chapter 16.5.4 below PASSENGERS
ARE
EMBARKING,
ON
BOARD
OR
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.5.4 FUELING WITH DISEMBARKING
Fueling an aircraft with passengers is embarking, on board or disembarking is allowed provided:
en
fid
on
It is not prohibited by local regulation. At least one cockpit crew shall standby in the cockpit with interphone contact ready to communicate with ground engineer. Provides notification to the flight crewmember onboard the aircraft when fueling is about to begin and has been completed; The SEATBELT sign is OFF. PIC brief the Flight Attendants, and shall ensure that the following crewmembers are on board: FA-1 or appointed duty FA. One Flight Attendant in the neighborhood of each of the specified exits. When situation arises which endangers the safety of the occupants, the FA-1 shall initiate a rapid disembarkation via stairs or aviobridge or air stair. An evacuation via all usable exits shall be considered only in case of fire.
C
The main passenger entrance door must remain open with ramp or Jet-way in place. All other doors should remain closed, with mode selector to “MANUAL”. One FA station at each pair of cross aisle exits. One main exit aft of the wing should remain closed with the mode selector set to “ARMED” until completion of refueling. (See OM-B2 Chapter 2.1) Station Manager/Duty Officer: The Station Manager/Duty Officer shall ensure that boarding ramps, stairs or clear areas are made available. Technician: Whenever a situation arises which endangers the safety of the occupants, he will alert the crew directly or via interphone.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
Exits shall be available for disembarkation/evacuation during refueling with passenger on board: ATR72-600
B 737-800
B737-8*
CRJ1000
A330 -200/300
B777-300ER
Door 2L Door 1L, 2R Entry doors Fwd & Aft Entry doors Fwd & Aft Door 1L Door 1R Door 11 Door 21 Door 12 Door 22,13,23,24 Door 14 Door 1L Door 1R Door 2L Door 2R, 3L, 3R Door 4L, 4R, 5R Door 5L
Note:
Air Stair / Boarding Ramp Clear Area Forward Entry Door: Boarding Ramps or stairs Aft Entry Door: Clear area or stairs Forward Entry Door: Boarding Ramps or stairs Aft Entry Door: Clear area or stairs Stairs / Boarding ramps Clear Area Boarding Ramps or stairs Clear area Boarding Ramps or stairs Clear area Clear area or stairs Boarding ramps or stairs Clear area Boarding ramp or stairs or clear area Clear area Clear area Clear area or stairs
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
*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 embarking can only be done when catering service is completed and the area is clear.
C
on
fid
The primary escape route for passenger at the upper deck is via the main deck. Where a choice between ramp cq. Stairs and clear area is given normally a boarding ramp or stairs will be placed. Only in case of incidental shortage of equipment a clear area for slide deployment may replace a boarding ramp or stairs behind the wing. In this case, the crew will be informed before or upon arrival so that the FSM/FA-1 can brief the Flight Attendant concerned. Attention: i)
ii) iii) iv) v)
Evacuation areas on the ground beneath aircraft exit doors (not in use for aircraft servicing) are kept clear of obstructions; The clear area must measure 3 x 10 meters. No ground equipment may be placed in these areas. Where a boarding bridge is in use, an interior access path is maintained from the aircraft to the terminal; Where a boarding bridge is not in use, passenger steps are positioned at the aircraft door(s) normally used for boarding; Local regulations may necessitate deviations from the above exit arrangement. Tanking should in principle be done from the right hand side. The fuel truck should not be in the (dis)embarkation path.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 3
16. CABIN SAFETY REQUIREMENT 16.5 FLIGHT CREWMEMBER AND FA INFLIGHT SAFETY PROCEDURES
OM – A
16.5.5 USE OF SEAT BELTS FOR PASSENGER AND FLIGHT ATTENDANT (a) Taxi, Takeoff and Landing
The "Fasten Seat Belt" sign shall be turned on during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command. All passengers shall have their seat belts fastened during taxi, takeoff and landing. Flight Attendant guarding an exit shall have their seatbelt fastened when seated during taxi. Flight Attendant shall fasten their seat belt during takeoff and landing. Flight Attendant must check that all passengers have their seat belts fastened when the “Fasten Seat Belt” sign is on. When seat belt sign is on during cruise, Flight Attendant shall consult PIC whether they should be strapped down or not in connection to the amount of expected turbulence.
(b) Turbulence Conditions
tia Y F 20 os or l C 19 fir op a -0 / y 206
After each takeoff, immediately before or immediately after turning the seat belt sign off, an announcement shall be made that passengers should keep their seat belts fastened, while seated, even when the seat belt sign is off. When entering turbulence is expected, the “Fasten Seat Belt” sign shall be switched on, and if relevant information is available, inform FA-1. Light Turbulence - Flight attendant make announcement to passenger - If trolley stowage is not necessary, drink and meal service may be continued except hot drinks. - Flight Attendant shall check that all passengers have their seat belts fastened; infants are taken out of cradles. - Flight Attendant shall check that baggage and personal electronic devices can not cause injury due to the expected turbulence.
Moderate, Severe or Extreme Turbulence
C
on
fid
en
-
-
Flight crewmember announce: “FLIGHT ATTENDANTS AND PASSENGERS - RETURN TO YOUR SEATS AND FASTEN YOUR SEATBELTS IMMEDIATELY” Flight attendant make announcement to passenger Flight Attendants must: Stop serving immediately; Stow trolleys as quickly as possible and secure galley equipment; Place trays with soft drinks, coffee and tea-cans, etc. in empty trolley garage or on the floor; Instruct passengers to stow (PVS screen) and hand luggage, switch off and stow personal electronic devices, Return to their seat and fasten seat belt.
Flight crewmember shall fill Air Safety Report form when encountering significant turbulence inflight. END OF 16.5 Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
16. CABIN SAFETY REQUIREMENT 16.6 CHILD RESTRAIN SYSTEM
16.6
CHILD RESTRAIN SYSTEM The uses of child restraint system according, either prepared by Garuda Indonesia or furnished by the child’s parents is allowed provided the child holds a ticket for an approved seat. The restrain system must be properly secured to an approved forward facing seat, and the child must be properly secured in the restrain system, and, must not exceed the specified weight limit for the restrain system. The child is accompanied by a parent, guardian or attendant designated by the parent or guardian to care for the safety of the child during flight.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.6 CHILD RESTRAIN SYSTEM
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
16. CABIN SAFETY REQUIREMENT 16.7 RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT
OM – A
16.7
RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT All galley equipment and serving cart when not in use must be securely locked in its place. Crew baggage which is carried in a passenger or crew compartment must be securely located accordingly to prevent shifting damage to the structure during emergency landing condition.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.7
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.7 RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT 16.8 FLIGHT DECK DOOR
16.8
FLIGHT DECK DOOR All aircraft shall be equipped with reinforced flight deck door that meet the following requirements: 1. Resist forcible intrusion by unauthorized person and be capable of withstanding impacts meet standard required by authority. 2. Resist penetration by small arms fire and fragmentation devices to a level equivalent to level IIIa of the US National Institute of Justice Standard (NIJ) 0101.04 or its equivalent. 3. A means to monitor from the flight deck side of the door the area outside the flight deck door to identify persons requesting entry and to detect suspicious behavior and potential threats. 4. Capable of being locked and unlocked from either pilot station;
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 16.8
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.8 FLIGHT DECK DOOR
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
16. CABIN SAFETY REQUIREMENT 16.9 CARRIAGE OF TRAVEL SLEEPING DEVICE
CARRIAGE OF TRAVEL SLEEPING DEVICE Passenger may carry Travel Sleeping Device as carry-on baggage, with provision as follow:
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. Seat belt must be fastened while using the device.
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.9
C
on
fid
en
Below is example of Travel Sleeping Device allowed in Garuda Indonesia’s flight:
Bed Box
Inflatable Box
END OF 16.9
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
16. CABIN SAFETY REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
16.9 CARRIAGE OF TRAVEL SLEEPING DEVICE
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES TABLE OF CONTENT
OM – A 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.2.7 EMERGENCY SITUATION ............................................................................ 3
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES TABLE OF CONTENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.1 PASSENGER ANNOUNCEMENT POLICY
OM – A
17.1
PASSENGER ANNOUNCEMENT POLICY With due consideration of passenger service as described in OM-A Chapter 10.8, and in addition to the passenger briefing as depicted below, the pilot in command shall make passenger announcement regarding safety related matter, including turbulence, non-normal and emergency situations. The announcement may be delegated to FA-1 when a condition does not allow the pilot to perform, and only when there is no possibility of miss-information to passenger if the announcement is delegated to flight attendant.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 17.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.1 PASSENGER ANNOUNCEMENT POLICY
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.2 PASSENGER BRIEFING
OM – A 17.2
PASSENGER BRIEFING
17.2.1 PRIOR TO EMBARKATION At check in, passengers shall be briefed on which articles are prohibited to carry at their person, in their hand baggage or even in checked baggage (ref OM-A Chapter 10.4.3.2). Prior to boarding the passenger shall be briefed on the “NO SMOKING” requirements and on all provisions relevant to their safety before and during embarkation. 17.2.2 PRIOR TO FIRST AIRCRAFT MOVEMENT Communication and coordination between the flight crewmember and the flight attendant shall be conducted to ensure a combined and coordinated process in addressing cabin readiness prior to first aircraft movement, takeoff and landing. These procedures are out lined in OM-B2 Chapter 2.3.
en
fid
on
Observation of the “ NO SMOKING “ signs which have remained switched on, the airplane being on the ground, prohibition of smoking during flight; Backs of the seat in the upright position and tray tables are stowed; Location of the emergency exits; Location and use of floor proximity escape path markings; Stowage of hand baggage; Ban of the operation of any portable electronic device that can adversely affect the performance of the airplane’s system; Location and contents of the safety briefing cards;
C
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.2.3 PRIOR TO TAKEOFF When airplane’s doors have been closed and armed, a designated FA shall brief the passengers orally on the following provisions:
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: Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.2 PASSENGER BRIEFING
OM – A
1. An oral briefing to passenger regarding the location and operation of life preservers, life rafts, and other floatation means, including demonstration of the method of donning and inflating a life preservers shall be made by appropriate crew member at least before entering the over water part of the flight. 2. But when taking off or landing at airports where the takeoff or landing path is directly heading over water that in the event of mishap, ditching is likely to occur, the briefing shall be made before takeoff. 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
17.2.4 CLIMB AND CRUISE
fid
en
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 been advised as to the most appropriate manner of assisting the person so as to prevent pain and further injury.
C
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 shall be advised to keep the seatbelt fastened when seated, despite the “FASTEN SEAT BELT” sign has been switched off. 17.2.5 PRIOR TO LANDING The “FASTEN SEAT BELT“ sign shall be switched on in due time prior to landing in order to brief the passengers to occupy their seats, so enabling the FA to properly secure the cabin without disturbance. The designated FA shall verbally brief the passengers:
On the imminence of approach and landing; On the requirement of observing the “NO SMOKING” sign. On the requirement of observing the “ FASTEN SEAT BELT “ sign and re-fasten the seat belt, to stow the tray tables, to adjust the seat to the up-right position and to re-stow hand baggage in its proper location. On the restriction on the use of portable electronic devices.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES 17.2 PASSENGER BRIEFING
OM – A
17.2.6 AFTER LANDING The passenger shall be reminded either orally or by illuminated signs about observing the smoking ban, keeping safety belts fastened until the airplane has come to a full stop and the engines have been turned off. 17.2.7 EMERGENCY SITUATION In an emergency, passenger shall be instructed in such emergency action as appropriate to the circumstances. The emergency evacuation procedure and demonstration as carried out in accordance with CASR 121 are described in OM-B2.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 17.2
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES
tia Y F 20 os or l C 19 fir op a -0 / y 206
17.2 PASSENGER BRIEFING
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS TABLE OF CONTENT
OM – A CHAPTER 18
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS TABLE OF CONTENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.1 GENERAL
OM – A 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.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18. 1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.1 GENERAL
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.2 MINIMUM EQUIPMENT LIST
OM – A 18.2
MINIMUM EQUIPMENT LIST (MEL) The Minimum Equipment List (MEL) is a manual consist of:
Minimum Equipment List as required by CASR (MEL); An Operating Procedure, when MEL item calls for flight crew actions (OP); Maintenance Procedure, when MEL item calls for maintenance personnel actions (M); Configuration Deviation List covering configuration deficiency externally (CDL), except for A330-200/300 and ATR 72-600;
MEL is guidance for dispatching the aircraft in such condition with inoperative instrument or equipment within acceptable safety level is maintained by appropriate design redundancies, procedures and limitations. The MEL is compiled in assisting PIC and licensed Aircraft Maintenance on duty in deciding whether to dispatch or not, an aircraft with an inoperative system, missing item or part, for the aircraft to be dispatched within the allowable standard airworthiness requirements.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The MEL shall not deviate from the Aircraft Flight Manual limitations, Emergency Procedures, or Airworthiness Directives, and all equipment related to the airworthiness and the operating regulations of the aircraft not listed in MEL must be operative. It does not include components which are obviously required, so as component of minor significant which are obviously not required. The aircraft shall not depart with the defect that has not been processed in accordance with the MEL.
on
fid
en
The dispatch directive in the MEL is applicable until commencement of the takeoff run. If dispatch within the limitations of the MEL is not possible consult Maintenance Control Center or Chief Pilot where specific assessment will be performed to obtained dispatch authorization for conditions, limitations and procedures.
C
System numbers are based on the Air Transport Association (ATA), where specification number 100 and items are numbered sequentially. For details in how to use the MEL layout, refer to related aircraft type MEL. MEL is an integral part of Aircraft Operation Manual and will be approved by Directorate General of Civil Aviation as legal basis for dispatch. END OF 18.2
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.2 MINIMUM EQUIPMENT LIST
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.3 ATTENTION TO FLIGHT CREWMEMBER
OM – A
18.3
ATTENTION TO FLIGHT CREWMEMBER
The flight crewmember has the authority to reject an aircraft if, prior to each flight, the PIC is dissatisfied with any aspect of airworthiness and maintenance. The Pilot in Command shall make careful evaluation of all operational consequences for the whole route to be operated. The evaluation shall ensure that unacceptable reduction of aircraft performance or operational safety level is avoided. Crew workload shall be considered, hence necessitates good coordination with maintenance personnel. Ensure through crew briefing that each crew member is aware to the non-standard condition. When referenced to MEL for the continuation of the flight, the PIC shall assure that no maintenance handling (M) is written in the required action column.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.3 ATTENTION TO FLIGHT CREWMEMBER
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.4 ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER
OM – A
18.4
ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER Dispatch with an inoperative item or missing part shall not be considered if repair or replacement can be made within the available time. The source of the failure must be known. The inoperative system shall be isolated that it cannot adversely affect other system or indicative isolation may require deactivation of applicable CB, disconnection or removal. Provision of INOP placard. The INOP placard shall be affixed to or near the instrument, warning light, pulled CB, control switch or lever to indicate that the relevant part is inoperative and must not be used. If INOP marking cannot be considered self-explanatory, a notation to which component is affected should be made accordingly. Consider taking spares on board if the aircraft is operated through station where no such spares are available in order to affect a repair en-route when circumstances permitted. Make AML entry and transfer to the HIL.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18.4
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.4 ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS 18.5 COORDINATION
OM – A 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.)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 18.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
tia Y F 20 os or l C 19 fir op a -0 / y 206
18.5 COORDINATION
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
19. SPECIAL FLIGHT TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
19.2.3 PROVING FLIGHT......................................................................................... 4
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
19. SPECIAL FLIGHT
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
19. SPECIAL FLIGHT 19.1 REVENUE NON SCHEDULED FLIGHT
19.1
REVENUE NON SCHEDULED FLIGHT
19.1.1 GENERAL Garuda Indonesia as Flag and Domestic carrier is authorized to conduct nonscheduled flight under the provision of ACL A30. The Over flying and landing permits, necessary for the execution of the flight will be applied for and on behalf of Garuda Indonesia. Non scheduled flights consist of: VVIP Flight Hajj Flight Charter Flight (include Joy Flight) Extra Flight (include Charity Flight) Positioning/Delivery/Re-delivery Flight. Rights and obligations of the chartering company (or individuals) and Garuda Indonesia in the case of charter or wet lease (hajj) are laid down in the agreement signed by both parties. This is normally contained in the standard Garuda Indonesia contract.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When group leader is involved, the PIC is requested to contact him either through the ground staff or the cabin attendants for the purpose of establishing liaison. If practicable, this should be done before the flight, otherwise at an early stage of the flight. Deal all problems related to that particular group through the group leader.
on
(a) VVIP Flight
fid
en
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 personnel at en-route or terminal stations.
C
A flight normally used to transport the President and/or the Vice President of the Republic of Indonesia. Special procedures are enforced. (b) Hajj Flight
The flights conducted during the Hajj season to transport Hajj Pilgrim during a period of three months every year. The hajj flight using Garuda operated aircraft or wet lease aircraft. (c) Charter Flight A charter flight is a flight whereby the total useful capacity of the aircraft i.e. saleable seats and space, is allocated for the chartering party. In case the chartering party wishes to make alterations in the schedule of an agreed charter, the crew or Garuda Indonesia personnel concerned can only comply with such requests upon receipt of explicit approval from Garuda Indonesia. Unless otherwise agreed, Garuda Indonesia shall have allocated space of the chartered aircraft not used by the chartering party. No revenue loads whatsoever (except aircraft spare parts) may be carried to or from a station where a permit for a technical landing only has been granted.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
19. SPECIAL FLIGHT 19.1 REVENUE NON SCHEDULED FLIGHT
(d) Extra Flight Flights normally conducted during the certain period of time to increase seat capacity to accommodate customer demands. (e) Positioning/Delivery/Re-delivery Flight Flight conducted for the purpose of transferring the aircraft from a station (to another) without carrying passenger or fly-in (new /leased aircraft) or returning (leased) aircraft. 19.1.2 FUEL CARNETS A fuel carnet is an international form on which fuel and oil can be obtained on credit. It is only used when landings are intended at airports not normally included in the Garuda Indonesia network.
tia Y F 20 os or l C 19 fir op a -0 / y 206
19.1.3 WEATHER MINIMA Normal Garuda Indonesia destination, alternate and en-route alternate minima are applied for all non-scheduled flights.
C
on
fid
en
19.1.4 ROUTE AND AIRPORT QUALIFICATION The route and airport qualification in accordance with OM-A Chapter 6.5.4 also applies for non-scheduled destinations. END OF 19.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT
19.2
NON-REVENUE FLIGHT
19.2.1 TEST FLIGHT 01. GENERAL CASR 91 sub part E and CASR 43 regulate that a test flight should be carried out after aircraft undergone maintenance, preventive maintenance, rebuilding, or alteration in a manner that may have appreciably change airplane flight characteristics or substantially affected its operation inflight. Engineering and Maintenance personnel who are required as part of their duties, must be present in the aircraft during the test flight. A satisfactory ground acceptance is required prior to the test flight. Ground Acceptance is a procedure of Pre-Test Flight, in order to perform ground technical function & to fulfill operational test to be done. Ground Acceptance can be done in two ways: a. Ground Acceptance requires Flight Crewmember, or b. Ground Acceptance with No Flight Crewmember. (It requires Technical Accomplishment List for Flight Crewmember).
en
02. TEST FLIGHT CATEGORY
on C
Category B
03. PROCEDURES
Test flight that is performed after major overhaul check, for airplane performance test. Test flight is performed for other than checks in category A.
fid
Category A
tia Y F 20 os or l C 19 fir op a -0 / y 206
A test flight is not required if prior to flight, ground test, inspection, or both show conclusively that the maintenance, rebuilding, or alteration has not appreciably changed the flight characteristics or substantially affected the flight operation of the airplane.
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.
04. TEST FLIGHT CREWMEMBER The Flight crewmembers for test flight are set up in accordance with the test flight category:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT PIC must be at least CCP FO may be at least one of the following, in priority order: CCP, FIA , FIS or GI. PIC must be at least FIA FO may be a regular FO The FO shall have ample experienced on the A/C type concerned.
Category A
Category B
Note: FA may be on board for entertainment and service system function check as required. 05. CATEGORIZATION DIRECTIVES No
SUBJECT
REMARK
CAT
OVERHAUL
Beside the functional test flight, some tests are also required in accordance with the work done on particular aircraft system or structure
2
STRUCTURE
Performance test in relation with the structure repair or modifications
A
3
VERTICAL & HORIZONTAL STABILIZER
Replacement or removal / installation of: - Vertical stabilizer, or - Horizontal stabilizer, either one or both
A
Replacement or removal / installation of one or & more of the following flight control surfaces: - Aileron, Rudder, Elevator, Stabilizer. - Flap, Slat, Spoiler/Lift Dumper.
A
6** 7
C
5
A
en
fid
CONTROL SURFACE FLAPS
on
4*
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
AIRPLANE COMPONENT
Installation or replacement with a new type of component in the airplane, which may affect flight performance or characteristics.
A
ON GROUND
By any reason the aircraft has been on the ground for more than 30 days
B
- Vibration or other condition affecting airworthiness (causes not revealed through test on ground) - Through affecting airworthiness has been eliminated, but result of action taken cannot be check without a test flight. - On request or ascertainment by any special cases, i.e. —airplane system check, airborne equipment check, etc.
B
REQUIREMENTS
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 2
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT No
SUBJECT
8 ***
PRE/REDELIVERY TEST FLIGHT
REMARK -
Before delivering to Garuda or returning the aircraft/s to the owner Demonstration Flight
CAT B
06. CREW SCHEDULING
tia Y F 20 os or l C 19 fir op a -0 / y 206
9 VVIP - On request or ascertainment by any B special cases. *** Note: (According to OM-A Chapter 19.2-01) 5* Test Flight is not required when, at the end of the task detailed in AMM, pass series of ground tests that ensure the system operate as per design. Operational Ground Acceptance required. 7** Test Flight is not required if Maintenance Prolonged Ground Inspection has been carried out. Operational Ground Acceptance required. 10*** The PIC may be CCP or FIA assigned by Chief Pilot.
Over haul / D- Check, it takes about 35 days.
Flight Crewmembers should be informed within 7 days before commencing Test Flight.
en
Engine replacement and aircraft performance Test Flight;
fid
Flight Crewmembers will be informed within 2 days before commencing test Flight.
C
on
Information will be sent to VP Flight Operations (JKTOFGA) for the purpose of scheduling The Flight Crewmembers and to VP Operation Planning and Control (JKTOGGA) for the purpose of Flight Approval. 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.
07. PERSONNEL ON BOARD Apart from Flight Crewmember, only officially designated person directly concerned with the execution of test flight may be on board. 08. DEVIATION FROM RULE Any deviation from this standard test flight rule may only be done upon VP Flight Operations approval.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 3
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT
19.2.2 TECHNICAL FERRY FLIGHT 01. INTRODUCTION A technical ferry flight is a flight, made to transfer an aircraft with a serious technical deficiency to home base or station where repairs can be made. Reason for a technical ferry flight can be an inoperative engine - on three or four engine aircraft - or another discrepancy that make the aircraft unfit for commercial operation. 02. PERMISSION TO FERRY For the execution of a technical ferry flight, Garuda Indonesia has been granted a special flight permit with continuous authorization as laid down in ACL D84. Movement Control (OGM), after a preliminary check on necessity and feasibility of the ferry, will act as coordinator between Flight Operations, Technical Department and ferry Crew. 03. CREW COMPLEMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
Technical ferry flight shall be executed by at least the minimum cockpit crew, depending on availability in the order as indicated below: CCP FIA/ FIS Pilot assigned by Chief Pilot
en
Note: For an N-1 ferry, The Pilot shall be Qualified as such.
on
fid
Apart from the assigned cockpit crew members, generally no cabin personnel or other persons should be on board a technical ferry flight, except as indicated in OM-A 5.4-02 Standard Crew Complements.
C
When the Captain has the impression that leaving the originally scheduled flight attendant behind might be over restrictive for a particular case, exemption may be requested from chief pilot or his deputy. 04. OPERATIONAL REQUIREMENTS
A technical ferry flight may be considered when: It has become absolutely clear that local repair is impossible or impractical ; The aircraft is certified for the operation after inspected and authorized by Engineering Department. Specific operational requirements, as stated in the FCOM or OM-A can be fulfilled. The assigned crewmembers must make themselves fully acquainted with the relevant procedures as stated in the FCOM, or as provided on behalf of VP Flight Operations. 19.2.3 PROVING FLIGHT Proving flight is performed to demonstrate and validate the effectiveness of the overall company procedures for operations in all applicable fields. Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
19. SPECIAL FLIGHT 19.2 NON-REVENUE FLIGHT
Initial airplane proving tests. Garuda Indonesia may not operate an aircraft before the aircraft is proven for use in air carrier or cargo operations as appropriate unless an aircraft of that type has had, in addition to the aircraft certification tests, proving tests acceptable to the DGCA, including a representative number of flights into enroute airports. Proving tests for kinds of operations. Unless otherwise authorized by the DGCA, for each type of airplane, Garuda Indonesia must conduct proving tests acceptable to the DGCA for each kind of operation it intends to conduct, including a representative number of flights into enroute airports. Proving tests for materially altered airplanes. Unless otherwise authorized by the DGCA, for each type of airplane that is materially altered in design, Garuda Indonesia must conduct proving tests acceptable to the DGCA for each kind of operation it intends to conduct with that airplane, including a representative number of flights into enroute airports. Definition of materially altered. For the purposes of stated Paragraph above, a type of airplane is considered to be materially altered in design if the alteration includes: - The installation of power plants other than those of a type similar to those with which it is certificated; or - Alterations to the aircraft or its components that materially affect flight characteristics. No passengers may be carried in an aircraft during proving tests, except for those needed to make the test and those designated by the DGCA. However, mail, express parcels, or other cargo may be carried when approved by the DGCA.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 19.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
19. SPECIAL FLIGHT
tia Y F 20 os or l C 19 fir op a -0 / y 206
19.2 NON-REVENUE FLIGHT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
20. OXYGEN REQUIREMENT TABLE OF CONTENT
CHAPTER 20 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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
20.1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
20. OXYGEN REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
20. OXYGEN REQUIREMENT 20.1 DEFINITIONS
20.1
DEFINITIONS PROTECTIVE OXYGEN
: Protective oxygen not mixed with cabin air.
SUPPLEMENTAL OXYGEN
: Oxygen mixed with cabin air.
FULL DEMAND SYSTEM
: With the control lever in “100% OXYGEN”, position the oxygen system delivers supplementary oxygen.
DILUTER DEMAND SYSTEM
: With the control lever in “NORMAL OXYGEN” position the oxygen system delivers supplementary oxygen.
CONTINUOUS FLOW SYSTEM
: The continuous system delivers a continuous flow of oxygen to continuous flow type masks (with rebreather bag), usually called “paper masks”.
EMERGENCY OXYGEN
: When operated on “EMERGENCY OXYGEN”, the flow is very high.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Therefore the system should only be used to revive a crew member, when a mask is leaking severely, or when the regular valve Is unserviceable.
END OF 20.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
20. OXYGEN REQUIREMENT 20.1 DEFINITIONS
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
20. OXYGEN REQUIREMENT 20.2 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED
OM – A
20.2
CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED Adequate breathing oxygen must be provided to the crew and passengers for sustenance in case of depressurization, smoke or toxic gas emission. The PIC shall ensure that flight crewmembers engaged in performing duties essential to safe operation inflight use supplemental oxygen continuously whenever cabin altitude exceeds 10000 ft. Additional "First Aid Oxygen" is required for passengers when the flight is planned to fly above 25000 ft. This First Aid Oxygen must still be available after a depressurization (Description and use of Oxygen system and equipment are indicated in the FCOM). Note: All GA aircraft is certified to operate above FL 250, except ATR72-600 that maximum operating altitude is FL 250, and that each flight crewmember is provided with a quick donning type oxygen mask.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 20.2
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
20. OXYGEN REQUIREMENT
tia Y F 20 os or l C 19 fir op a -0 / y 206
20.2 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
20. OXYGEN REQUIREMENT 20.3 APPLICATIONS
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. The required of two hours supply mentioned above is excluding the oxygen that will be used to fulfill the requirements when one pilot shall put on and uses oxygen as mentioned below:
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
- If flight is conducted above FL 410 one Pilot at the control of the aircraft shall put on and use his oxygen mask as supplemental oxygen.
C
- 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 pilot at the control shall put on and use his oxygen mask as supplemental oxygen until the other pilot has returned to his duty station.
Extra oxygen supply: must be on board, when it is known beforehand that a passenger, who needs extra oxygen for medical reason, will board the aircraft. The Garuda Sentra Medika supplies special oxygen sets for this purpose. END OF 20.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
20. OXYGEN REQUIREMENT
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
20.3 APPLICATIONS
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
20. OXYGEN REQUIREMENT 20.4 REQUIREMENTS FOR CREW AND PASSENGER
OM – A
20.4
REQUIREMENTS FOR CREW AND PASSENGER (a) First aid oxygen The quantity of oxygen required as first aid must be enough to provide 2% of passengers and no less than 2 passengers with undiluted oxygen at a flow rate of at least 3 liters per minute (Standard Temperature Pressure Dry) for the entire flight after cabin depressurization at cabin pressure altitudes above 8,000 feet. This quantity of oxygen must be added to the required oxygen quantity for the case of emergency descent. The first-aid oxygen equipment shall be capable of generating a mass flow to each user of a least 4 liters per minute. Means may be provided to decrease the flow to not less than 2 liters per minute at any altitude. (b) Supplemental oxygen for sustenance To operate a pressurized aircraft above 10.000 feet, the quantity of supplemental oxygen on board for sustenance must be established for the most critical point of the flight from the standpoint of oxygen need in case of depressurization.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The cabin pressure altitude is considered the same as the aircraft altitude following cabin depressurization. In case of depressurization, aircraft which operate up to 25.000 feet which is able to descend to 14.000 feet within 4 minutes or aircraft which operate above 25.000 feet which is able to descend to 10.000 feet within 10 minutes, the amounts of passengers oxygen required are as follow:
C
on
fid
en
(i) For flight at cabin altitude 10.000 feet, up to and including 14.000 feet, enough oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration, for 10 percent of the passengers. (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 passengers. (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.
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
20. OXYGEN REQUIREMENT 20.4 REQUIREMENTS FOR CREW AND PASSENGER
OM – A
(c) Crew Protective Breathing Equipment An easily accessible quick donning type of breathing equipment for immediate use is required for each cockpit crewmember. Portable protective breathing equipment is required at each flight attendant station, in galleys and cargo compartments. This equipment must protect the eyes, nose and mouth of each crewmember while on duty and to provide oxygen for a period of not less than 15 minutes. The oxygen required for breathing protection can be included in oxygen required for sustenance, for depressurization and in first aid oxygen.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 20.4
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD TABLE OF CONTENT
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2.5.6 LITHIUM BATTERIES .................................................................. 7 21.2.6
CLASSIFICATION ...................................................................................... 9
21.2.7
LABELING ................................................................................................ 10
en
21.2.7.1 HAZARD LABELS ...................................................................... 10
fid
21.2.7.2 HANDLING LABELS................................................................... 12 RADIOACTIVE MATERIAL ....................................................................... 13
21.2.9
LOADING DANGEROUS GOODS ............................................................ 14
C
on
21.2.8
21.2.10 CARGO COMPARTMENT FIRE CATEGORY .......................................... 14 21.2.11 DANGEROUS GOODS INCIDENT ........................................................... 14 21.3
LIVE ANIMAL ............................................................................................................. 1 21.3.1
GENERAL ................................................................................................... 1
21.3.2
SPECIAL INSTRUCTION............................................................................ 2
21.4
CARRIAGE OF ARM .................................................................................................. 1
21.5
STRONGLY SMELLING CARGO ............................................................................... 1
21.6
HUMAN REMAINS ..................................................................................................... 1
21.7
PERISHABLE CARGO ............................................................................................... 1
21.8
VALUABLE CARGO ................................................................................................... 1
21.9
LIVING HUMAN ORGANS AND BLOOD SHIPMENTS .............................................. 1 21.9.1
LIVING HUMAN ORGANS SHIPMENTS .................................................... 1
21.9.2
BLOOD SHIPMENTS.................................................................................. 1
21.10 AIRCRAFT ON GROUND (SPARE PARTS) .............................................................. 1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
21. SPECIAL LOAD TABLE OF CONTENT
21.11 UNDEVELOPED FILM ............................................................................................... 1 21.12 COMPANY MAIL ........................................................................................................ 1 21.13 MIXED LOADING RESTRICTIONS............................................................................ 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.14 TEMPERATURE SETTING REQUIREMENT ............................................................. 1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.1 GENERAL
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
END OF 21.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
These commodities must be mentioned on the special load notification to Captain (NOTOC), unless stated otherwise. NOTOC must be completed in English.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
21. SPECIAL LOAD
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.1 GENERAL
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
21.2
DANGEROUS GOODS
21.2.1 GENERAL Dangerous Goods are substances possessing potentially hazardous characteristics. These characteristics will not necessarily make their transport by air become hazardous, provided that the applicable regulatory precautions are complied with. In order to carry Dangerous Goods by air transport safely, the Dangerous Good items have to be correctly packed, marked, labeled, checked, accepted, handled and loaded to the aircraft properly. For further details, see Garuda Indonesia Dangerous Goods Handling Manual onboard the aircraft. The latest edition of IATA Dangerous Goods Regulations for the practical working document for the processing and handling of dangerous goods by air is available at all Garuda Indonesia station and Cargo Offices. 21.2.2 POLICY In carrying dangerous goods, Garuda Indonesia classifies items as follows:
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. Dangerous Goods as Cargo Dangerous Goods as cargo are accepted, as long as conform to all procedures and requirements as laid down in IATA Dangerous Goods Regulations.
en
B. Munitions or Implements of War Goods that can be classified as munitions or implements of war with a caliber of more than 9 mm must not be carried on any Garuda Indonesia aircraft.
fid
C. Firearm
C
on
Unloaded Firearm, with caliber of equal to or less than 9 mm are not permitted in the aircraft cabin. They must be placed in the Security Item Container provided for in the cargo compartment (forward or bulk subject to aircraft type). 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. 2. Cartridges or Bullets as Cargo Cartridges or bullets might also be carried as cargo. Unlike carriage as a baggage, carriage cartridges or bullets as a cargo is not associated with a certain passenger but rather as a commodity.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
According to IATA Dangerous Goods Regulation cartridges or bullets that might be carried on aircraft is division 1.4S. There is no limitation of cartridges or bullets carried as cargo per flight. However, bullets or cartridges must be packed with maximum net quantity of bullets or cartridges per package is 25 kg.
E. Carriage of Dangerous Goods on the Flight Deck. The Dangerous Goods are prohibited from being transported on the flight deck of an aircraft, except in accordance with limited restrictions specified in the IATA DGR (Provision for Dangerous Goods carried by Passenger or Crew). 21.2.3 SAFETY PRECAUTION Shipments containing Dangerous Goods shall not be accepted for carriage unless it fully complies with the requirements of the Garuda Indonesia Dangerous Goods Handling Manual and IATA Dangerous Goods Regulations. 21.2.4 RESPONSIBILITIES
tia Y F 20 os or l C 19 fir op a -0 / y 206
To be allowed to transport Dangerous Goods, both shipper and operator must have an approval from the Authority. To get this approval they must make clear that the safety requirement have been met and that personnel is properly trained and will receive recurrent training.
C
on
fid
en
The Shipper must: Ensure that his personnel is fully qualified Ensure that the article or substances are not prohibited for transport by air Classify each item of dangerous goods into nine classes Limit the quantity contained in each package to the maximum allowed Use the correct type of packaging Put the required labels and markings on the package Enter the required details on the shipper declaration for dangerous goods stating that the goods have been properly prepared for transport and sign it The Operator must:
Ensure that his personnel is fully qualified Inspect each package for leakage or damage and for correct labels and markings when offered for transportation Complete a comprehensive checklist and only accept the consignment if all relevant requirements have been complied. Inspect each package for leakage or damage before loading into a ULD or bulk loading of the aircraft. Inspect each ULD for evidence of leakage or damage before loading on and again after unloading from the aircraft. Inspect each package unless carried in a ULD, for evidence of leakage or damage upon unloading from the aircraft. Correctly position, segregate and secure each package or ULD aboard the aircraft Provide NOTOC to PIC
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
The Pilot in Command must: Receive and retain, full written details of all dangerous goods loaded on the aircraft in Special Load notification to Captain (NOTOC); Check the contents of the NOTOC and sign this document as an acknowledgement; Check the actions to be taken in the event of dangerous goods incident and/or emergency response procedure. Review IATA DGR, Chapter 2.8.2 List of State Variations, e.g.: (If an In-flight emergency occurs within Malaysian airspace, the Pilot in Command must inform the appropriate air traffic service unit, for information of aerodrome authorities, of any DG on board the aircraft. The information must include the primary hazard, subsidiary risks for which labels are required and the quantity and location aboard the aircraft of the dangerous goods. If the situation permits, the information should also include the proper shipping name, class or division, and in the case of Class 1, the compatibility group).
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight crewmembers should be familiar with the general philosophy of the transportation of Dangerous Goods by air as described in the IATA Dangerous Goods Regulations (DGR) including the Company policies, so they can monitor the system where possible and can properly carry out their own judgment and responsibilities. 21.2.5 DANGEROUS GOODS LIMITATION
21.2.5.1 ACCEPTABLE DANGEROUS GOODS
C
on
fid
en
Dangerous goods that may be carried on aircraft as cargo provided they are properly prepared for transport in accordance with the IATA DGR. However, generally they are not permitted in passengers or crew baggage 21.2.5.2 FORBIDDEN DANGEROUS GOODS
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. 21.2.5.3 DANGEROUS GOODS IN OPERATOR’S PROPERTY Items which would normally be considered as Dangerous Goods, but are necessary or used for the operation of the aircraft (IATA DGR 2.5).
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
21.2.5.4 DANGEROUS GOODS IN EXCEPTED QUANTITIES Very small quantities of Dangerous Goods for which special provision have been made for transport which except them from usual provision for Dangerous Goods, including documentation not mentioned in NOTOC, hazard label, and segregation in loading. Any incident involving leakage or spillage of a package containing excepted quantities of Dangerous Goods must be reported, therefore, each package is labeled with a special red hatched label (as shown) for easy identification. 21.2.5.5 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW Item carried by passenger or crew which normally considered as Dangerous Goods, but excepted on conditional basis, mostly for practical reasons.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Provisions for Dangerous Goods Carried by Passengers or Crew taken from IATA Dangerous Good Regulation Subsection 2.3.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
21. SPECIAL LOAD
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2 DANGEROUS GOODS
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 5
OM – A
21. SPECIAL LOAD
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2 DANGEROUS GOODS
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
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 6
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS 3. If the wheel chair cannot be loaded, stowed, secured and unloaded in an upright position, the battery must be removed and the wheel chair may be carried as checked baggage without restriction. The removed battery must be carried in a strong rigid packaging as follows:
Packaging must be leak tight, impervious to battery fluid and be protected against upset by securing to pallets or by securing them in cargo compartments using appropriate means for security (other than by bracing with freight or baggage) such as restraining straps, bracket or holders Batteries must be protected against short circuit, secured upright in these packaging and surrounded by compatible absorbent material sufficient to absorb their total liquid contents, and These packaging must be marked ‘BATTERY, WET, WITH WHEEL CHAIR’ and be labeled with the “Corrosive” label, and with the packaged orientation label.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
4. The barometer must be packed in a strong outer packing, having sealed inner liner or a bag of strong leak proof and puncture resistant material impervious to mercury from the package, irrespective of its position. 5. Halogen diving lamps are only allowed with the power source or bulb disconnected and sealed. 6. Electronic cigarettes (e-cigarettes) including e-cigars and vaporizers when carried by passengers or crew must be in carry-on baggage only. They must be protected from inadvertent activation and must not be charged on board the aircraft. Spare batteries must be protected either in their original packaging or by otherwise insulating the terminals and be in carry-on baggage only.
on
fid
Dangerous Good Kit Garuda aircraft are provided with dangerous goods kit, which should be used by the flight attendant when confronted with dangerous goods problem in the cabin.
C
Dangerous goods kit contains:
Absorbent material 2 pairs of gloves 2 polyethylene bags 4 binding strips
21.2.5.6 LITHIUM BATTERIES A. Electric Wheelchair mobility aids and assistive devices Wheelchairs, mobility aids and assistive devices that are powered by lithium batteries and required for use by passengers will be allowed on board as checked-in baggage in conformance to the requirements stated in IATA Dangerous Goods Regulations. The general requirements are as follows: - The power rating of the lithium battery must not exceed 300Wh or for a device that is fitted with two (02) batteries required for operation, the power rating of each lithium battery must not exceed 160Wh. - A maximum of one (01) spare lithium battery not exceeding 300Wh or two (02) spares each not exceeding 160Wh may be carried in the passenger
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 7
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS cabin of the aircraft. The spare batteries are not allowed as checked-in baggage. Wheelchairs, mobility aids and assistive devices with non removable battery(ies) Battery(ies) that cannot be removed from the wheelchair, mobility aid or assistive device: - The battery(ies) must protected from short circuit by insulating the terminals (e.g. by taping over exposed terminals); - The battery(ies) is securely attached to the wheelchair, mobility aid or assistive device; - Electrical circuits have been inhibited to prevent accidental activation.
Wheelchair, mobility aids and assistive devices with removable battery(ies) Battery(ies) that can be removed from the wheelchair, mobility aid or assistive device: - The battery(ies) must be protected from short circuit by insulating the terminals; - The battery(ies) must be carried in the passenger cabin.
B. Smart Luggage
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda Indonesia allow passenger to bring Smart Luggage with removable battery only, with provision as follow:
on
fid
en
1. Checked baggage: the luggage may be checked-in, as long as its batteries are uninstalled and taken out from the luggage. 2. Carry-on on board: the batteries remain installed and no need to be taken out from the luggage.
C
Note:
Garuda Indonesia strictly prohibit passengers from checking in or carrying Smart Luggage with non-removable batteries. 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.
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 8
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS Below is the quantity of power banks allowed to be carried onboard:
Table 1. Quantity of Power Banks Allowed to be Carried Onboard Maximum Allowable Watt-hour MiliampereRemarks Quantity per Passenger (Wh) hour (mAh) or Crew 0 – 100 0 – 20.000 20 pcs With Garuda 101 – 160 20.001 – 32.000 2 pcs Indonesia approval > 160
NOT ALLOWED
> 32.000
-
Source: IATA Dangerous Goods Regulation 59th Edition
Note: 100 Wh = 20.000 mAh; 160 Wh = 32.000 mAh; assuming voltage is 5V. Only power bank with clear cell capacity label is allowed to be carried as carryon baggage.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The power bank and/or lithium battery are strictly prohibited to be used during flight. In addition, passengers or crew are also not allowed to use power bank and lithium batteries during the flight, either in the form of charging activities or connect the power bank connection with other electronic devices.
C
These classes are:
on
fid
en
21.2.6 CLASSIFICATION Dangerous goods are divided into nine classes reflecting the type of risk involved. Note that the order in which they are listed does not imply a relative degree of danger.
Class 1 Class 2
Class 3 Class 4
Class 5 Class 6 Class 7 Class 8 Class 9
: Explosives : Division 2.1 – Flammable gas Division 2.2 – Nonflammable liquid, non-toxic gas Division 2.3 – Toxic gas : Flammable liquid : 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 : Division 5.1 – Oxidizer Division 5.2 – Organic peroxides : Division 6.1 – Toxic substances Division 6.2 – Infectious substances : Radioactive material : Corrosives : 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
Operation Manual Part A – 1st Edition 02 May 2018
▲
Page 9
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
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: 21.2.7.1
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. HAZARD LABELS The most important Hazard labels of each class or division are:
RXS
Class 2: Division 2.1 – Flammable gas (e.g. Butane)
on
fid
RFG
Note: IMP (load message) codes are used extensively within The airline industry for quick reference Class 1 : Explosives 1.4.S is the only division normally transported by passenger aircraft it consist of articles and substances which present no significant hazard (e.g. Cartridges for Weapon)
C
RNG
RCL
RPG*
tia Y F 20 os or l C 19 fir op a -0 / y 206
IMP Code
en
Hazard label
Division 2.2 – Non-flammable, non-toxic gas (e.g. Carbon dioxide or liquefied Nitrogen) When refrigerated liquefied gasses (gasses which, when packed for transport are partially liquid because of its low temperature) are transported such as air, argon, helium, neon and nitrogen, use IMP code RCL Division 2.3 – Toxic gas (e.g. Hexafluoroacetone) Note: Normally not to be transported on passenger aircraft. Class 3: Flammable liquid (e.g. Paint, Alcohol)
RFL
RFS
Class 4 Division 4.1 – Flammable solid (e.g. Celluloid, Matches)
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 10
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
RSC
RFW
ROX
ROP
Division 4.3 – Dangerous when wet Substances that in contact with water are liable to become spontaneous flammable or to give off flammable gasses (e.g. Calcium, Magnesium silicide) Class 5 Division 5.1 – Oxidizer A substance that may generally cause or stimulate the combustion of other material by yielding oxygen. (e.g. Potassium Chlorate, Calcium chlorate) Division 5.2 – Organic peroxides An organic material (liquid or solid) that can be ignited readily by an external flame and then decomposes with accelerating rate. Class 6 Division 6.1 – Toxic substances (e.g. Arsenic, Chloroform)
C
on
fid
RPB
Note: IMP (load message) codes are used extensively within The airline industry for quick reference Division 4.2 – Spontaneously combustible Substances liable to spontaneous heating in contact with air And then liable to catch fire. (e.g. Phosphorus, fish meal un-stabilized)
RIS
RRW
tia Y F 20 os or l C 19 fir op a -0 / y 206
IMP Code
en
Hazard label
Division 6.2 – Infectious substances (e.g. Infectious substances, affecting humans) Class 7 Radioactive material Category I White Slightly radioactive materials with a very low radiation level No transport index indicated, as TI = 0
RRY
Category II yellow TI not exceeding 1
RRY
Category III yellow TI exceeding 1
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 11
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS Hazard label
IMP Code
RCM
RMD ICE
Note: IMP (load message) codes are used extensively within The airline industry for quick reference Class 8 : Corrosives (e.g. Battery acids, mercury)
Class 9: Miscellaneous dangerous goods (e.g. Dry ice, cars, electric wheel chair) When dry ice is imported, use IMP code: ICE There are also subsidiary risk labels. These labels will carry no class or division. For example: UN 1604, Ethylenediamine, class 8, subsidiary risk 3’
HANDLING LABELS Handling labels are used to provide information on the proper handling and stowage of a package. IMP Code
C
on
fid
en
HANDLING LABELS
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2.7.2
MAG
CAO
Packages bearing the magnetized material label must NOT be loaded in such a position that they will have a significant effect on the direct reading magnetic compass or on the master compass detector units
This is a CARGO AIRCRAFT ONLY label
This is an example of package orientation labels meaning: THIS SIDE UP
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 12
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
Labeling of a ULD containing dangerous goods: PALLET / CONTAINER TAG The primary hazard class or division of the dangerous goods loaded on a ULD must be visibly indicated on this tag.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Furthermore a pallet/container tag includes information such as the IMP (interline message procedures) codes, position on the aircraft and the signature of the loading supervisor/ ramp officer.
21.2.8 RADIOACTIVE MATERIAL Due to the nature of radioactive material a number of additional provisions are applicable apart from the general provisions for dangerous goods. Details of radioactive material refer to DGHM. Radioactive materials are articles or substance, which spontaneously and continuously emit ionizing radiation, which can be harmful to health of humans and animals and can affect photographic or X-ray films. This type of radiation cannot be detected by any of the human senses. A convenient unit for indication of the radiation level of a package is called Transport Index (TI). The transport index is a dimensionless number indicating the relative amount of radioactivity measured at one meter from the surface of a package. Labeling of radioactive material
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 13
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
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. 21.2.9 LOADING DANGEROUS GOODS Load that is classified as Dangerous Goods shall be handled according to Dangerous Goods Regulation by qualified staff holding DGR License. Loading and securing dangerous goods shall always be implemented in a manner that:
Prevents damage to packages and containers during aircraft loading and unloading, Provides for separation and segregation in accordance with applicable requirements, Prevents and movement in the aircraft
Complete procedure of loading and securing requirements of dangerous goods please refer to Dangerous Goods Handling Manual (DGHM) Chapter 3.7. When a dangerous goods package or shipment appears to be damaged or leaking:
21.2.10
en
C
on
In the event of aircraft contamination from dangerous goods, detailed procedure shall be referred to DGHM Chapter 6.3 When undeclared or mis-declared dangerous goods are discovered in cargo during aircraft loading, a report shall be made to the appropriate authority of the state of occurence. Please refer to DGHM chapter 6.2 for DG reporting procedure. Cargo shipments that is labeled with “Cargo Aircraft Only” label must not be loaded into an aircraft for a passenger flight.
fid
The package or shipment is prevented from being loaded into an aircraft; If already loaded, the package or shipment is removed from an aircraft; In the case of leakage, an evaluation is conducted to identify and prevent from transport any baggage, cargo, transport devices or other items that may have become contaminated.
tia Y F 20 os or l C 19 fir op a -0 / y 206
CARGO COMPARTMENT FIRE CATEGORY When cargo are carried in the cargo compartment that are designed to require physical entry of a crewmember to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow the crewmember to effectively reach all part of the compartment with the content of a hand fire extinguisher. The loading arrangement mentioned above is not required if the cargo compartment is provided with cargo fire extinguisher system. All aircraft type in operation by Garuda is equipped with cargo fire extinguisher, with the exception of ATR72- 600 forward cargo compartment.
21.2.11 DANGEROUS GOODS INCIDENT A Dangerous Goods incident is defined as an event involving a package of Dangerous Good in which the safety of an aircraft or its occupants may have been
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 14
OM – A
21. SPECIAL LOAD 21.2 DANGEROUS GOODS
jeopardized. A breakage, spillage, leaking of gas, a harmful radiation leak or causing of fire (including smoke) shall deemed to be DG incident regardless of whether or not the event occurred on board the aircraft. When Dangerous Goods incident occurred in the aircraft, the general policies are: Complete appropriate aircraft emergency procedures. Consider landing as soon as practicable to the nearest suitable airport. Use “AIRCRAFT EMERGENCY RESPONSE DRILLS” on the back page of the NOTOC.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.2
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 15
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.2 DANGEROUS GOODS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 16
OM – A
21. SPECIAL LOAD 21.3 LIVE ANIMALS
21.3
LIVE ANIMAL
21.3.1 GENERAL Live animals are temperature sensitive commodities. When accepting live animal for transport the possibility to maintain required temperature should be observed in relation to the aircraft compartments and loading position per route and the seasonal climatic conditions at destinations and transit stations.
Basic instructions on acceptance, handling and loading of live animals are published in the IATA Live Animal Regulations (IATA LAR), comprising details about: General conditions of transport Packing and marking Labeling and quantity restrictions per package, for maximum animal comfort and safety during transport and for safety of the staff handling animal shipments Endangered species and their special requirements A list of endangered species of wild life animal, published by the UN Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES)
tia Y F 20 os or l C 19 fir op a -0 / y 206
The presence of live animals must be brought to the attention of the cockpit crew by means of the NOTOC to ensure ventilation and correct temperature selection. The following general rules are to be observed when loading live animals: 01. ACCEPTABILITY
C
on
fid
en
CATEGORY OF LIVE ANIMAL SMELLING, e.g.: Permitted only after permission from birds (fish/meat eating) JKTDGGA prior acceptance. pigs, goats predatory animals NOT SMELLING, e.g.: birds (seed/fruit/insect eating) cubs of predatory animals Acceptable for transportation day old chicken some species of monkeys amphibian/reptiles/aquarium fish lobster/crayfish 02. AIRCRAFT LIMITATIONS Limiting factors for aircraft type, version and or configuration are: volume of suitable stowage space available environmental conditions in the cargo compartment necessity of in-flight attention inconvenience to passenger (e.g. smell) the fact that temperature at the cargo door areas will be approximately 5-10 lower than the temperature indicator shows The specific limitation and loading positions per aircraft type are published in the respective Cargo Manual.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.3 LIVE ANIMALS
03. FRESH AIR SUPPLY Animals (excluding tropical fish, AVF) should be loaded and unloaded as close as possible to departure and arrival times. This may require deviation from normal loading sequence. Sufficient free space should be left around container with breathing animals for air circulation. Ventilation apertures of both the compartment and the container should not be blocked. Breathing animals are not to be loaded in closed unit loading devices (ULD). Unloading and/or reloading of live animals may be required at transit stations in order to facilitate unloading at destination. Animals are to be protected from severe weather condition Transit station shall provide fresh air to breathing animals only the duration depends on the outside temperature. Animals shall be looked after in accordance with their requirements when the actual ground time exceed 1 hour. 04. CLEANING
tia Y F 20 os or l C 19 fir op a -0 / y 206
Each cargo compartment shall be thoroughly cleaned after carriage of animal.
fid
en
21.3.2 SPECIAL INSTRUCTION Transporting of live animals must, in general take place in conditioned cargo compartments (ventilated, pressurized, environmental controlled). It shall meet IATA Live Animal Regulations (IATA LAR).
on
It must be mentioned in the NOTOC.
PET 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.
C
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.3 LIVE ANIMALS
DAY OLD CHICKEN For the transport of day old chicken, which is usually in large quantities, the following conditions must be met:
The total transportation time is critical; the chicken should reach the consignee within 48 hours after having hatched. The optimum temperature range inside the boxes is approximately 28 C. Heat generation by the chicken creates a substantial increase in temperature, which may result under unfavorable conditions, in high mortality rates. Sufficient ventilation is very important. For that reason, weather and temperature permitting, door should be left open during ground stop. In the cargo compartment, boxes may not be stowed more than 3 layers high and at least 40 cm space shall be left between the boxes and the ceiling. No other live-stock shall be stowed in the same hold (tropical fish excluded).
Refer to Fresh Air Supply in this manual.
BIRDS Due to their activity, birds generate a large amount of heat. Lack of ventilation is fatal.
tia Y F 20 os or l C 19 fir op a -0 / y 206
A high mortality rate is caused by heat and suffocation, when large numbers of 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 importance
en
Live birds must be stowed near the cargo compartment lights.
on
fid
During the entire ground stop the light shall be on, but the lights shall be extinguished during the flight.
C
Refer to Fresh Air Supply in this manual.
END OF 21.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.3 LIVE ANIMALS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
21. SPECIAL LOAD 21.4 CARRIAGE OF ARM
21.4
CARRIAGE OF ARM Passengers are not allowed to carry firearms, ammunition, and other implement of war and/or arms (e.g. dagger, stilettos etc.) in the cabin baggage or in their possession on board the aircraft. When found during security check, those articles will be stowed (exception: ammunition/bullet will be stowed separately from its firearm) in a special box such as Bullet Box (Fig. 2) or Bullet Case (Fig. 3) as appropriate and provided with tag. Passenger will receive a Receipt/Claim Slip (Fig. 5), and the Bullet Box or Bullet Case will be stowed inside the Security Item Container (Figure 1) in the cargo compartment. Delivery of the Security Item must take place only at the arrival station in the baggage claim area via Lost and Found department or Security Unit. Unloaded firearms may be carried as checked baggage in the cargo compartment, but usually placed in the Security Item Container (Figure 1). Ammunition for sporting purposes may be carried in baggage according to the provision of the Dangerous Goods Limitation (see OM-A Chapter 21.2).
C
on
fid
en
Sample Pictures:
tia Y F 20 os or l C 19 fir op a -0 / y 206
NOTOC is required prior to departure.
Figure 1: Security Item Container
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.4 CARRIAGE OF ARM
Fig 3: Bullet Case
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Fig 2: Bullet Box
Fig 4: Bullet Case Cover
Fig 5: Receipt /Claim Slip
END OF 21.4
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.5 STRONGLY SMELLING CARGO
21.5
STRONGLY SMELLING CARGO This cargo includes products which produce an offensive smell when exposed to air. Cargo of an offensive nature is cargo, which for any reason might cause offense, annoyance or nuisance to passengers. To prevent this, certain restrictions are applied in the case of passenger aircraft. In general, such goods may not be carried on passenger planes, unless the packing offers adequate protection against the emission of the smell. The PIC should also report acceptance of cargo he judges not being smelly enough to be offensive, but which he consider should not have been accepted for carriage on passenger aircraft. Obnoxious cargo such as wet hides, essential oil (garlic oil), live turtle/crab/fish, fresh fish etc., the casing are to be considered as wet cargo with respect to packaging requirements determined by the company. The presence of such a load must be brought to the attention of the cockpit crew by means of NOTOC. There are no such restrictions in cargo planes.
END OF 21.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Refusal by the PIC should be reported via trip reports.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.5 STRONGLY SMELLING CARGO
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.6 HUMAN REMAINS
21.6
HUMAN REMAINS Whenever human remains are carried, the necessary arrangements must be made. The body must be contained in a hermetically sealed inner coffin of lead or zinc, packed in a wooden outer container. If the body is not embalmed, decomposition plus altitude may produce enough pressure to burst any but well soldered joints. Special note should be taken of the place of stowing of human remains (including cremated remains) so that after arrival at the airport of destination, the ground staff can immediately be informed of its location. Human remains may be carried with or without any escorts, while the name of the deceased must be mentioned in the column “Proper Shipping Name/Contents and description” on the NOTOC. If the human remains carried with escort, the name(s) of person accompanying the deceased should be mentioned as additional information.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.6
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.6 HUMAN REMAINS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.7 PERISHABLE CARGO
21.7
PERISHABLE CARGO Perishable goods are those who’s condition or suitability for original purposes may deteriorate if exposed to undue changes in temperature or humidity, or delay in carriage. Packaging is usually in very light cardboard boxes. Attention should be paid to avoiding crushing the boxes, maintenance of the cool atmosphere and prompt transportation. The main requirements for perishable cargo are: The shortest possible transportation time Protecting from critical climatic conditions; also to be taken into account for ramp transport and position planning. Protection from extreme cold climatic conditions for passenger and crew in case of full load of (deep) frozen cargo in the main deck cargo compartment. This part of the cabin should be isolated from the passenger part and the cockpit by Styrofoam sheets. The (deep) frozen goods are to be covered by double sheets of plastic. In case major (deep) frozen load, the other cargo should be protected by use of the same material.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The presence of perishable cargo must be shown on the NOTOC only when specific temperatures in the cargo compartment are required. In that case temperature requirements should be adhered to as much as possible.
C
on
fid
en
END OF 21.7
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.7 PERISHABLE CARGO
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.8 VALUABLE CARGO
21.8
VALUABLE CARGO Valuable cargo means a consignment which contains one or more of the following articles: a. Any articles having a declared value of carriage of USD 1000.00 (or equivalent) or more, per gross kilogram; the consignor should advise the value of the shipment and specify the contents. b. Gold bullion (including refined and unrefined gold in ingot form), dore bullion, gold specie and gold in the form of grain, sheet, foil, powder, sponge, wire, rod, tube, circles, mouldings and castings, platinum, platinum metals (Palladium, iridium, ruthenium, osmium and rhodium) and platinum alloys in the form of grain, sponge, bar, ingot, sheet, rod, wire, gauze, tube, and strip restricted articles labeling requirements); c. Legal banknotes, traveler’s cheques, securities, shares, share coupons and stamps (excluding mint) d. Diamonds, (including diamonds for industrial use), rubies, emeralds, sapphires, and stamps (excluding mint) e. Jewelry and watches made of silver and/or gold and/or platinum; f. Articles made of gold and/or platinum, other than gold and/or platinum plated.
tia Y F 20 os or l C 19 fir op a -0 / y 206
In addition to the following items should be regarded as vulnerable cargo and be handled as valuable cargo:
C
on
fid
en
a. Goods for which no value is declared but which obviously security handling. b. Blank airline documents; e.g. MCOs, AWBs, tickets, etc. shipped to airline offices/stations or General Sales Agents c. Diplomatic bags (when declared as valuable) The Vienna Convention stipulates that the person of a diplomatic agent and his or her personal baggage should not be exempted from the normal security screening process unless the State concerned agrees to such exemption specifically or the baggage is part of diplomatic baggage and pouches. However for the purpose of civil aviation security, diplomats and his/her 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
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 1
OM – A
21. SPECIAL LOAD 21.8 VALUABLE CARGO
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).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.8
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
21. SPECIAL LOAD 21.9 LIVING HUMAN ORGANS AND BLOOD SHIPMENTS
OM – A
21.9
LIVING HUMAN ORGANS AND BLOOD SHIPMENTS
21.9.1 LIVING HUMAN ORGANS SHIPMENTS When living human organs (LHO) on board which need an urgent transportation prior to departure:
Health Authority or Red Cross Agency will advise the Operation Control Center (CGKOMGA). Air Traffic Control (ATC) will then give this flight the status of ambulance / medical flight and pass this information on to all relevant ATC centers, who will handle the flight as efficient and fast as possible.
The upgrade status may be applicable in the following cases:
When heart, liver, kidney or a cornea that is still attached to the eye is transported. When a (piece of) spleen is on board and ATC will cause a delay of more than 1 hour 30 min.
If you have any doubt and ATC has not informed you of the medical flight status, verify this with ATC.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Living human organs and urgent blood shipment must be stored in a cool place, however, storage in a freezer is strictly prohibited. Shipment must always be effected through the FA-1, or in case of cargo flight through PIC.
fid
en
The shipment must be mentioned in the load message under the code LHO as follow: LHO/CREW.
on
Cockpit crew must be informed by means of the NOTOC, showing the kind of organ in order to obtain priority from ATC (Ambulance / medical).
C
When cryogenic liquids, dry ice (in quantities not exceeding 2.5 kg) or other refrigerants are used for this type of shipment, loaded in the passenger cabin, prior approval shall be obtained from the Station Manager. 21.9.2 BLOOD SHIPMENTS Non-urgent blood shipment (serum and/or plasma) does not need to be pre-advised. A note in load message e.g. LHO/4 (blood loaded in compartment 4) and on the NOTOC will suffice. END OF 21.9
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
21. SPECIAL LOAD
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.9 LIVING HUMAN ORGANS AND BLOOD SHIPMENTS
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.10 AIRCRAFT ON GROUND (SPARE PARTS)
21.10 AIRCRAFT ON GROUND (SPARE PARTS) Urgently needed spare parts for a grounded aircraft have top priority The Maintenance and Engineering Directorate, as a shipper, in coordination with Cargo Department will be responsible for packaging and labeling of a Dangerous Goods item related parts according the IATA Dangerous Goods Regulation. They should be loaded such that off-loading can take place easily.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.10
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.10 AIRCRAFT ON GROUND (SPARE PARTS)
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.11 UNDEVELOPED FILM
21.11 UNDEVELOPED FILM To avoid that undeveloped photographic films or plates are spoiled by radiation from radioactive material, any package identified as such, shall be separated by loading in different hold or refer to IATA Dangerous Goods Regulation, Section 9. This is only applicable to Categories II and III - yellow (RRY).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.11
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.11 UNDEVELOPED FILM
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.12 COMPANY MAIL
21.12 COMPANY MAIL The shipment categorized as company mail includes promotional material, company manuals, and documents, staff’s belonging and other cargo, mail and materials which are originated and destined to Garuda Indonesia. Every shipment of company mail from branch office destined to Head Office or vice versa, must use Service Air Waybill (SAB) and must be manifested. Company mail shipment is subjected to security control. Detail handling of Company Mail see Cargo Handling Manual chapter 7.13.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.12
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.12 COMPANY MAIL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
21. SPECIAL LOAD 21.13 MIXED LOADING RESTRICTIONS
21.13 MIXED LOADING RESTRICTIONS
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
01. GENERAL Some special load shipment can affect other shipments, ‘Special” or not. The following restriction on the mixed loading in one compartment/hold apply:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
21. SPECIAL LOAD 21.13 MIXED LOADING RESTRICTIONS
02. ICE (RLC) and ANIMAL (HEG) In case of the mixed loading of dry ice/cryogenic liquids and animals/or hatching eggs, the effect of the extreme low temperature of the dry ice towards then animals should be avoided by separation, or the use of other loads to be stowed in between. As the fumes of dry ice (carbon dioxide solid) are heavier than air, the animal shipment should be stowed at a higher level than the dry ice, also considering the climatic effect of the dry ice. The separation requirement for EAT and AVI may be disregarded when either at least one or both is/are packed hermetically.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 21.13
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
21. SPECIAL LOAD 21.14 TEMPERATURE SETTING REQUIREMENT
OM – A
21.14 TEMPERATURE SETTING REQUIREMENT When temperature sensitive cargo is carried, the preselected temperature for the cargo compartment must be in such a way that during flight the required temperature can be maintained. Normally, there are three standard settings:
Live animals ( temperature 15 °C ) Perishables ( temperature 10 °C ) examples : flowers, fruits, vegetables Cool/frozen commodities ( temperature 5°C ) example : meat, fish for consumption
If a temperature sensitive commodity requires another temperature settings than mentioned above the required temperature will than be indicated on the NOTOC
1. Live animals 2. Perishables 3. Cool/frozen commodities.
tia Y F 20 os or l C 19 fir op a -0 / y 206
When temperature sensitive commodities, which required different temperature selections, are loaded together in the same Unit Loading Device (ULD) or compartment the following order of priority is applicable:
C
on
fid
en
Temperature selection is made by either cockpit crew or loading supervisor depending on the location of the temperature / ventilation switches. END OF 21.14
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
21. SPECIAL LOAD
tia Y F 20 os or l C 19 fir op a -0 / y 206
21.14 TEMPERATURE SETTING REQUIREMENT
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
22. SECURITY TABLE OF CONTENT
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 UNRULY OR DISRUPTIVE PASSENGER ................................................................ 1
22.5
CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL .................... 1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.4
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
22. SECURITY 22.1 GENERAL
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.
02. GUIDELINES
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 necessitated by circumstances, in order to enable the ATS unit to give priority to the aircraft and to minimize conflict with other aircraft.
fid
en
No attempt has been made to formulate positive rules for coping with the unlawful seizure of aircraft or attempts thereto.
Station personnel in cooperation with the Airport Authority will endeavor to prevent potential hijackers to board aircraft. 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”.
C
on
The following is intended to serve as general guidelines.
END OF 22.1
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
22. SECURITY 22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
22.2
SPECIFIC GUIDELINES FOR CREWMEMBER 01. GENERAL A. Function The aim of this section is to provide specific guidelines for crewmember in facing/handling crisis situations (hijack, sabotage, bomb threats and other incidents that may endanger flight safety) during flight. These guidelines cannot possibly cover all contingencies and cannot completely guarantee safety so that there is still a need for the development of crewmember initiative (and ability) to meet specific situations and conditions. The effectiveness of these guidelines is depended on the crewmember’s full understanding of its stipulations. B. Scope
02. SECURITY PROCEDURES A. Pilot In Command
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 security leader of his crewmember.
fid
on
Safety of passenger and of aircraft is the prime consideration before taking any action. Cooperate with local airport authorities to ensure safe flight operations.
C
en
The Pilot in Command must remain calm and think logically when handling aircraft irregularities or incidents. The following guidelines are recommended:
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
22. SECURITY 22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
Observe the boarding and check for suspicious passenger. If necessary, request assistance from ground staff. Secure the cockpit door.
on
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 or security events. The brief from the PIC to the Flight Attendants should include safety, security check procedures and it is the FA-1‘s responsibility to promote the awareness of security. The arrangement and person in charge of the security check must be set up properly in order to:
C
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
22. SECURITY 22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
After passenger disembarkation, ensure that Flight Attendants execute a thorough cabin security check to protect aircraft from sabotage. Report to PIC the result of the security check.
D. Flight Attendants Before Takeoff
on
Monitor passenger’s actions and handle as well as possible to prevent irregularities before they occur. Assist passenger to follow instructions and security requirements of the Flight Attendants before landing.
C
fid
Inflight
After Landing
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. The Flight Attendants shall accompany the officials of customs, the ground staff and the immigration officer for cabin checks and give assistance if needed. Perform all regular duties as well as those assigned by FA-1. Report security check status and situation to FA-1.
en
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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.2 SPECIFIC GUIDELINES FOR CREWMEMBER
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A 22.3
UNLAWFUL INTERFERENCE
22.3.1 BOMB THREAT A. ACTION REQUIRED 1. If bomb threat assessed as hoax/ Non-specific, no further action is required except notification to OIC / follow local regulation as initial notification. 2. If threat is assessed as genuine/ specific, further action must be conducted refer to conditions below (On the ground or in flight) 3. Squawk 7700. B. BOMB THREATS AGAINST AIRCRAFT WHILE ON THE GROUND 1. Aircraft at Bay Position Once it is clear that the threat is specific, the following action should be taken:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
a). Keep calm and do not panic; b). Inform ATC and / or the company via company channel; c). Disembark passenger and crew by passenger stair with their carry-on baggage. Escape slides should only be used in extreme emergency; d). After passengers have deplaned, flight attendant should make a final inspection of the cabin to ensure all passengers have left the aircraft and then deplane themselves; e). 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; f). All hold baggage should be removed and reconciled with each passenger before being re-screened and searched if it is necessary, before being reloaded; g). All cargo and catering supplies should be removed, screened or searched before being re-loaded on board; h). Coordinate with ATC for moving aircraft to the isolated aircraft parking position; 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. 2. Aircraft during Ground Maneuvering Position Once it is clear that the threat is specific, the following action should be taken: a) Keep calm and do not panic; b) Inform and coordinate with ATC for taxing aircraft to the isolated aircraft parking position c) Ensure that ground staff and equipment are on standby at isolated area; d) Disembark and evacuate passenger and crew with their carry-on baggage by passenger stair. Escape slides should only be used in extreme emergency; e) After passengers have deplaned, flight attendant should make a final inspection of the cabin to ensure all passengers have left the aircraft and then deplane themselves;
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. The following crew action should be taken:
C
on
fid
en
a) Keep calm and don’t panic; b) PIC after consultation with Station Manager/ designated representative and coordinate with ATC can Return to Base (RTB); c) After landing, aircraft directed by ATC to isolated aircraft parking position; d) Ensure that ground staff and equipment are on standby at isolated area; e) Disembark and evacuate passenger and crew with their carry-on baggage by passenger stair immediately to the designated place; f) After passengers have deplaned, flight attendant should make a final inspection of the cabin to ensure all passengers have left the aircraft and then deplane themselves; g) Assemble passengers and crew at one place, up-wind and at least 100 meters from the aircraft and keep them under control; h) All hold baggage shall be removed and reconciled with each passenger before being re-screened; i) All cargo and catering supplies should be removed, screened or searched before being re-loaded on board; j) 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. k) No crew member shall re-enter or attempt to re-enter the aircraft until clearance is received from the authorities carrying out the bomb search; l) Before re-boarding, all passengers and their hand baggage must be re screened. 2. Aircraft in the Air Once it is clear that the threat is specific, the following crew action should be taken:
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
a) Keep calm and do not panic; b) After consultation with Station Manager/ Designated representative carry out aircraft search by flight deck crew for cockpit area and flight attendant for cabin area by using aircraft search checklist; c) Notification to passengers should be at the discretion of the Captain and based on the circumstances (see Captain announcement handbook 5-2: Bomb Threat); d) Arranging for possible passenger participation in search, ask them to recognize and hold their cabin baggage so it easier for FA to check the overhead bins; e) Evaluation of possible effects of pressurization or pressure equalization; f) When suspect device is discovered, the PIC shall direct that : The suspect object not be moved, touched or opened Passengers shall be moved as far away as possible Instructed to fasten their seat belt Keep their heads below the tops of the seat backs Portable oxygen, bottles of alcohol and first aid kits should be removed from the vicinity. Fire extinguishers should be readily available g) Using the following Recommended safety procedure on Suspect Device on board, such as : IF AN IMMEDIATE LANDING CAN BE MADE
Flight attendant shall take the following steps:
If location and conditions of the explosives are known:
C
on
fid
en
a) Suspect item shall be left in place b) Allow no one to touch the suspect device c) Stabilize it in the position found so that it will not be able to move during descent and landing d) Covered with polythene and then place pillows and wetted blankets and other blast absorbent materials on and around it, making sure no wetted 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; Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 3
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
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) b) c) d)
Move passengers away from the area of the location; Suspect not be opened; Check to ensure that it is free to move; Clear a route from the device to the Least Risk Bomb Location (Least Risk Bomb Location), such as: A/C Type A 330 – 300/200 B 737 Series B 777 – 300 CRJ 1000 ATR 72 – 600
Location On the right aft cabin door (door 24). On the right aft service door. On the right aft door (door 5R). On the R1 door On the right aft door (door 2R)
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; 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 explosion and fire); h) Move all personnel as far as possible from the Least Risk Bomb Location (LRBL); i) Instructed to fasten their seat belt; j) Keep their heads below the tops of the seat backs; k) Land the aircraft at nearest and suitable airport; l) When landing, aircraft directed by ATC to isolated aircraft parking position; m) Disembark passenger and crew by escape slide and without their cabin baggage, evacuate the passenger and crew as soon as possible avoiding exits near the LRBL to reduce personnel exposure time with minimum distance 100 m. 3. Written Bomb Threats Found in Flight Bomb warnings discovered on board aircraft in flight are likely to be spurious. When a bomb threat is discovered on board an aircraft in flight, the responsibility of performing the assessment will lie with the Threat Assessment Team. Whether a bomb threat is found or, especially a suspect package, it should be left in place by the crew member who finds it. A very detailed description should be given to the Pilot in Command. The Captain still remain in the cockpit and shall then relay the information to the ground and the assessor team will determine if the threat is serious. The following information should be relayed by Pilot in Command to the ground and to be considered by the assessor team:
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
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
2. FLIGHT ATTENDANT
tia Y F 20 os or l C 19 fir op a -0 / y 206
PIC as the in-flight security coordinator shall give briefing to flight attendants concerning code in communication if hijack occurred prior to boarding passenger.
en
During an act of hijacking flight attendant should:
C
on
fid
a. Keep calm and don’t panic, aim to keep the passengers as quiet and as comfortable as possible. b. Discourage passengers from drinking their own duty free liquor. c. Keep passengers informed but do not tell about any deadlines which may have been set. d. Restrain hotheads from aggressive action. e. Identify medically qualified passengers. f. Appoint, if possible only one member of the crewmember to negotiate with the hijackers. g. Do not antagonize or argue with the hijackers especially on political matters. h. Does not making them feel cornered and ensure only one crewmember approaches at the time. i. Do not refer to insanity or mental disorder. j. Do not become mentally aligned with the hijackers/ avoid and aware ‘Stockholm syndrome’. k. Do not consider any physical action against without prior discussing with the captain. l. Negotiate patiently. m. Comply with demands provided that such compliance does not jeopardize the safety of passengers or crew.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 5
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
n. Not attempt to overpower the hijackers. Remember there is a possibility that there may be other members of the hijackers on board who have not yet declared themselves, aware ‘ a sleeper ‘ 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: If the cockpit area remains sterile:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(1). Landing as soon as possible at nearest airport (2). Set transponder Mode A code 7500 and thereafter to code 7700 and then describe event and development in clear language to ATC. When landing, aircraft directed by ATC to isolated aircraft parking position. (3). Engine shut down, flaps is full down (4). Await command from negotiator or follow instruction from the police or military or anti-terror team. (5). If allowed by anti-terror team flight crewmember disembark using by escape rope to open access the police or military or anti-terror team entrance to aircraft. (6). Prior to re-boarding, aircraft searching have to be done If hijacker in cockpit area:
Take precaution to avoid starting the offender. This may require deactivation of selective calling system (SELCAL) and other audible warning device. If possible set transponder Mode A 7500. Include word ‘TRIP’ in call sign for all transmission to indicate hijack and restricted communications capability (Especially in Australia according to local regulation that using the word ‘TRIP’ is not allowed, PIC just using transponder Mode A 7500): (1). Avoid the execution of any unusual aircraft maneuvers to overcome and subdue the offenders. (2). Avoid any action that might invite or trigger premature action from the prospective hijacker (such as: a sudden assembly of the crewmembers, whispering, pointing toward passenger, carrying manifest, etc.)
Operation Manual Part A – 1st Edition 15 Nov 2016
▲
Page 6
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
(3). Intensify alertness and vigilance on passengers, while maintaining a normal and routine atmosphere in the cabin. (4). Apply personal approach to hijacker in order to : (i) Deter his intension; (ii) Calm him down; (iii) Release/ disembark passengers (children, sick-passengers, aging persons, disable passenger and women). (5). When landing, aircraft directed by ATC to isolated aircraft parking position. Hostage release, situation and condition depend on negotiator. (6). Prior to re-boarding, aircraft searching have to be done. 4. TACTICS
A. IN-FLIGHT TACTICS (IF HIJACKER IN THE COCKPIT)
Set up communications as required – suggested:
-
fid
Ensure speakers off – C.B pulled If hijacker demands communications tie-in, connect to First Officer side only, if possible.
C
Captain on confidential company frequency or confidential security operations centre frequency. First officer on ATC
en
-
on
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
d. Obtain the following information for relay to ground stations: Weapons- observed or claimed Description of hijacker(s)- age, race, sex, language, physical, emotional state, drugged, intoxicated Accomplices – observed or claimed ground based or airborne. Demands – record to avoid any future misunderstandings seat / ticket number. Home address Names of family or friends Situation assessment e. Keep passengers in seats with seatbelt sign on to avoid interference. f. Attempt to keep hijacker in his seat, communicate via flight attendant, or intercom if communications with Captain demanded. Experience indicates that use of a female Flight Attendant is preferable when using flight attendant to communicate. g. Provide pilot in cabin as an in-flight negotiator if intercom or Flight Attendant communication is not acceptable.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 7
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
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 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, No sudden moves explain actions & keep command.
tia Y F 20 os or l C 19 fir op a -0 / y 206
j.
k. Insist his demand be within the capability of the aircraft and crew e.g.: range, route, charts, etc.
C
on
fid
en
2. ON THE GROUND TACTICS a. After landing, the aircraft will be directed to a remote part of the airfield, but the crewmember should be prepared for the hijackers to insist on a parking place of their choice. b. If it is necessary for a crewmember to leave the aircraft to assist with fueling or any other reason, the aircraft Captain should ensure that permission is given by the hijacker. Any prolonged absence should be explained to the hijacker. c. Try to have the hijacker(s) allow unloading of passengers, Flight Attendants and baggage to allow more fuel weight for better performance. Take whatever tactics as possible to get the passengers and crewmember off the aircraft. d. On the ground use fuel and mechanical problem to assist in the slowdown. e. If passenger displacement is carried out, the crewmember should attempt to escape by mingling with the crowd. f. Update information to the ground personnel whenever possible. g. On conclusion of a hijack incident request a company press officer and avoid crewmember statement to the press. Do not advertise or glamorize the situation. In 24 hours it will no longer be newsworthy. If at an off-line station the Captain will attempt to ensure that meals and accommodation of passengers and crewmember are attended to by whatever means are available.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 8
22. SECURITY 22.3 UNLAWFUL INTERFERENCE
OM – A
5. FACTORS REQUIRING ATTENTION Maintain Physical Endurance Capacity and Remain Alert. Sit as well as possible with an even distribution of body weight on all parts of the body so that weight is not concentrated on one point. Make efforts to move body with the purpose of maintaining adequate blood circulation Use available time for sleeping (catnapping) Avoid fatty and hot foods and gaseous/carbonated drinks (e.g. fat, peanut, cabbage, soft drinks) Make efforts to divert thoughts in order to decrease stress (tension) Establish spiritual closeness with the Almighty in accordance with your religion/faith. 6. TECHNICAL FACTORS PROVIDING SUPPORT Recline your seat back as low as possible (flight crewmember) Make sure that the emergency exit is free from obstructing articles/people Make sure all jump-seats are always folded (stowed) Door selector to “manual”/slide bar uninstalled (disarmed) Endeavor to wear uniform at all times When hearing strange sounds:
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
en
a. Remain still at your place and/or b. Keep away from windows c. Lie down
END OF 22.3
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 9
22. SECURITY
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.3 UNLAWFUL INTERFERENCE
OM – A
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 10
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER
22.4
UNRULY OR DISRUPTIVE PASSENGER 01. GENERAL A. Company Policy PT Garuda Indonesia (Persero) Tbk acknowledges its obligation to take all reasonable steps to ensure a safe environment for its passenger and employees at airport check in counters, lounges and boarding gates, on board flights and all company facilities. When the behavior of a disruptive passenger presents a direct threat of harm to any PT Garuda Indonesia employee, other passenger, or interferes with the performance of crewmember duties, PT Garuda Indonesia employees are empowered to take necessary and appropriate actions to address the behavior. Therefore, PT Garuda Indonesia (Persero) Tbk policies are: Support all reasonable measures taken by employees to deal with disruptive passengers
To encourage the police in the prosecution of disruptive passenger, especially when there have been assaults on company staff.
Support prosecutions of disruptive passenger for breaches of the criminal law.
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.
Fully support and assist crewmember and ground staff in obtaining compensation where appropriate.
d
To provide appropriate training to crewmember and ground staff in dealing with disruptive passenger.
on
C
B. Definitions
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The definition of disruptive passenger is:
“A passenger who fails to respect the rules of conduct at an airport or on board an aircraft or to follow the instructions of the airport staff or crew members and thereby disturbs the good order and discipline at an airport or on board the aircraft.” 02. GUIDELINES FOR CREWMEMBER Intoxicated and/or abusive passengers are categorized as disruptive passengers. Types of incident associated with disruptive passenger may include, but is not limited to the following: a. Illegal consumption of narcotics. b. Refusal to comply with the safety instruction by flight attendant, e.g. instruction to fasten a seat belt, not to smoke, turning off the electronic devices (mobile phone, AM FM radio, radio control, etc.). c. Refusal to stop consuming alcohol. d. Verbal and physical confrontation with crew members or other passengers. e. Assault, intimidation, menace or willful recklessness which endangers good order or the safety of passenger and flight attendant as well as to its property. Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER f. Willful recklessness or damage to an aircraft, its equipment. g. Uncooperative passenger, e.g. interfering with flight attendant duties, passenger refuse to board or leave the aircraft. h. Making threats (includes all types of threat, whether directed against a person, e.g. threat to injure someone or intended to cause confusion and chaos, such as statements referring a bomb threat or simply any threatening behavior that could affect the safety of the crew, passenger and aircraft) i. Sexual abuse/harassment. j. Other type of riotous behavior which cause discomfort to another passenger (screaming, annoying behavior, kicking, banging a head on seat backs). k. Other disorderly or riotous conduct during check in, at the lounge, boarding gate, in flight or arrival. Particularly for alcoholic beverages, Garuda Indonesia does not permit person who appears to be intoxicated to board the aircraft. Particularly for alcoholic beverages, Garuda Indonesia does not permit person who appears to be intoxicated to board the aircraft. It is the responsibility of the station manager to screen the passengers who appear to be intoxicated and, if necessary, to deny boarding.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Refusal of such person shall be reported by station manager, or PIC make trip report to chief pilot which will be forwarded to the DGCA within 5 days of the incident. While enforcement of this regulation is primarily the duty of the station manager, Flight Attendant must also be alert for passengers who appear to be intoxicated.
fid
en
A Flight Attendant who suspects that a passenger is under the influence of drugs or alcohol should immediately inform the Ground staff. If there is a dispute with Ground staff whether a passenger may board the aircraft or not, the judgments & final decision have to be made by PIC.
C
on
If passenger engages in disruptive behavior while the aircraft is still on the ground, and unless the situation can be resolved to the satisfaction of the on board crew members, he/she shall be removed along with his/her baggage. 03. PROCEDURES IN THE AIR
1. GUIDELINES FOR FLIGHT CREWMEMBER
The Pilot in Command may take all reasonable measures, including the issuance of warning card, and the restraint of the unruly or disruptive passenger. The PIC should ensure that only such force is reasonable and necessary to restrain the passenger.
The PIC should consider restraining an unruly or disruptive passenger if: All other feasible means of resolving the situation have been exhausted The urgency of the situation demands immediate restraint He/she considers that the restraining of such passenger is not likely to cause an increase in the safety hazards.
The restrain can be continued after landing until the police arrive providing the PIC notification of the relevant authorities, at the place of landing, of the restraint of the passenger and the reasons for doing so.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER
The authority must be notified either before or after landing as soon as possible.
Note: The decision to issue the warning card and/or restraining the unruly or disruptive passenger must be in coordination with flight attendants 2. GUIDELINES FOR FLIGHT ATTENDANT
Give special services to stabilize passenger’s emotion. Reason with the passenger and conciliate their behavior when necessary. Assign a flight attendant to monitor that passenger for abnormal actions. If a person will be injured by the unruly or disruptive passenger, the flight attendant should separate the passenger by changing seats to keep monitoring the situations so as to prevent worsening.
04. WITNESS THE INCIDENT
on
C
fid
en
The crewmember on the aircraft who actually witness the incident must make a written note at the time of the incident, or as soon as possible thereafter, as to what happened, what was said and by whom. Such crewmember should identify themselves and provide their contact details for future investigations. Those involved should be clearly identified, not only the passenger’s seat row and number, if possible, but also the passenger’s name and address involved. This note must be preserved for possible use in the future. The person in charge of the passenger list should also ensure that this list, including references to seat rows and numbers, are preserved. This will assist the police in identifying the location of witnesses in relation to the offending passenger. The following details should be noted by the PIC at the time of the incident: Aircraft registration. Pilot in Command’s name. Aircraft position at the time of the incident. Name, nationality and details of the journey of the person under restraint. Brief details of the incident. Record the details in a form that can be readily handed over to the police.
tia Y F 20 os or l C 19 fir op a -0 / y 206
05. HAND OVER TO POLICE
When police assistance arrive at the aircraft, the PIC should communicate with them using a form of words which approximate the following: “It is alleged that an incident has occurred on this flight, threatening the safety or good order and discipline of the flight and I wish you to investigate it. The following were present at the incident.”
The PIC should also make available to the police the written notes and details from the witnesses.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
OM – A
22. SECURITY 22.4 UNRULY OR DISRUPTIVE PASSENGER
06. LANDING AT OUTSTATIONS
If the aircraft lands at an out-station with an unruly or disruptive passenger on board, a report should be made to ATC requesting police assistance on arrival.
The PIC and Garuda station must report the reason of disembarkation of the unruly or disruptive passenger to the appropriate authority in the country of disembarkation and the national diplomatic or consular office of the passenger concerned.
The PIC believes that the passenger has committed some serious offences that he/she may deliver him/her to the police or immigration officer at the outstation. The PIC must give notice of the proposed delivery and of the reason for it.
A complete report of the incident must be filed, and counter signed by PIC.
Note: For more details about Unruly Passenger refer to OM B2 Chapter 6.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 22.4
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 4
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
22.5
CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL It becomes the responsibility of the Garuda Indonesia as a carrier that brought the person into the country to transport the inadmissible passenger or prisoner to his last point of stopover. Garuda Indonesia could also be involved in the transportation of such passengers through passenger bookings (3 hours before flight time for prisoner). Passenger Needing Escort
Clearance for Carriage
tia Y F 20 os or l C 19 fir op a -0 / y 206
A passenger must be escorted by one or more officers from the relevant States or authorized agency if: a. The passenger is deemed to be safety and/or security risk because of his/her conduct. b. The passenger has an appearance or conduct which could cause discomfort or make him/her objectionable to other passengers. c. The passenger personally objects to carriage or is likely to resist deportation. d. The passenger is wanted by police in another state or has already committed a criminal action. e. The passenger has a mental state requiring special attention. f. The passenger has some form addiction.
en
Prior to accepting deportees or Inadmissible for carriage, the Station Manager shall 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 Station Manager must receive all reasons for the deportation from the authority.
fid
Escort Requirement
C
on
A person considered to be dangerous shall not be transported unless two or more officers escort him, provision available to adequately restraint him throughout the flight and procedures in accordance with procedures to this manual, formal notification to VP Corporate Quality, Safety & Environment Management is required. The escorting officer(s) and deportee shall identify themselves to the Pilot in Command of the aircraft and appropriate flight attendant. Escort should be briefed that they should take no action during a hijacking situation unless requested to do so by the Pilot in Command A. Inadmissible Passenger Inadmissible Passengers: A passenger who is refused admission to a State by the authorities of that State, or who is refused onward carriage by a State authority at a point of transfer (e.g. due to lack of visa, expired passport etc). Below are the handling procedures for Inadmissible Passenger:
Co-operation is called for between the transporting Garuda Indonesia and the authority responsible for the issuance of judicial orders together with the removal of persons who are the subject of such orders; Station Manager shall (or delegate authorized / qualified staff) inform the Pilot in Command and his/her crew at point of embarkation; Transit and destination airports shall also need to be advised that such a person is being carried; Operation Manual Part A – 1st Edition
16 Jan 2017
▲
Page 1
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 work permit. Carriers are entitled to be informed of the reason(s) for deportation because of safety and security reasons.
C
on
fid
en
Deportees may be classified as: Those posing no threat to the safety of the flight. These may include individuals who have been deported due to violence of entry visa requirements e.g. overstaying, working whilst on tourist visa etc. and who are willing to travel and non-violent. Those who may be a threat to the safety of the flight and / or whose carriage may require the services of an escort. 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. C. Refugees and Asylum Seekers Garuda Indonesia have a right to be informed by appropriate authority (Immigration authority) or organization like International Organization for Migration (IOM) before transporting the refugees and asylum seekers with Garuda Indonesia aircraft. The Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 2
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL assessment process shall be conducted by Station Manager or Garuda Indonesia representatives and ensure only the registered Asylum Seeker and/ Refugees by International Organization for Migration could be transported.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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; Nationality; Reason for Deportation; Passport Number c). Prisoner category: to determine whether Dangerous or Non Dangerous.
A passenger traveling under administrative control e.g. deportee or otherwise against his will e.g. inadmissible passenger may travel without any escorts. However, before carriage as much information as possible is to be obtained 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.
C
on
E. Passenger under Administrative Control
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 3
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
In all cases of carriage information must be passed to the Captain and the FA1 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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). Date of birth. Racial origin and nationality. Physical description (weight and height). Reasons for carriage or deportation. Known criminal or mental history. Names of escorts. Fare payment details. Proposed travel details. Special escort requirements. Communication will be issued to appropriate departments providing all relevant 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.
C
on
fid
en
Passenger information should include: The booking name of the passenger. Full address at destination.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 4
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL Date removal and nature of cases e.g. criminal or political offence. Whether the authorities are providing escort (s) and name (s) of the escort(s). Seats allocation for the passenger under escort and escort s if available. Any other arrangements e.g. the provision of plastic cutlery. Confirmation replies are required from the various departments contracted and if applicable the connecting airline operator. If the department does not respond, a verbal communication will be made. Information must be passed to the Pilot in Command with NOTOC declaration form and to the FA-1 prior to boarding the party onto aircraft. The Pilot in Command should be informed in advance and given a verbal brief of the intended carriage. The company has the right to refuse carriage is considered as one which could adversely jeopardize to safety and comfort of the passengers. Where a passenger is considered a potential risk, minimum of two escorts should be provided on the flight and no more than one such passenger should be transported on any on flight. If a passenger is not considered a potential risk, then the carriage of a maximum of three such passengers is permitted subject to each being under individual escort and providing the acceptance meets with specified condition, including adequate separation of each passenger and escort; and negate physical, oral or direct visual contact. No public disclosure of the movements is to be made.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
on
fid
G. Check in The form shall be signed by Station Manager, Security Manager and PiC A minimum of one escort for each person in custody should be carried on the same aircraft. 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.
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 5
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
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. During Flight
tia Y F 20 os or l C 19 fir op a -0 / y 206
I.
C
on
fid
en
During flight this procedure bellow must be carried out: Garuda Indonesia should not transport a prisoner unless escorted by one or more policing authority officers. Policing authority officers should notify Garuda Indonesia representative well before the date it is proposed to transport a prisoner, or as soon as possible in an emergency of the identity of the person being escorted, the flight on which transportation has been arranged and whether or not the escorted person is considered dangerous. Garuda Indonesia should not accept a prisoner and escort as a passenger unless concurrence has been obtained in advance from State and other 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). Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 6
OM – A
22. SECURITY 22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
C
on
fid
en
Escorted prisoners should be boarded before all other passengers and disembarked after all other passenger has left the aircraft. The prisoners and officer must be seated in the rearmost available seat not located in an exit seat. They should only be seated in a row of two or more seats and at least one escort should sit between the escorted prisoners at the same aisle at the last row. They should be accompanied at all times and kept under surveillance, including visits to the lavatory. Alcoholic beverages should not be served to escort or prisoner while on board the aircraft. Prisoners may be served food at the discretion of escort but should not be provided with metal utensils or a knife. The Station Manager in coordination with Pilot in Command should refuse to accept: Prisoner if, in the judgment of a responsible Garuda Indonesia representative such acceptance may jeopardize the safety of the other passenger. Garuda Indonesia may transport up two persons in custody under escort the following conditions: (i). A minimum of one escort accompanies each person in custody who is not considered dangerous by the agency having custody of the individual. The escort may not be a person in custody or a member of the aircraft crew. (ii). A minimum of two escorts will accompany each person in custody considered by the agency having custody of the individual. Only one dangerous person in custody must be seated between escorts. (iii). If the person in custody is accompanied by a single escort, the person in custody must be seated in a window seat. If the person in custody is accompanied by two escorts the person in custody must be seated between escorts.
tia Y F 20 os or l C 19 fir op a -0 / y 206
J. In-Flight Security Guards Garuda Indonesia shall ensure that there are no firearms on board kept by In-flight Security Guard. Appointed security person as Security on Board will decided by Management in consultation with Aviation Security Unit. END OF 22.5
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 7
OM – A
22. SECURITY
tia Y F 20 os or l C 19 fir op a -0 / y 206
22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
▲
Page 8
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.1 GENERAL
OM – A
CHAPTER 23 23.1
GENERAL ........................................................................................................ 3
23.2
DEFINITIONS................................................................................................... 1 23.2.2
SERIOUS INCIDENTS....................................................................... 1
23.2.3
INCIDENTS ....................................................................................... 2
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
tia Y F 20 os or l C 19 fir op a -0 / y 206
HANDLING ....................................................................................................... 1 GENERAL .......................................................................................... 1
23.4.2
INVESTIGATION ............................................................................... 1
23.4.3
AIR SAFETY REPORT (ASR) ............................................................ 2
23.4.4
TRIP REPORT ................................................................................... 2
23.4.5
OPERATIONAL HAZARD REPORT (OHR) ....................................... 3
23.4.6
DELAY(S) .......................................................................................... 3
23.4.7
AIRCRAFT MAINTENANCE LOG ...................................................... 3
23.4.8
REPETITIVE DEFECT ....................................................................... 4
23.4.9
CABIN MAINTENANCE LOG ............................................................. 4
fid
en
23.4.1
on
23.4
ACCIDENTS ...................................................................................... 1
C
23.3
23.2.1
23.4.10 FLIGHT ATTENDANT DUTY REPORT AND TRIP REPORT ............ 4 23.4.11 STATION MANAGER’S STATION REPORT ..................................... 4 23.4.12 BIRTHS.............................................................................................. 5 23.4.13 DEATH............................................................................................... 5 23.4.14 MAKING OF A WILL ON BOARD ...................................................... 6 23.4.15 ILLNESS AND SERIOUS INJURIES OF PASSENGER OR CREWMEMBERS .............................................................................. 6 23.5
GUIDELINES FOR CREW IN INCIDENT/SERIOUS INCIDENT/ACCIDENT .... 1 23.5.1
GUIDELINES ..................................................................................... 1
23.5.2
MODEL FOR PRELIMINARY CERTIFICATE OF DEATH .................. 2
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
23.1 GENERAL
OM – A
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.1 GENERAL
OM – A 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).
tia Y F 20 os or l C 19 fir op a -0 / y 206
b. The Second Purpose Requires all evidence to be secured, originals and copies of documents (load sheet, AML, OFP, T/O Data, passenger manifest, cargo manifest, manuals, etc.) to be seized and safeguards, flight recorder and cockpit voice records to be preserved, a report by the PIC to be submitted, hearing to be held by the company (internal investigation) and an accident investigation by the state of occurrence.
C
on
fid
en
In connection with the second purpose, defined reporting procedures shall be met by the company. This second purpose also requires the authorities involved, after shifting and weighing evidence, to publish a report where necessary and to specify recommendations or prescribed action(s) in order to prevent a re-occurrence of a similar incident/accident. END OF 23.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
23. HANDLING OF ACCIDENTS AND OCCURENCES
tia Y F 20 os or l C 19 fir op a -0 / y 206
23.1 GENERAL
OM – A
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
en
Except for engine failure or damage, when the damage is limited to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairing, panels, landing gear 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 resulting from hail or bird strike (including holes in the radome); or
C
on
fid
c. The aircraft is missing or is completely inaccessible. An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located. Note: An injury resulting in death within thirty days of the date of the accident is classified, by ICAO, as a fatal injury. 23.2.2 SERIOUS INCIDENTS An incident involving circumstances indicating that there was a high probability of an accident and associated with the operation of an aircraft which takes place between the times any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, which related to: a. Malfunction or failure of flight control system b. Possession of body damage c. Near collisions requiring an avoidance maneuver to avoid a collision or an unsafe situation or when an avoidance action would have been appropriate d. Flight into mountainous areas where the distance does not allow the aircraft to perform avoidance e. Aborted takeoff on a closed or engaged runway, on a taxi way or unassigned runway f. Takeoff from a closed or engaged runway, from a taxi way or unassigned runway
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
g. Landing or attempted landing on a closed or engaged runway, on a taxi way or unassigned runway h. Gross failure to achieve predicted performance during takeoff or initial climb i. Fire and smoke in the passenger compartment, in cargo compartment or engine fires, even though such fire were extinguishing by the use of extinguishing agents. j. Events requiring the emergency use of oxygen by the flight crewmember k. Aircraft structural failure or engine disintegrations, including uncontained turbine engine failures, not classified as an accident l. Multiple malfunctions of one or more aircraft systems seriously affecting the operation of the aircraft m. Flight crewmember incapacitation in-flight perform the duties because of injury or illness n. Fuel quantity requiring the declaration of an emergency by the pilot o. Runway incursion p. Takeoff or landing incidents. Incident such as undershooting, overrunning or running off the side of runways q. System failures, weather phenomena, operations outside the approved flight envelope or other occurrences which could have caused the difficulties controlling the aircraft r. Failures or more than one system in a redundancy system mandatory for flight guidance and navigation s. The unintentional or, as an emergency measure, the intentional release of a slung load or any other load carried external to the aircraft
en
Note: The difference between an accident and a serious incident lies only in the result.
C
on
fid
23.2.3 INCIDENTS Any occurrence, other than an accident or serious incident, associated with the operation of an aircraft which affects or could affect the safety of operation, is categorized as incident.
END OF 23.2
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A 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.
Preliminary Report to DGCA
tia Y F 20 os or l C 19 fir op a -0 / y 206
For submitting, if required by the state of occurrence, a report to the appropriate Local Authority and also to the Indonesia DGCA.
C
on
fid
en
Garuda Indonesia is required to provide a preliminary report to DGCA under the following condition: Serious incident including any condition where the PIC stated urgency (PAN PAN) or Distress (MAYDAY). All technical problem included in Service Difficulty Report criteria (OM-A chapter 23.3.3). The preliminary report must be submitted at the first opportunity through any communication media (Phone, Fax, Email, Instant Messaging, etc) available to POI and PAI. 23.3.2 URGENT INFORMATION The PIC shall ensure that completed reports are kept on board the aircraft until its return to CGK. Consequently, in the event of accident, incident or any other significant deviation from the normal routine which requires immediate action by the responsible operational or technical departments at CGK, valuable time is lost. During flight, the PIC shall consider to inform concerned parties before arrival, in order to obtain full cooperation in handling such event once the aircraft landed. To expedite handling in such cases all pertinent details must be sent to flight dispatch as soon as possible by telephone, ACARS, VHF/HF radio, fax or telex. Having completed any such message does not change the requirement to complete the specified reporting procedure. a. Reporting Address If continuation of the flight after landing becomes doubtful, the flight dispatcher shall be informed by the quickest means available, preferably by ACARS, VHF/HF radio.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A Flight Dispatch OCC/OPM
Telephone Fax SITA telex (ACARS) Telephone
Fax SITA telex (ACARS)
+ 62 21 550 1975 + 62 21 550 2148 CGKOWGA + 62 21 550 1013 + 62 21 550 1889 + 62 21 550 1014 + 62 21 550 1823 + 62 21 550 2152 OCC/OPM
b. Hazardous Flight Condition The PIC shall report any urgent information concerning hazardous flight condition (birds or bird strikes, obstacles, meteorological phenomena, irregularities of ground and navigational facilities, etc.) to the appropriate ATC facility without delay. 23.3.3 SERVICE DIFFICULTY REPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
A. PIC shall report the occurrence or detection of each failure, malfunction, or defect concerning: 1. Fires during flight and whether the related fire warning system functioned properly; 2. Fires during flight not protected by a related fire warning system; 3. False fire warning during flight; 4. An engine exhaust system that causes damage during flight to the engine, adjacent structure, equipment, or components; 5. An aircraft component that causes accumulation or circulation of smoke, vapor, or toxic or noxious fumes in the crew compartment or passenger cabin during flight; 6. Engine shutdown during flight because of flameout; 7. Engine shutdown during flight when external damage to the engine or airplane 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 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A
actual emergency or during training, testing, maintenance, demonstrations, or inadvertent deployments. B. In addition to the reports required by paragraph (a) of this section and as prescribed by the DGCA, Garuda Indonesia shall report any other failure, malfunction, or defect in an aircraft that occurs or is detected at any time if, in its opinion, that failure, malfunction, or defect has endangered or may endanger the safe operation of an aircraft used by it. 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. 23.3.4 REPORTING AN ACCIDENT
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Reporting of an Accident: ICAO Annex 6 requirements regarding notification to authorities in aircraft accidents: The Captain shall be responsible for notifying the nearest appropriate authorities by the quickest means available, of any accident involving the aircraft, resulting injury or death of any person or substantial damage to the aircraft or property. In view of the complexity involved, it is very important that the PIC, the GA representative within the State where accident occurred (Station Manager, Handling Agent), the flight dispatcher and OCC closely coordinate their actions when it is decided that a flight has terminated in an accident. Inform the flight dispatcher/OCC as soon as possible.
C
23.3.5 REPORTING AN INCIDENT/SERIOUS INCIDENT Reporting of an Incident/Serious Incident: For air traffic related: Pilot shall inform the ATS unit at the current frequency in use, using the appropriate designator: Aircraft Proximity (AIRPROX), Near Mid-air Collision (USA only), or Incident related to procedure, facility, missed operational handling, and operational deviation, etc. As soon as possible after landing, make written report to ATS by filling an incident report form prepared by the ATS unit (if available) or otherwise any other written report form such as ASR to report the incident had happened, one copy to ATS concerned and original copy to JKTDVGA. In the event of AIRPROX, provide as much detail of the other aircraft as possible to facilitate early identification (type, markings, colors, etc.) If possible, inform Flight Dispatch / OCC by ACARS, VHF or HF radio. If this is not feasible, inform after landing. An ASR must be filled. Fax ASR without delay to JKTDVGA, who will ensure the report is filed to the appropriate authorities. Hand-over the original ASR upon arrival at CGK (via chief pilot or ASR box).
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.2 DEFINITIONS
OM – A 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:
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
For operational related: Refer to this chapter for technical aspects and ATC aspects. If applicable inform Flight Dispatch / OCC by ACARS, VHF or HF radio. If this is not feasible, inform as soon as after landing. An ASR must be filled. For ground related: Refer to this chapter for technical aspects involved. An ASR must be filled when the cockpit crew is on board (see OM-A Chapter 23.2)
23.3.6 AIR SAFETY REPORT (ASR) See Appendix 7. END OF 23.3
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 determination of cause(s) and, when appropriate the making of safety recommendation.
en
Notwithstanding the fact that the Authorities will investigate aircraft accidents and incidents within their own legal rights, the following departments have been assigned the task for GA investigations:
on
C
Air Traffic Incidents
Technical Incidents
Operational Incidents Ground Incidents
: DV (Corporate Quality, Safety & Environment Management) / MQ (Airworthiness Management) : DV (Corporate Quality, Safety & Environment Management) : MQ (Airworthiness Management) / DV (Corporate Quality, Safety & Environment Management) : DV (Corporate Quality, Safety & Environment Management) : DV (Corporate Quality, Safety & Environment Management) / MQ (Airworthiness Management)
fid
Aircraft Accidents
When Operational Incident involves technical aspects, or when Technical Incident involves operational aspects, DV and MQ will coordinate a mutual investigation. DV, when performing investigation will coordinate with concerned parties (VP ground service, ground handling, chief pilot, chief FA, engineering, etc.).
Operation Manual Part A – 1st Edition 14 Sep 2018
▲
Page 1
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 23.4.3 AIR SAFETY REPORT (ASR)
An ASR shall be used to file safety related occurrences only. For non-safety related occurrences, file a TRIP REPORT. Garuda will not take disciplinary measure in relation with ASR. a. A crewmember shall report to the PIC: Any fault, failure, malfunction or defect, which may affect the airworthiness of safe operation of the aircraft, including emergency systems. Any incident that endangered, or could have endangered the safe operation. Note: For definitions, see OM-A Chapter 23.2 The FA-1 may coordinate the safety reporting from flight attendant to the PIC. b. The PIC shall forward the report (of a crewmember) after evaluation, by filling an ASR. c. The ASR shall be mailed to DV, via chief pilot or ASR box in GOC. In case of an Aircraft Proximity (AIRPROX), refer to OM-A Chapter 23.3.4.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The ASR and instruction for use are provided in the navigation documentation bag. 23.4.4 TRIP REPORT A Trip Report form must be filed in the following cases:
Legal aspects when required by law. Deviation from operating procedures or company directives, of which the nature of discrepancies can arise from or within the Crewmember, Passenger, Ground Service, Maintenance, Handling Agent, Catering, Hotel Accommodation and others. Factual observations, during or associated with crewmember duties which may contribute to cost effectiveness and efficiency of the total GA operations.
on
C
fid
en
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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A
23.4.5 OPERATIONAL HAZARD REPORT (OHR) In line with the Safety Program, the Operational Hazard Report is required and provided as a means of reporting any potential risk toward aviation safety or that can lead to an accident/incident. The Operational Hazard Report form is for use by any operations personnel who are observing the case. Operational Hazard Report may be anonymous, and the company is applying the nonpunitive reporting system. It is provided and distributed to all departments in the company. The form also provided in the navigation documentation bag in the cockpit. 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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
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. Delay codes can be found in the ROM.
Whenever a Captain does not agree with the code as stated by station management, or if he wishes to make additional comments, a trip report shall be made out.
on
: Departure time is push back time. Delay code (and reason) shall be filled when aircraft push back more than 5 (five) minutes from schedule departure time for internal evaluation and improvement.
C
GIA Policy
fid
en
IATA standard : Departure time is push back time. Aircraft is not considered delay (for commercial purpose) when aircraft departs up to 15 minutes behind schedule departure time.
23.4.7 AIRCRAFT MAINTENANCE LOG
The pilot in command is responsible for complaint slip-entries on Aircraft Maintenance Log, of all complaints found during the course of duties. Before each flight the pilot in command shall ascertain the status of each irregularity entered in the log at the end of the preceding flight. The Ground Engineer shall enter complaints found during inspections, except those found in the hangar at the home base. The following shall be written in the Aircraft Maintenance Log (AML): All technical complaints and remarks about the aircraft, its system and equipment irrespective of the duration of their occurrence (continuous intermittent or momentary) with the exception of certain cabin complaints (see under Cabin Maintenance Log). Corrective actions taken. Type of inspection performance, on the last slip of the previous stretch.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Complaints related to the safety of the flight (emergency equipment, inter phone system, etc.) shall be reported to the Flight Crewmember who will than enter in the Aircraft Maintenance Log.
fid
en
The responsible licensed Garuda Ground Engineer will complete and sign the ‘action’ part of the AML/CML slips if action is taken, and sign for the type of inspection performed, i.e. the maintenance release, in the AML.
on
One copy of the slip signed for ‘maintenance release ‘remains at the station of departure as an official document concerning the airworthiness of the aircraft.
C
Directions for use, and the purpose of the various copies, are given in the AMLs and CMLs. 23.4.10 FLIGHT ATTENDANT DUTY REPORT AND TRIP REPORT FA-1 shall responsible to fill Flight Attendant Duty Report (FADR). FA-1 shall report all irregularities concerning passenger’s welfare and service by using TRIP report. Refer to OM-A Chapter 23.4.4. 23.4.11 STATION MANAGER’S STATION REPORT The Station Manager shall report discrepancies in handling procedures (including airport facilities, air traffic control, meteorology, customs, etc.) by means of a station report.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 4
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 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:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
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. The Station Manager or representative, the medical and police authorities at the airport of intended landing shall be notified by the quickest means available. Stating the probable cause of death. 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. In case of suspicion that the deceased may have suffered from contagious disease, all precautions shall be taken to prevent infection of the other passengers and crew. On transferring the deceased to the authorities, the PIC shall submit a short statement in duplicate, using the English language (Use ASR). The statement 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.
C
The Preliminary Certificate of Death report is provided in the navigation documentation bag.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
23. HANDLING OF ACCIDENTS AND OCCURENCES 23.4 HANDLING
OM – A 23.4.14 MAKING OF A WILL ON BOARD
The possibility exists for passenger of making a will on board Indonesian registered aircraft whilst airborne. To this effect the passenger has the choice between making an open or a closed will.
In case of an open will: The passenger must state the will to the PIC of the aircraft or his delegate, who shall commit the will in writing in the presence of two witnesses. Thereafter the will must be signed by the testator, the two witnesses and the PIC or his delegate.
In case of a closed will: The testator shall draw up the will himself and shall hand the signed will in the presence of two witnesses to the PIC or his delegate. The PIC will make a note of receipt on the will itself or on the cover. The testator may at all-time ask to return this will to him, in which case a document must be drawn up in evidence of the redelivery thereof.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The witnesses to any of the above-mentioned events must be of age and must understand the language of the will. The PIC is responsible for sending the will and other documents pertaining thereto to the Legal (corporate) Affairs Department as soon as the will is made. In most cases the quickest way will be via the station manager of the next GA destination.
fid
en
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 ensure the will is forwarded to the “Central Testament Registry” in Jakarta.
C
on
23.4.15 ILLNESS AND SERIOUS INJURIES OF PASSENGER OR CREWMEMBERS In case a passenger or crewmember become seriously ill or seriously injured on board, the PIC shall ensure the following steps are taken: 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 Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 6
23. HANDLING OF OCCURENCES
23.5.1
AND
23.5 GUIDELINES FOR CREW IN INCIDENT /SERIOUS INCIDENT/ACCIDENT
OM – A
23.5
ACCIDENTS
GUIDELINES FOR CREW IN INCIDENT/SERIOUS INCIDENT/ACCIDENT GUIDELINES Following a serious incident or accident, crewmembers are not allowed to conduct duty as active crew until released by The DGCA. a. Notify the Company. Using company frequency (VHF, HF or ACARS) Contact the Dispatcher on +62-21-550 1975 or Local Dispatcher Telephone number. If unable, in an emergency, call OPERATION CONTROL CENTER: +62-21-25601622; 062-21-5501013/1014, +62 8121045678, or, during office hour call JKTDVGA +62-21-5501550. b. Preserved Records. Should an aircraft become involved in an incident/serious incidents/accidents, the related flight recorder records and, if necessary, the associated flight recorders are preserved and retained in safe custody.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Understand that all other items of evidence relevant to the incident/serious incidents/accidents must also be preserved. Ensure that someone is preserving evidence and recording the names, addresses, and telephone number of all available witnesses.
C
on
fid
en
c. Stay Together. In case of an incident/serious incidents/accidents, keep the crewmember together. Obtain rest facilities away from the scenes if possible. Let the company representative know your location all the time. d. Aware of Conditions. 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 Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
23. HANDLING OF OCCURENCES
ACCIDENTS
AND
23.5 GUIDELINES FOR CREW IN INCIDENT /SERIOUS INCIDENT/ACCIDENT
OM – A
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. 23.5.2
MODEL FOR PRELIMINARY CERTIFICATE OF DEATH See Appendix 9.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END 0F 23.5
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
24. RULES OF THE AIR TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.7 PROCEDURES FOR A PILOT IN COMMAND INTERCEPTING A DISTRESS TRANSMISSION ........................................................................................................ 1
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.1 GENERAL
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.
END OF 24.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The chapter is intended to represent the most important regulations introduced under the ICAO Annex 2 and Jeppessen Route Manual ATC section.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.1 GENERAL
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
24.2
COMPLIANCE WITH THE RULES OF THE AIR The operation of an airplane either inflight or on the movement area of an airport shall be in compliance with the general rules and, in addition when inflight with IFR or VMC. (1) Responsibility of Pilot in Command The PIC of an airplane shall be responsible for the operation of the airplane in accordance with the rules of the air, except that the pilot in command may depart from these rules in circumstances that render such departure absolutely necessary in the interest of safety. Before beginning a flight, the pilot in command of an airplane shall become familiar with all available information appropriate to the intended operation. Preflight action for flights away from the vicinity of an aerodrome and, for all IFR flights shall include careful study of available current weather reports and forecasts, taking into consideration fuel requirements and an alternative course of action if the flight cannot be completed as planned. The pilot in command shall have final authority as to disposition of the airplane while in command.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(2) Minimum Heights Except when necessary for takeoff and landing, or except by permission from the appropriate authority, airplane shall not be flown over the congested area of cities, towns, or settlements or over an open-air assembly of persons, unless at such a height as shall permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface.
on
fid
en
Nothing shall be dropped or sprayed from an airplane inflight except under conditions prescribed by the authority and, as indicated be relevant information, advice and / or clearance from the appropriate ATS unit.
C
(3) Avoiding Collision It is important that vigilance for the purpose of detecting potential collisions be 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
(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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
(7) Lights to be displayed by Airplane From sunset to sunrise or during any other period which may be prescribed by the appropriate authority, or as applicable to the fleet requirement, the following lights are in use: Anti-Collision lights intended to attract attention to the airplane. Regardless of the daytime, all airplanes on the movement area shall operate the anticollision lights prior to starting engines until all engines are switched off.
Navigation Lights/Position Lights to indicate the relative path of the airplane to an observer. Other lights not to be displayed if they are likely to be mistaken with these lights.
C
on
fid
en
Navigation lights should be switched ON during any activities in the aircraft, e g. electrical power is in used, loading unloading etc. and during navigating movement.
Landing Lights At some high density airports, the use of landing lights for “SEE AND TO BE SEEN” purposes has become a common practice. Observe the following rules when following this practice:
The landing lights shall be used day and night below 10.000 feet during departure and arrival procedures. The landing lights shall be used day and night during crossing, entering a runway for takeoff and the takeoff clearance is received. Consider turning all exterior lights ON when crossing any runway. Landing lights should not be used on condition of reduced visibility,
Undesirable reflections from haze/fog, snow or low clouds, or disorientation from precipitation and crosswind, may result. Be aware that “LIGHTS ON” does not guarantee free from the possibility of bird strikes. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR 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 It shall be switch ON during taxi. It may be temporarily switched off to avoid the blinding or dazzling effect, it shall always be used when crossing a runway.
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
fid
en
Note: Strobe and Landing Lights when deem necessary may be switched OFF in the final approach segment during CAT II or CAT III operations at night. To signal intent to other pilots, consider turning taxi and runway turn off lights OFF when stopped, yielding, or as a consideration to other pilots or ground personnel.
C
(8) ATC Clearance An ATC clearance shall be obtained prior to operating a controlled flight. Such clearance shall be requested through the submission of a flight plan to ATC unit. If the ATC clearance is not satisfactory to the pilot in command, the PIC may request and, if practicable, an amended clearance will be issued. An airplane operated on a controlled aerodrome shall not taxi on the maneuvering area without clearance from the aerodrome control tower, and shall comply with any instruction given. (9) Flights Into And Out Of Uncontrolled Airspace and/or Airport During flights into and out of uncontrolled airspace and/ or airport flight crew shall be familiar with certain local procedure such as PAL (Pilot Activated Lighting) operation, CTAF (Common Traffic Advisory Frequency), AFRU (Aerodrome Frequency Response Unit), etc. (10) Potential Re-dispatch If prior to departure it is anticipated that depending on fuel endurance and subject to planned re-dispatch, a decision may be made to proceed to an intermediate destination. The appropriate ATC unit shall be so notified by the insertion in the flight plan of information concerning the revised route and the revised destination. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
(11) Adherence to Flight Plan An airplane shall adhere to the current flight plan submitted for a controlled flight unless a request for a change has been made and clearance obtained from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate action by the airplane in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate air traffic service unit shall be notified of the action taken and that this action has been taken under emergency authority. Deviation from ATC unit clearance shall be notified to the appropriate ATS unit. (12) Inadvertent Changes In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken: Deviation from track; Action shall be taken forthwith to adjust the heading of the airplane to regain track as soon as possible.
Variation in True Air Speed; If the average true air speed at cruising level between reporting points varies or is expected to vary by 5% of the true air speed from that given inflight plan, the ATS unit shall be informed.
Change in estimate time; 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 that notified to ATS, a revised estimate shall be notified as soon as possible to the appropriate ATS unit.
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
(13) Intended Changes Request for flight plan changes shall include information as indicated hereunder:
Change of cruising level; Airplane identification, requested new cruising level and cruise speed at that new level, revised estimate time (when applicable) at subsequent FIR boundaries.
Change of Route; Destination not change : Airplane identification; flight rules; description of new route including related flight plan data beginning with the position from which requested change of route is to commence; revised time estimate; any other pertinent information. Destination change : Airplane identification; flight rules; description of new route to new destination including related flight plan data beginning with the position from which requested change of route is to commence; revised time estimate; alternate aerodrome; any other pertinent information.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 4
OM – A
24. RULES OF THE AIR 24.2 COMPLIANCE WITH THE RULES OF THE AIR
(14) Visual Signals Used To Warn An Un-Authorized Airplane Flying In Or About To Enter A Restricted, Prohibited Or Danger Area By day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting red and green lights or stars will indicate to an unauthorized airplane that it is flying in or about to enter a restricted, prohibited or danger area, and that the airplane is to take such remedial action as may be necessary.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.2 COMPLIANCE WITH THE RULES OF THE AIR
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
24. RULES OF THE AIR 24.3 OTHER PROCEDURES
24.3
OTHER PROCEDURES Procedures Distress and Urgency communication Communication failure Light & Pyrotechnic signals at airfield Signal for search & rescue
Reference refer OM-A Chapter 11.2-07&08 refer OM-A Chapter 11.2-09 refer OM-A Chapter 11.2-10 refer OM-A Chapter 11.2-11 & OMA Chapter 26.5.5
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.3
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.3 OTHER PROCEDURES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.4 STATE VARIATIONS
24.4
STATE VARIATIONS State variations on the rules of the air is described in the Jeppessen General and ROM.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.4
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 1
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.4 STATE VARIATIONS
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 2
OM – A
24. RULES OF THE AIR 24.5 INTERCEPTION OF CIVIL AIRPLANES
24.5
INTERCEPTION OF CIVIL AIRPLANES Any aircraft violating the sovereign territory of the State will be given a warning and order to leave the areas by aviation traffic control officer(s). Any aircraft approaching and having entered the prohibited and restricted areas will be warned and ordered to leave the area concerned by the aviation traffic control officer(s). In the case of non-compliance to the warning and order to leave as meant above, enforcing action will be taken by the State aircraft to force the violator(s) to leave the territory of the State or the prohibited and restricted areas, or to force the violator(s) to land on stipulated airbase or airport within the State. The crew, the aircraft and all loads of an aircraft violating of the provisions as meant above will be examined and interrogated in accordance with valid laws and regulations There are occasions when interceptor pilots are required to transmit instructions to pilots of intercepted aircraft. When radio communications are not available, visual signals are used. Interception of civil aircraft will be undertaken only as a last resort.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If undertaken, an interception will be limited to determining the identity of the aircraft, unless it is necessary to return the aircraft to its planned track, direct it beyond the boundaries of national airspace, guide it away from a prohibited, restricted or danger area or instruct it to effect a landing at a designated aerodrome. Interceptor pilots will approach the aircraft to be intercepted from astern, employing the Interception Pattern for Identification of Transport Aircraft.
fid
en
Flight safety is the highest priority. An aircraft which is intercepted by another aircraft shall immediately (priority action):
C
on
(1) Follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals in accordance with the specifications in table F.1“SIGNALS FOR USE IN THE EVENT OF INTERCEPTION”, in this section 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR 24.5 INTERCEPTION OF CIVIL AIRPLANES F.1 “SIGNALS FOR USE IN THE EVENT OF INTERCEPTION”
F1.1 Signals initiated by intercepting airplane and responses by intercepted airplane INTERCEPTING Aircraft Signals DAY or NIGHT: Rocking aircraft and flashing navigation lights at irregular interval from a position slightly above and ahead of, and normally to the left of the intercepted airplane, and, after acknowledgement, a slow level turn, normally to the left on the desired heading.
2
3
C
on
fid
Note 1: Meteorological or terrain reason may require the intercepting airplane to reverse position and direction of turn given above in series-1. Note 2: If the intercepted airplane is not able to keep pace with the intercepting airplane, the latter is expected to fly a series of race-track pattern and to rock the airplane each time it passes the intercepted
You have been intercepted, follow me.
DAY or NIGHT: An abrupt break-away maneuver from the intercepted airplane consisting of a climbing turn of 90 degrees or more without crossing the line of flight of the intercepted airplane. DAY or NIGHT: Lowering landing gear, showing steady landing lights and over flying runway in use.
INTERCEPTED Aircraft Responds DAY or NIGHT: Rocking airplane, flashing navigation lights at irregular intervals and following
tia Y F 20 os or l C 19 fir op a -0 / y 206
1
Meaning
Meaning Understood , will comply
en
Series
You may proceed
Land at this aerodrome
DAY or NIGHT: Rocking the airplane
DAY or NIGHT: Lowering landing gear, showing steady landing lights and following the intercepting airplane and, after over flying the runway in use, landing is considered safe, proceeding to land.
Understood , will comply
Understood , will comply
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.5 INTERCEPTION OF CIVIL AIRPLANES
F.1.2 Signals initiated by intercepted airplane and responses by intercepting airplane
5
Aerodrome you have designated is inadequate.
Cannot comply
In distress
C
on
fid
6
DAY or NIGHT: Regular switching on and off all available lights but in such a manner as to be distinct from flashing lights. DAY or NIGHT: Irregular flashing of all available lights.
Meaning
INTERCEPTED Aircraft Responds DAY or NIGHT: If it is desired that the intercepted airplane follow the intercepting aircraft to an alternate aerodrome, the intercepting aircraft raises its landing gear and use the series-1 signal prescribed for intercepting airplane.
If it is decided to release the intercepted airplane, the intercepting airplane uses the series-2 signal prescribed for intercepting airplane. DAY or NIGHT: Use series-2 signals prescribed for intercepting airplane.
tia Y F 20 os or l C 19 fir op a -0 / y 206
4
INTERCEPTING Aircraft Signals DAY or NIGHT: Raising landing gear and flashing landing lights while passing over runway in use at a height exceeding 1000 feet but not exceeding 2000 feet above the aerodrome level, and continuing to circle runway in use. If unable to flash landing lights, flash any other lights available.
en
Series
DAY or NIGHT: Use series-2 signals prescribed for intercepting airplane.
Meaning Understood , follow me
Understood, you may proceed.
Understood
Understood
END OF 24.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
24. RULES OF THE AIR
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.5 INTERCEPTION OF CIVIL AIRPLANES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
24. RULES OF THE AIR 24.6 PROCEDURES AT THE SCENE OF AN ACCIDENT
24.6
PROCEDURES AT THE SCENE OF AN ACCIDENT When a pilot-in-command observes that either another aircraft or a surface craft is in distress, the pilot shall, if possible and unless considered unreasonable or unnecessary:
tia Y F 20 os or l C 19 fir op a -0 / y 206
a) keep the craft in distress in sight until compelled to leave the scene or advised by the rescue coordination center that it is no longer necessary; b) determine the position of the craft in distress; c) as appropriate, report to the rescue coordination center or air traffic services unit as much of the following information as possible: type of craft in distress, its identification and condition; its position, expressed in geographical or grid coordinates or in distance and true bearing from a distinctive landmark or from a radio navigation aid; time of observation expressed in hours and minutes Coordinated Universal Time (UTC); number of persons observed; whether persons have been seen to abandon the craft in distress; on-scene weather conditions; apparent physical condition of survivors; apparent best ground access route to the distress site; and d) Act as instructed by the rescue coordination center or the air traffic services unit.
C
on
fid
en
END OF 24.6
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.6 PROCEDURES AT THE SCENE OF AN ACCIDENT
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
24. RULES OF THE AIR 24.7 PROCEDURES FOR A PIC INTERCEPTING A DISTRESS TRANSMISSION
24.7
PROCEDURES FOR A PILOT IN COMMAND INTERCEPTING A DISTRESS TRANSMISSION Whenever a distress transmission is intercepted by a pilot-in-command of an aircraft, the pilot shall, if feasible: a) acknowledge the distress transmission; b) record the position of the craft in distress if given; take a bearing on the transmission; c) inform the appropriate rescue coordination center or air traffic services unit of the distress transmission, giving all available information; and d) At the pilot's discretion, while awaiting instructions, proceed to the position given in the transmission.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 24.7
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
24. RULES OF THE AIR
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
24.7 PROCEDURES FOR A PIC INTERCEPTING A DISTRESS TRANSMISSION
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM TABLE OF CONTENT
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
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.5.2 SAFETY COMMUNICATION ......................................................................... 1
Operation Manual Part A – 1st Edition 27 Nov 2017
■
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.1 GENERAL
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.
END OF 25.1
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.1 GENERAL
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.2 SAFETY POLICY AND OBJECTIVES
25.2
SAFETY POLICY AND OBJECTIVES The safety policy of the organization is signed by CEO of Garuda Indonesia as Accountable Executive to reflect commitment of Garuda Indonesia regarding safety. In conjunction with Safety Policy, Garuda Indonesia set safety objectives, safety goals and safety performance indicators to monitor and measure safety achievement. Safety Policy is communicated throughout the organization and shall be clearly visible to all personnel and particularly in critical safety areas of the organization with the intent they are made aware of their individual safety obligation. It is reviewed periodically at least every 2 (two) years to ensure continued relevance to the organization. Safety Policy also will be reviewed whenever the CEO position is changed or when deemed necessary.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The accountability for safety at Garuda Indonesia rests with the Chief Executive Officer of Garuda Indonesia that has full control over human and financial resources required for the operations authorized to be conducted under the operations certificate, direct responsibility for the conducts of the organization’s affairs and final responsibility for all safety issues. Responsibility for the day-to-day administration and oversight of SMS operation throughout the organization on behalf of the Accountable Executive and senior management is being discharged to Vice President Corporate Quality, Safety and Environment Management (VP CQSEM). VP CQSEM shall be the responsible individual and focal point for the development and maintenance of an effective SMS as required by CASR.
C
on
fid
en
Irrespective of other responsibilities, each management and non-management personnel is given authorities and responsibilities to perform functions relevant to safety and security of respective operations. VP Flight Operations referring to Chapter OM-A Chapter 3.3.1 in this manual is responsible for ensuring flight operations are conducted in accordance with applicable regulations and ensuring safety and security of flight operations. Chief Flight Attendant referring to Chapter 3.3.7.1 in this manual is responsible for ensuring cabin operations are conducted in accordance with applicable regulations and ensuring the safety and security of Cabin Operations. END OF 25.2
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.2 SAFETY POLICY AND OBJECTIVES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT
25.3
SAFETY RISK MANAGEMENT Safety risk management is a generic term that encompasses the assessment and mitigation of the safety risk that threaten the capabilities of an organization, to a level as low as reasonably practicable (ALARP). Safety Risk Management consists of Hazard Identification and Risk Assessment & Mitigation.
25.3.1 HAZARD IDENTIFICATION Hazards shall be identified in any operations of a Garuda Indonesia aircraft. Hazard identification is responsibility of all personnel involving in operation of Garuda Indonesia and reported to CQSEM department. Hazards are processes and managed in accordance with the Local Standard Operating Procedure (SOP) of units encompassing flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Hazard identification is a continuous, ongoing, daily activity. It becomes an integral part of Garuda Indonesia activity in delivering service to the customer. Nevertheless, there are three specific conditions which require more in-depth and far-reaching hazard identification activities i.e.:
fid
en
a. Any time Garuda Indonesia experiences an unexplained increase in safety-related events or regulatory violation; b. Any time major operational changes are foreseen, including changes to key personnel, procedures, or other major equipment or systems; and c. Before and during periods of significant organizational change, including rapid growth or contraction, corporate merger, acquisitions or downsizing.
C
on
Hazard can be identified after accident/incident occurred (reactive method) or they may be identified through proactive and predictive methods aimed at identifying hazards before they lead to accident/incident. 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. 01. REACTIVE METHODS Reactive methods require a serious safety event (incident or accident) in order to launch hazard identification process. It is most appropriate for situations involving failures in technology and/or unusual events. Some of reactive methods of hazard identification are: a. Accident and incident investigations typically result in a report that describes the factors including existing hazard that contributed to the event.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT b. Accident/Incident Precursor Investigation The investigation of irregularities or non-routine occurrence that might be precursors to an accident or incident also categorized as reactive method hazard identification activity. c. Flight Data Monitoring Flight Data Monitoring is considered as reactive method of hazard identification when it is related to flight involved in incident / serious incident. d. E-Report / Air Safety Report E-Report and/or Air Safety Report (ASR) form containing information related to accident or incident is categorized as reactive method of hazard identification. Electronic report (e-report) is a web based report that enables all employee to easily access and report safety hazards, deficiencies, concerns, and even mandatory reporting event via internet across geographical boundaries. E-report enables employee to report whether at office or even home by simply log in to Garuda Safety Website (http://safety.garuda-indonesia.com) using corporate email account.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
E-report is created by selecting available safety occurrence report templates in the website (Cabin Safety e-Report, Dangerous Goods e-Report, Fatigue eReport, Flight Safety e-Report, Ground Safety e-Report Hazard e-Report, HSE e-Report, Maintenance Safety e-Report, Security e-Report and Voyage eReport), completing the required fields, and submit it. E-report provides “Request Confidentiality” box for confidential reporting system.
on
fid
Air Safety Report Form (ASR) is provided for occurrences related to the safety of aircraft operation which falls into mandatory reporting event category i.e. incident, serious incident or accident.
C
Content of ASR form consists of checkbox item to guide the reporter and essay box to write detail description. For ASR form, it must be filled in and sent to CQSEM department within 24 hours after the event. 02. PROACTIVE METHODS
Proactive methods require a less serious triggering event, probably with little or no damaging consequences in order to launch hazard identification process. By this method, system failures can be minimized by identifying safety risks within the system before it fails and taking the necessary actions to mitigate such safety risks. Some of proactive methods of hazard identification are: a. E-Report / Operational Hazard Report
E-Report and/or Operational Hazard Report (OHR) is voluntary report provided for reporting any hazard directly or indirectly impose to safety. Operational Hazard Report Form (OHR) is provided to report safety events, hazards, deficiencies and concerns which do not fall into incident, serious incident or accident. Content of OHR form consists of checkbox item to guide the reporter and essay box to write detail description. Reporter information box is also provided and it is not required to be filled in for confidential reporting system.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT b. Safety Audit / Inspection / Survey
Safety and Security Audit is committed by CEO and Board of Management of Garuda Indonesia. One of its objectives is to identify hazard, undesirable condition and area requiring improvement. Inspections/surveys examine particular elements or procedures of a specific operation, such as problem areas or bottlenecks in daily operations, perceptions and opinions of operational personnel and areas of dissent or confusion. c.
Safety Meeting / Discussion Meeting or discussion either within Garuda Indonesia or involves external party is another method to proactively identify hazard. This meeting may also be intended to identify changes within or outside Garuda Indonesia that have potential effects for the safety of aircraft operations.
03. PREDICTIVE METHODS
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Predictive method involves data gathering in order to identify possible negative future outcomes or occurrences, analyzing system processes, and environment to identify potential future hazards and initiating mitigating actions. This method do not require triggering event to launch hazard identification process. It is based upon 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 safety hazard that may be indicative of emerging safety risk from a variety of sources. Some of predictive methods are Line Operations Assessment System, Flight Data Monitoring, and Change Management.
C
on
fid
To ensure effective safety reporting, Garuda Indonesia set safety reporting procedures that apply conditions under protection from disciplinary and or administrative action. Garuda Indonesia management commits to implement a non punitive for both operational safety reporting system and confidential reporting 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. 2. 3. 4.
Sending via fax to CQSEM department Sending via email to CQSEM department email Corporate mail (for the occurrence report from out station, if necessary) Sending via Chief Pilot/Chief Flight Attendant
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 3
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT 5. Directly come to CQSEM department office during office hour at GOC building 2nd floor. A. OPERATIONAL SAFETY REPORTING SYSTEM Operational Safety Reporting System is implemented throughout Garuda Indonesia encompassing organization, flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security. It encourages and facilitates all employees at all levels of the organization to voluntarily submit reports that identify safety events, hazards, deficiencies and concerns including those resulting from or associated with human performance in operations to be brought to the attention of relevant management. Therefore, it can be considered as communication process from bottom to top of organization. Operational Safety Reporting System also facilitates mandatory reporting in accordance with applicable regulations.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Each report will be reviewed and analyzed to determine whether a real safety issue exists, and if so, ensure development and implementation of appropriate action by responsible management to correct the situation. Individual who submits the report will be provided with feedback letter regarding follow up progress of the report. B. CONFIDENTIAL REPORTING SYSTEM
fid
en
Garuda Indonesia facilitates a confidential reporting system, a system for the disclosure of human errors and incident without fear of retribution or embarrassment, and enable others to learn from previous mistakes.
C
on
Garuda Indonesia encourages all employee for reporting events, hazards and/or concerns resulting from or associated with human performance or human error in operations and incident report. 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. C. RISK ASSESMENT AND MITIGATION Once hazards have been identified, the safety risks of their potential consequences that have been determined as threatening the capabilities of Garuda Indonesia must be assessed. Factors to be considered are the probability and severity of the potential consequences. Safety risk probability is defined as the likelihood that an unsafe event or condition might occur. Safety risk severity is defined as the possible
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.3 SAFETY RISK MANAGEMENT consequence of an unsafe event or condition, taking as reference the worst foreseeable situation. Consequences of a hazard should be assessed from several aspects such as effect to people, on time departure, asset, environment and company reputation. After safety risks have been assessed, elimination and/or mitigation to ALARP must take place. Detail process of risk assessment and mitigation is provided in Local Standard Operating Procedure (SOP) of units encompassing flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 25.3
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 5
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.3 SAFETY RISK MANAGEMENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 6
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.4 SAFETY ASSURANCE
25.4
SAFETY ASSURANCE Safety Assurance is a daily activity that is conducted to ensure that the operations that support the delivery of services are properly protected against hazard.
25.4.1 SAFETY PERFORMANCE MONITORING AND MEASUREMENT Safety performance of the organization is verified in comparison with the safety policy and approved safety objectives. Safety Performance Monitoring and Measurement is implemented throughout the organization as means to monitor the safety performance of the organization and to validate the effectiveness of risks controls. Methods of safety performance monitoring and measurement are including but not limited to Safety Performance Indicators set for all areas, safety studies, safety surveys, and Quality Assurance Program. 1. Safety Performance Indicator Safety Performance Indicators (SPIs) are objectives data correspond to the relevant safety goals defined by Corporate Safety Committee (CSC) during CSC meeting. The SPIs are performance measures to enable company to track and compare its operational performance against target over a period of time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
SPIs for examples are number of hazard reports received, number of corporate incidents per 1000 departure, number of tolerable incident at each operational area, and number of tolerable incident at each operational area per 1000 departure.
on
fid
en
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 inadvertent slide deploy per 1000 departure. Performance measures for each area is further laid down in the Local SOP of units flight operations, operational control and flight dispatch, engineering and maintenance, cabin operations, ground operations, cargo operations, and operational security respectively.
C
2. Safety Studies Safety Studies are analysis used to gain an understanding of broad safety issues or those of a global nature 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. 4. Quality Assurance Program Garuda Indonesia provides the auditing and evaluation of all areas including flight operations and cabin operations management system and operational functions at planned intervals to ensure the organization is: i. ii. iii. iv. v.
Complying with applicable regulations and standards; Satisfying stated operational needs; Identifying areas requiring improvement; Identifying hazards to operations. Assessing the effectiveness of safety risk controls.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.4 SAFETY ASSURANCE 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.
25.4.2 MANAGEMENT OF CHANGE
tia Y F 20 os or l C 19 fir op a -0 / y 206
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).
C
on
fid
en
Garuda Indonesia develops and maintains a formal process to identify changes within or outside of organization which may affect safety of aircraft operation. Examples of internal changes include management changes, organization structure, expansion, contraction, new equipment and new procedures. Examples of external changes include changes in regulatory requirements, changes in safety requirements, reorganization of air traffic control and relocation of airport. Most of the organizational changes are implemented in a planned manner for realizing the specific objectives or goals. Even though, some organizational change can be implemented in an unplanned manner. Change can introduce new hazards and impact the appropriateness of existing safety risk mitigation strategies and/or impact the effectiveness of existing safety risk mitigation strategies. Therefore, management of change shall be carried out as a part of proactive risk management. Detail process of risk assessment for management of change is laid down in the SOP CQSEM. 25.4.3 CONTINUOUS IMPROVEMENT OF SMS Continuous improvement of the SMS is performed through management review and SMS Evaluation. A. MANAGEMENT REVIEW Regular and planned management reviews is a must to measure company safety performance and achievement including an examination of Garuda Indonesia Safety Management System to ensure its continuing suitability, adequacy and effectiveness in the management and control of operations. A review shall include assessing opportunities for improvement and the need for changes to the system,
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 2
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.4 SAFETY ASSURANCE 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
tia Y F 20 os or l C 19 fir op a -0 / y 206
Garuda Indonesia ensures continual improvement of the SMS throughout the organization to include:
C
on
fid
en
1. Identification and elimination/mitigation on the cause(s) of substandard performance of the SMS. 2. Determination of the implications of substandard performance of the SMS in operations. 3. Elimination or mitigation of such cause(s) of substandard performance. END OF 25.4
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.4 SAFETY ASSURANCE
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 4
OM – A
25. SAFETY MANAGEMENT SYSTEM 25.5 SAFETY PROMOTION
25.5
SAFETY PROMOTION
25.5.1 SAFETY TRAINING AND EDUCATION Garuda Indonesia requires SMS/Safety Training as part of Safety Education is given to any new employee and operational critical personnel including flight operations and cabin operations personnel to ensure such personnel are trained and competent to perform SMS duties. Detail information of conduct and scope of SMS/Safety Training for both flight operations and cabin operations personnel is stipulated in respective Operation Manual Part D which are in accordance with GA Safety Training Manual. 25.5.2 SAFETY COMMUNICATION Safety communication within Garuda Indonesia is developed to enable an exchange of information relevant to the conduct of operations throughout the management system and in all areas where operations are conducted. It is designed as an effective communication system to ensure the exchange of operational information throughout all areas of the organization, and includes
tia Y F 20 os or l C 19 fir op a -0 / y 206
Board of Director, Executive Vice President, Vice President, Senior Managers, Managers, staff and front line personnel including outsourced personnel. The safety communication system intent to foster a positive safety culture in which all employees are fully aware of the SMS, encouraged to submits report that identify safety hazards, received ongoing information on safety issues, safety metrics, specific hazards existing in the workplace, and initiatives to address known safety issues.
fid
en
Safety communication is generally divided into two categories i.e. bottom up communication and top down communication.
C
on
Bottom up communication enable all personnel have the right to give a report of safety hazards, safety event, operational deficiencies or any other safety concerns to management by using Operational Hazard Report (OHR) or Air Safety Report (ASR) form or make e-Report via website and submit to CQSEM department. E-Report and 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
25. SAFETY MANAGEMENT SYSTEM
tia Y F 20 os or l C 19 fir op a -0 / y 206
25.5 SAFETY PROMOTION
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY TABLE OF CONTENT
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
26.4
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.3.7 LANDING GEAR FIRE ................................................................................... 6 EMERGENCY LANDING........................................................................................... 1 26.4.1 GENERAL...................................................................................................... 1
en
26.4.2 PREPARATION OF THE AIRCRAFT............................................................. 1
fid
26.4.3 COMMUNICATIONS ..................................................................................... 1
on
26.4.4 EMERGENCY LANDING ON LAND .............................................................. 3
C
26.4.5 EMERGENCY LANDING AT SEA (DITCHING) ............................................. 4 26.4.6 EMERGENCY LANDING ON SNOW OR ICE ................................................ 6 26.5
SURVIVAL ................................................................................................................ 1 26.5.1 GENERAL...................................................................................................... 1 26.5.2 SURVIVAL IN DESERT AREAS .................................................................... 2 26.5.3 SURVIVAL AT SEA ....................................................................................... 2 26.5.4 SURVIVAL IN ARCTIC REGIONS ................................................................. 3 26.5.5 SURVIVAL IN JUNGLE REGIONS ................................................................ 4 26.5.6 SIGNALS ....................................................................................................... 6
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
26. EMERGENCY
tia Y F 20 os or l C 19 fir op a -0 / y 206
TABLE OF CONTENT
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
26. EMERGENCY 26.1 INTRODUCTION
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
It is therefore necessary to frequently re-read and study all material describing the emergency actions. As emergency situations requiring immediate action may develop at any time, crew members must be mentally prepared for immediate action.
en
The emergency checklist should be readily at hand for each member of the active cockpit crew.
fid
Policies, Procedures and Task Sharing for Passenger Evacuations
C
on
Under emergency situation where passenger evacuation is required, all crewmembers shall strictly follow the evacuation procedures as described in OM-B2 chapter 10 and 11. END 0F 26.1
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 1
OM – A
26. EMERGENCY
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.1 INTRODUCTION
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.2 EMERGENCY PROCEDURES
26.2
EMERGENCY PROCEDURES
26.2.1 GENERAL The following procedures shall be applicable to all Garuda Indonesia stations and shall be applied to the fullest extent possible. The various circumstances surrounding each emergency preclude the establishment of exact detailed procedures covering every conceivable situation. The procedures outlined below meet the minimum requirements and operations officers or station personnel must therefore use their best judgment in handling those aspects of emergencies, not foreseen in these procedures. If in doubt, as to the extent of an emergency, operations officers or station personnel responsible for handling the emergency shall endeavor to obtain information from the PIC or alternately inquire whether the PIC wants an emergency to be declared. Information concerning an emergency shall only be given to Garuda Indonesia officials and agencies, directly concerned with such emergency.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Pilot in Command or Garuda station personnel shall send a written report of any deviation those jeopardizing the safety to the DGCA or relevant Authority via Corporate Quality, Safety & Environment Management (DV) within 10 days after the date of the occurrence.
en
26.2.2 EMERGENCY PHASES In the application of alerting service, 3 emergency phases are distinguished by ICAO.
on
fid
The phases have been established for the notification of rescue coordination centers, by air traffic service units, immediately an aircraft is considered to be in a state of emergency.
C
Without prejudice to the prerogatives of the air traffic services or search and rescue services, the following company emergency phases shall be declared as applicable.
COMPANY UNCERTAINTY PHASE Except when reasonable certainty exist as to the safety of the aircraft and its occupants, a company uncertainty phase shall be declared immediately when: - no communication has been received from a Garuda Indonesia aircraft within a period of 30 minutes after the time a scheduled report should have been received, or when - A Garuda Indonesia aircraft fails to arrive within 30 minutes of the estimated time of arrival last reported or calculated by the operations officer, whichever is the later. A company uncertainty phase shall further be declared, if for any other reason uncertainty exists with regard to the safety of the aircraft.
COMPANY ALERT PHASE Except when reasonable indications exist that would allay apprehension as to the safety of the aircraft and its occupants a company alert phase shall be declared immediately when:
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.2 EMERGENCY PROCEDURES -
Following the company uncertainty phase subsequent communication checks have failed to reveal any news of the Garuda Indonesia aircraft, or when A Garuda Indonesia aircraft has been cleared to land and fails to land within 5 minutes of the estimated time of landing and communication has not been reestablished with the aircraft, or A departing Garuda Indonesia aircraft fails to report within 10 minutes after takeoff and communication has not been re-established with the aircraft, or Information has been received which indicates that the operating efficiency of a Garuda Indonesia aircraft has been impaired, but not to the extent that a forced landing is likely.
Offices equipped with VHF monitor receiver(s) shall make full use of this facility with regard to the above. If a VHF receiver is not available or if the proper frequencies cannot be monitored, a check with the appropriate air traffic service unit shall be made, 15 minutes after a Garuda Indonesia aircraft leaves the blocks, unless local arrangements have been made with such units, which render this Practice superfluous.
-
-
C
on
-
Following the company alert phase, the absence of news from widespread communication checks under the circumstances points to the probability that a Garuda Indonesia aircraft is in distress, or The fuel on board is considered to be exhausted, or to be insufficient to enable the Garuda Indonesia aircraft to make a safe landing, or Information is received which indicates, that the operating efficiency of a Garuda Indonesia aircraft has been impaired to the extent that a forced landing is likely, or Information is received or it is reasonably certain, that a Garuda Indonesia aircraft is about to make or has made a forced landing.
en
-
tia Y F 20 os or l C 19 fir op a -0 / y 206
COMPANY DISTRESS PHASE Except when there is certainty that the aircraft and its occupants are not threatened by grave and imminent danger, and do not require immediate assistance, a company distress phase shall be declared immediately when:
fid
26.2.3 PROCEDURES DURING EMERGENCY PHASES The following is intended to provide crewmembers some insight in the actions taken by the ground organization.
COMPANY UNCERTAINTY PHASE - Contact ATC and ensure that the rescue coordination center and communication station are notified. - Endeavor to advise the aircraft, by blind or normal transmission that the uncertainty phase has been declared, and supply pertinent advice and information regarding weather, rerouting, actions to be taken etc. - Determine present and next positions of the aircraft and the fuel endurance limit. - Maintain liaison with all agencies which may render assistance. - Notify all concerned when the uncertainty phase is canceled or declare the company ALERT PHASE if the emergency continues.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.2 EMERGENCY PROCEDURES COMPANY ALERT PHASE - Inform ATC, rescue coordination center and communication station of the changed situation. - Ensure that ATC and rescue coordination center have the following information at their disposal : Flight plan Particulars last position report Endurance of time at last position Number of persons on board Any other pertinent information. -
COMPANY DISTRESS PHASE - Inform ATC, rescue coordination center and communication station of the changed situation. - Inform Garuda Indonesia Flight Following - Request possible assistance of other aircraft in vicinity - If applicable arrange for crash equipment to standby at the airport where the aircraft is expected to land - Continue to coordinate all emergency activities notify all concerned when the distress phase is canceled.
C
on
fid
en
Endeavor to advise the aircraft, by blind or normal transmission that the uncertainty phase has been declared, and supply pertinent advice and information regarding weather, rerouting, actions to be taken, etc. Maintain liaison with all agencies which may render assistance. Notify all concerned when the uncertainty phase is canceled or declare the company distress phase if the emergency continues.
tia Y F 20 os or l C 19 fir op a -0 / y 206
END OF 26.2
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
26. EMERGENCY
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.2 EMERGENCY PROCEDURES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
26.3
AIRCRAFT EMERGENCIES
26.3.1 COMMUNICATIONS 01. COMMUNICATIONS BETWEEN CREWMEMBERS In any conditions (normal or emergency) the communication between crewmembers shall be established.
Cockpit to Cabin: Use PA as primary means,“FA-1 REPORT TO COCKPIT”, alternatively use at least 6 chimes of attendant call to signal FA-1 that requires immediate come to cockpit;
Cabin to Cockpit Conditions that require flight attendant to pass urgent information to flight crewmember, refer OM-A Chapter 16.5.1. Use standard communication for cockpit door locking system when visit to the cockpit is required see OM-B2 chapter 2.3.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Flight crewmember and flight attendant shall use the communication protocol as described in OM-B2 chapter 2.3, and where emergency landing is involved, the flight crewmember shall announce primarily via PA on the following: EMERGENCY STATION, when landing is imminent approximately 2-3 minutes before touch down BRACE FOR IMPACT when approximately 30 seconds to impact, alternative method by flashing FASTEN SEAT BELT / NO SMOKING SIGN. 02. INFORMATION OF AIR TRAFFIC SERVICES
on
fid
Certain emergencies, like fires that cannot be controlled, or severe structural damage, require that air traffic services be informed soonest.
C
This information shall be transmitted on the frequency that is being used at the time or 121.5 MHz. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
26.3.2 ELECTRICAL FAILURE 01. INDICATIONS OF ELECTRICAL FAILURE The indications of an electrical failure usually consist of smoke, smell of fire, smoldering insulation material or fire. The VOLT and AMMETERS also give indications of malfunctioning of electrical equipment. 02. ACTION TO BE TAKEN IN CASE OF ELECTRICAL FAILURE
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
The following action should be taken in case of electrical failure: Generators and battery switches shall immediately be switched off and emergency power switched on. If the failure is accompanied by smoke or fire, the oxygen system and oxygen masks shall be ready to be used anytime. The first officer must immediately put on the oxygen mask, then the other flight crewmembers shall put on the oxygen masks if smoke or fire conditions makes the use of oxygen masks mandatory. When the electrical power is “off”, the circuit breakers must be checked to see if they show where the short circuit has occurred. All the circuit breakers must be pulled and thereafter the generator switches be switched on again one by one. After that the circuit breakers must be switched on again one by one, starting with the most important circuits and when doing that a careful watch shall be kept to see if the short circuit becomes evident. If the trouble spot cannot be traced, heavy consumers of electricity shall remain switched off. Note: Electrical fires are often accompanied by irritating smoke. Smoke removal procedures may have to be carried out before further action can be taken. The fire shall be put out using BCF / HALON extinguisher only. If BCF / HALON are used, oxygen masks must be used by all active crewmembers. Never use water to extinguish electrical fires 26.3.3 FIRE AND SMOKE 01. CAUSES OF FIRE AND SMOKE Fire and smoke can be caused by short circuits in the electrical system, by overheating of electric motors, by open fire and in the cargo. Therefore, fires can be expected in almost any part of the aircraft. The most probable cause of electrical fire is the radio equipment.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. ACTION TO BE TAKEN IN CASE OF FIRE The following actions have to be taken in case of fire: Small fires in the cockpit or in the cabin caused by e.g. cigarettes or matches can generally be extinguished with the water fire extinguisher (if available) or with a blanket. Never use water to extinguish a fire of or near an electrical system. Larger fires must be extinguished with the BCF / HALON fire extinguishers in combination with a blanket, if possible. The pressurization and air-conditioning systems cause a continuous fresh supply of oxygen, the cabin must therefore be depressurized in case of a large fire. This may make an emergency descent necessary and also the use of oxygen for the crewmembers. In case of large fire, the oxygen system shall be ready to use as not only the thin air at high altitudes makes the use of oxygen necessary, but also the smoke or vapor from the fire and the fact that the BCF / HALON used for the extinguishing of the fire is toxic. Most holds and compartments where a fire may break out have been fitted with a fire detection and extinguishing system. It is important to remember that cargo compartments must keep closed when on fire. This is due to: The fire extinguisher agent will be more effective and Opening the compartment would give fresh supply of oxygen to the fire.
C
on
fid
en
Note: The smoke generated by the fire will greatly assist in smoothen the fire. For that reason some cargo compartments having only very little supply of fresh air has not been fitted with a fire extinguishing system. 03. SMOKE AND FUMES REMOVAL Smoke and fire in the fuselage may be generated by fire, fuel, the hydraulic system or the superchargers. The following actions must be taken: The “NO SMOKING” sign must be switched on and the occupants of the aircraft shall stop smoking immediately. The flight crewmembers must use oxygen masks and aircraft must be depressurized. After depressurization, smoke and fumes removal procedures according to the FCOM/QRH must be carried out. Note: If necessary an emergency descent must be carried out. It should be remembered, that the smoke removal procedure is very effective, but also causes a large supply of fresh air.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 3
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
26.3.4 PRESSURIZATION FAILURE 01. PARTIAL LOSS If depressurization occurred at high altitude e.g. caused by failure of the pressurization system, follow the procedures in FCOM/QRH. When pressurization cannot be restored, a descent to a lower altitude and temporary use of oxygen masks may require. PIC shall notify to Flight Attendants and Passengers regarding the situations. Refer to OM-A Chapter 26.3.4-03. Doors/exits can also cause depressurization. Doors/exits that open inward may not cause problem, however, doors/exits opening outward constitute a danger if not fully closed and locked. If there is any doors/exits that appeared not fully closed: Stay away from that doors/exits; If necessary relocate passengers sitting in the vicinity. Do not try to close the gap – do not inspect the cause.
tia Y F 20 os or l C 19 fir op a -0 / y 206
02. TOTAL LOSS/EMERGENCY DESCENT If the pressurization failure is caused by duct rupture, severe leak of door or exit, the cabin pressure will be lost. Sudden loss of pressure may cause a dense mist in the cabin that will soon dissipate. A structural failure, particularly at high altitude, may be very dangerous.
C
on
fid
en
A loss of cabin pressure is a matter of immediate action. It is imperative that each crewmember immediately begin using oxygen. The flight crewmembers shall make Emergency Descent to a safe breathing altitude by following the appropriate procedure. Notify ATC, depend on local procedure, distress message (MAYDAY, MAYDAY, MAYDAY) may be used. However after restoration of safe altitude and distress no longer needed, cancel 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.
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
03. PIC ANNOUNCEMENTS/NOTIFICATIONS The PIC shall notify FA and Passengers via PA regarding the situations: When cabin altitude increasing to 10000 feet or more : “FLIGHT ATTENDANT, AIRCRAFT DECOMPRESSION”
Pressurization under control: “FLIGHT ATTENDANT, RESUME NORMAL”
Emergency Descent: “EMERGENCY DESCENT, VACATE TOILET”
26.3.5 UNLOCKED LANDING GEAR In case a landing must be made with no definite indication as to whether the gear is locked, the following precautions shall be observed:
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
The PIC must decide to what extent the emergency procedures shall be executed. When it is feared that one or more wheels are not fully down, the tower may be requested to give permission to make a low fly pass for a visual check by the tower controllers. It is not recommended to make a touch and go landing to check whether the wheels are down and locked. After landing no reverse must be used and the brakes must be used cautiously and sparingly. To keep the hydraulic pressure as high as possible, the flaps must be left down after landing, and engine rpm must kept at least 1.000 rpm after the aircraft has come to a stop until gear pins have been inserted. The Ground Engineer shall attempt to insert the gear pins. If he succeeds, taxiing to the apron is allowed, if not, engines shall be kept running and technical assistance must be called via the company channel. The engines may only be stopped after the necessary provisions have been made to prevent gear collapse.
C
26.3.6 LANDING WITH DEFECTIVE GEAR 01. LOW PASS FOR VISUAL CHECK In case of (suspected) troubles with tires or undercarriage it may be necessary to make a low pass for a visual check from the ground. It should be arranged with ATC and the ground services concerned that such a low pass be made over a runway. This has the advantage that the normal traffic pattern is not disturbed and that full use can be made of the available approach system(s). In case of darkness, observers on the ground could take advantage of the illuminating effect of the approach lights. For fast communication, the intermediary of a radio equipped ground vehicle could be used.
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 5
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
02. USE OF FOAM STRIP
Policy In view of the limited effect of a foam strip, no firm requirements for its use are prescribed. The request for a foam strip is SCD and may be considered in case of a belly landing or a landing with retracted main gear. Objections resulting from operational considerations as stated below may be reason to omit such request. Operational Considerations Some considerations influencing the possible request for a foam strip are: The airport in question should preferably have more than one useable runway, not intersecting. Adequate equipment for foaming must be available. Laying a foam strip takes considerable time (one hour or more). After production of the foam strip, the applicable equipment must be refilled with foam before the landing may be executed. Strong wind will disperse the foam. In temperatures considerably below zero, the water in the foam will freeze. Moderate to heavy rain has the same effect as a foam strip, making a foam strip superfluous.
Effect of Foam Foam is a means of accumulating a large amount of water. It partly suppresses sparks resulting from metal friction, but has no extinguishing effect.
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
on
The lubricating effect of foam is comparable with the properties of a wet runway.
C
Leaking fuel will spread under the foam carpet, diminishing, but not excluding the risk of a fire in the direct environment of the fuselage. 26.3.7 LANDING GEAR FIRE Overheating of the brake units may be caused by severe use of brakes. However, lightly dragging brakes during a lengthy taxi operation can cause an overheating just as serious. When a warning of a smoking brake is received after landing or while taxiing, it is not always possible to determine if a fire is present. To prevent an outbreak of flames and also extinguish small fires, it has to be remembered that proper air cooling procedures will probably avoid serious trouble and damage to the aircraft. Maneuver the aircraft off the runway in use and stop aircraft primarily with reverse power, using brakes as little as possible. Passenger may be disembarked by using exits on the side opposite to the fire. CO2, water or foam shall never be used as a fire extinguisher as it causes as a sudden cooling of the wheel assembly which is likely to be followed by a violent explosion of the wheel and tire. It is assumed that the explosion is caused by a sudden failure of the cast magnesium wheel under stress of the inflated tire. The sudden cooling Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 6
OM – A
26. EMERGENCY 26.3 AIRCRAFT EMERGENCIES
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).
END OF 26.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 7
OM – A
26. EMERGENCY
tia Y F 20 os or l C 19 fir op a -0 / y 206
26.3 AIRCRAFT EMERGENCIES
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 May 2017
▲
Page 8
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
26.4
EMERGENCY LANDING
26.4.1 GENERAL Emergency landing can be divided into:
Anticipated landings, and Landings that take place without prior warning (usually crashes), or normal landings that develop into an emergency e.g. due to failing landing gear.
The procedures to be followed have been standardized as much as possible for all types of aircraft. It is of prime importance that each crewmember has a thorough knowledge of his/her own duties as well as of the duties of other crewmembers to be able to take over each task’s and, moreover, because a well instructed team working in close cooperation, will be able to obtain far better results. Furthermore, a smooth operating team, like a well-oiled gear, in the face of an emergency, instills confidence and consequently will not evoke panic easily on the part of the passengers. For psychological reasons the PIC or First Officer should give the first information about an impending emergency landing to the passengers. If this is not possible, the flight crewmember must inform the passengers regarding the emergency situation.
tia Y F 20 os or l C 19 fir op a -0 / y 206
This should be done in a concise and discrete manner in order to avoid confusion and panic. Control of voice level and modulation play an important role in situations of this nature.
fid
en
THE INFORMATION MUST CONTAIN THE REAL FACTS
C
on
26.4.2 PREPARATION OF THE AIRCRAFT All loose objects in the aircraft constitute a grave hazard to the passengers must be stowed and secured. 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. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING 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) 2) 3) 4) 5)
Name of the station addressed (time and circumstances permitting); The identification of the aircraft; The nature of the distress condition; Intention of the Pilot in Command; 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;
tia Y F 20 os or l C 19 fir op a -0 / y 206
Note 2: The station addressed will normally be that station communicating with the aircraft or in whose area of responsibility the aircraft is operating. When an emergency landing will be carried out on an airport or when the PIC expects that the landing cannot be carried out with the normal standards of safety, the tower of that airport should be notified prior to landing, indicating the nature of the trouble.
C
on
fid
en
The PIC may request the firefighting equipment to standby and should indicate which part of the landing run is considered to be critical so that the firefighting equipment can be positioned in the best location. Some airports will lay a foam path on the PIC’s request when a belly landing is to be made. 02. COMMUNICATION BETWEEN CREWMEMBERS Means of communication: -
Public Address System (PAS) Call (interphone) system Assigning of certain crew members for keeping verbal contact.
PUBLIC ADDRESS SYSTEM Except for first warnings and instructions explicitly meant for the crew the public address system may be very valuable as it provides direct, although only oneway communication. Especially when there is a little time for preparations, time consuming interruptions of the crewmembers carrying out their duties can be avoided by using the public address system. PAS is primary means (Normal Method) to be used for certain communication between cockpits to cabin. See OM-B2 Chapter 2.3 For instance: “FA-1 REPORT TO COCKPIT”; the commands “EMERGENCY STATIONS” and “BRACE FOR IMPACT”.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
CALL (INTERPHONE) SYSTEM (Alternate Method) If PAS is unserviceable use attendant call by a series of at least 6 chimes at short intervals as alternate method to call FA. The FA-1 must proceed to cockpit or pick up the nearest handset immediately. While preparing for an emergency landing the call system can be used, if followed either by personal contact or contact by interphone, whichever is the quickest way, for instructions especially meant for the crewmembers.
26.4.4 EMERGENCY LANDING ON LAND 01. CHOICE OF LANDING AREA If possible, the emergency landing should be carried out on an airport on the runway. At some airports a foam path cab be laid on the runway. A belly landing can be carried out on any flat piece of ground and if possible, a spot should be selected within easy reach of help.
tia Y F 20 os or l C 19 fir op a -0 / y 206
If the PIC has the choice of a landing on rough terrain or on calm water near the coast, the latter possibility is preferable, provided sufficient life-saving equipment is on board.
fid
en
02. EXECUTION OF THE LANDING When the landing spot has been selected that landing should be carried out in such a way, that the associated risks are kept down to the minimum.
on
It should be remembered, that any engine power that is available will assist in enabling the PIC to touch down at the exact spot that has been selected.
C
As a landing with the gear down on unprepared terrain is far more risky than with the gear up, the gear must be left retracted. If possible the landing should be made into the wind and approach be carried out in a standard manner, be it that the power settings are of course different. Full flaps should be selected when the landing is assured. The landing speed should be as low as possible but adequate to avoid inadvertent heavy touch down. Just before touch down the PIC must brief the first officer to carry out necessary actions, to keep the highest level of safety performance, timely after the command. Every passenger must remain seated until the aircraft has come to a full stop. Immediately after the aircraft has come to rest the command “EVACUATEEVACUATE” shall be given. Note:
Deceleration after touch down will be severe. On flat terrain the aircraft will need a considerable distance to come to rest.
Operation Manual Part A – 1st Edition 27 Nov 2017
▲
Page 3
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
03. EVACUATION OF THE AIRCRAFT When the command “EVACUATE-EVACUATE” has been given by the Pilot in Command or, in the case of unexpected landings, by FA-1, or when the aircraft has come to rest, all occupants shall leave the aircraft as quickly as possible and in an orderly manner. Crewmembers present in the cabin shall direct the evacuation procedure. In general, all the available exits shall be used as well as the assisting means e.g. Ropes, evacuation chutes etc. All occupants must leave the direct vicinity of the aircraft and be collected some distance away from it. No one shall be allowed to re-enter the aircraft until sometime it has become quite clear, that there is no danger of fire or explosion. Wounded and disable occupants shall be assisted by the unhurt, but this must not delay the evacuation process. The PIC is the last to leave the aircraft after having checked that everyone has escaped.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Do not allow smoking or the use of matches and lighters. 26.4.5 EMERGENCY LANDING AT SEA (DITCHING)
C
on
fid
en
01. ACTION BEFORE DITCHING Transmit distress message and contact any station which could offer assistance, such as other aircraft or ocean vessels, etc. Select ditching area, if possible near ocean station vessels or other ship, and away from adverse weather. Give a very thorough briefing to the cabin staff. Dump fuel to decrease weight and improve buoyancy. Stow or secure all loose equipment. Consult the FCOM for details peculiar to particular aircraft type. Note: Ocean station vessels (ODV) can be of great assistance to ditching aircraft. They can assist in:
Providing position of other ships, Supplying weather reports including QNH, Indicating the swell direction and thus ditching heading, Providing radio and radar direction-finding and fixing, Laying a flare path at night, Launching smoke floats to indicate wind direction, Endeavoring to smoothen the sea by steaming in circles or laying foam, Offering immediate post-ditching assistance (e.g. rescue boats, medical assistance, etc.).
Operation Manual Part A – 1st Edition 01 Mar 2018
▲
Page 4
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING
02. EXECUTION OF THE DITCHING a) LANDING DIRECTION The approach and landing heading should be so adjusted that the aircraft tracks parallel to the swell. Which of the 2 (two) suitable directions (180° apart) is chosen, will depend upon secondary factors, such as wind directions, position of the sun, secondary swell etc. Using this technique cross-wind up to 50 knots id considered acceptable. Note: Estimating swell direction may be made difficult by sensory illusion. When flying parallel to the swell looking out to the left forward indicates swell from that direction. While on the right hand side a swell from right forward direction can be observed. However, in between these 2 (two) directions, there does not seem to be swell at all. This is the direction parallel to the swell. This direction should be put on the heading selector of the compass.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Wind of more than 50 knots, wave motion becomes difficult to assess (at such wind speeds swell will have disappeared) and the possibility of a lower touch down speed assumes more important. In these conditions the landing heading has to be adjusted towards the winds, remembering that up to 50 knots crosswind component may be accepted. Using this technique, a track can be maintained so that the number of waves per time unit crossing it can be lower than when tracking directly into wind, so improving the landing path.
en
However, if these stormy winds produce a well-defined pattern of high waves, stick to the basic rule and land parallel to them.
C
on
fid
Do not select a landing heading against the sun, but at night land toward any lights or flames, being careful not to overshoot them. Land toward the moon if 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 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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 5
OM – A
26. EMERGENCY 26.4 EMERGENCY LANDING 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.
03. EVACUATION OF THE AIRCRAFT Experience indicate that after ditching, an aircraft may be expected to remain afloat long enough to allow an orderly evacuation. Chances of survival, especially during winter, are considerably reduced if one boards a dinghy after first jumping to the water. Every attempt should be made to keep dry and dinghies should be boarded directly from the aircraft. Passengers must be told, before the ditching, from which exits they will be expected to leave the aircraft, which dinghy they should board, and the crew member who will be in charge in their dinghy.
tia Y F 20 os or l C 19 fir op a -0 / y 206
The importance of not inflating the life-vest before evacuation should be stressed and the sitting attitude to be adopted just before impact should be demonstrated. Finally know your emergency procedures; apply them and exercise self-discipline. Above all keep morale high; your chances of survival are excellent. 26.4.6 EMERGENCY LANDING ON SNOW OR ICE
fid
on
Look for a smooth landing surface On the Greenland ice cap above 4.000 feet there are fewer crevasses than below that elevation Shelf ice (ice attached to the shore), is usually smooth and stationary. It is safe from mid-January to mid-April Bays and fjords when frozen over are frequently smooth and so is the shore of frozen river.
C
en
01. CHOICE OF LANDING AREA Factors to be considered when being faced with the necessity of making a landing in arctic regions are:
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
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
26. EMERGENCY 26.5 SURVIVAL
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 factor to be dealt with. Shock makes people apathetic and makes them react slowly. When all occupants of the aircraft have been evacuated and collected at a safe distance, care must be taken of the wounded.
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
fid
The phase of survival really begins if no immediate help from outside is available. An important factor is the will to live.
C
on
The following is a list of factors that may have an important bearing on the question of “survival or death”: Survival Discipline and leadership
Disaster
Lack of discipline and leadership
Will to live
Fear of climate and unknown
Aggressiveness
Despair
Ingenuity
Lack of imagination
Survival training
Lack of proper training
Availability of equipment
Unavailability or unusable equipment
General knowledge
Ignorance of vital survival information
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 1
OM – A
26. EMERGENCY 26.5 SURVIVAL
26.5.2 SURVIVAL IN DESERT AREAS 01. HAZARDS Lack of water and exposure to sun and heat are the big hazards to health in the desert. Up to 10% of dehydration causes no permanent ill effects. Dehydration is quickly cured by water. Exposure to the sun is the second desert ailment, therefore look for shade. Stay under cover as much as possible. Use sunburn ointment on any part of the body that is not covered with clothing. The heat may cause heat collapse, heat stroke, heat exhaustion or heat cramps. The intense sun glare makes it necessary to wear sun glasses or to protect your eyes. 02. WATER In the desert the water supply and shade are deciding factors on the survival time.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Any activities that are not strictly necessary should be avoided to conserve body fluids. Try to restrict all necessary activities to the hours of darkness. The available water supply must be rationed unless plenty of water is available.
fid
en
Note: When resting in the shade a person can survive in a very hot climate for 2 to 5 days without water and in a moderately hot climate for 5 to 9 days.
C
on
26.5.3 SURVIVAL AT SEA After having boarded the dinghies, stay in the vicinity of the aircraft. The dinghies must be tied together with a long rope. Salvage useful floating equipment, food and liquids. Stow and secure all items. Check for inflation and leaks. Put up the canopy, if applicable, and inflate boarding station. Get the emergency radio into operation and prepare other signaling devices for instant use. Assign watchman for look-out and check of inflation and equipment. Ration food and water. A constant look-out shall be arranged and log be kept. Do not use alcoholic drinks as they increase dehydration. Remember that search and rescue parties are looking for you. It will be a matter of time before you are spotted and rescued. Note: Do not eat and drink the first 24 hours. Never drink plain seawater. In cold oceans the biggest problem is to stay dry and warm.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 2
OM – A
26. EMERGENCY 26.5 SURVIVAL
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. 26.5.4 SURVIVAL IN ARCTIC REGIONS The following may serve as a guide for those who have to wait rescue after a forced landing in arctic conditions. The first thing to do is to leave the aircraft as soon as possible, evacuate first the emergency equipment, then the occupants and move some 100 meters upwind from the aircraft. The next problem comes from the cold. The passengers must be collected in the inflated dinghies on which the canopy is erected.
tia Y F 20 os or l C 19 fir op a -0 / y 206
en
fid
on
Injured persons should be treated inside the dinghy as soon as the dinghies have been inflated. The aircraft shall not be re-entered before it is absolutely certain, that no more fire hazard exists. All efforts must be directed at conserving heat. People not dressed in polar suits should not expose themselves unnecessarily to 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 intermittently. That the use of alcohol increases body temperature is a misconception. Alcohol should therefore not be taken in any form or amount. The emergency food rations available in the polar emergency kit contain a high fat percentage. Consuming fat food helps to remain warm and therefore extends the survival chances. The total quantity of polar emergency rations is based on : - maximum number of passengers plus 9 crewmembers - survival time of 6 days at minimum ration
C
The normal ration amounts to 2 packs (2.000 calories) per crew member and 1 pack (1.000 calories) per passenger per day in the winter, and per 1,5 day in the summer. The minimum ration amounts to 50% of the normal ration. The PIC must decide on the distribution of the rations, taking into account factors such as: total number of passengers expected time before search and rescue parties may be expected to arrive weather conditions possibility of dropping rations by rescue aircraft etc. It is advisable not to distribute any rations during the first 24 hours after the emergency landing if the considerations mentioned above have indicated that severe rationing is necessary. Except the dangers arising from the low temperature, snow blindness, shock, carbon monoxide poisoning are other problems to be faced. Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 3
OM – A
26. EMERGENCY 26.5 SURVIVAL
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. 26.5.5 SURVIVAL IN JUNGLE REGIONS Use the mnemonic device of "STOP", which stands for "Stop, Think, Observe, and Plan". Here is a list of what to do in jungle survival: 1. Find a source of drinking water. 2. Find or build a shelter before nightfall. 3. Fashion a weapon you can use for self-defense. 4. Wait to see if rescue arrives. 5. Find a source of food. 6. Travel in one direction during daylight hours. 1. Finding Water
Common Sources of Water: Rainfall:
en
-
tia Y F 20 os or l C 19 fir op a -0 / y 206
In contrast to the dry climate of the desert, the jungle is an abundant source of water. In many jungles, rainfall is common and can be used as a source of hydration.
Streams:
C
-
on
fid
The leaves in the jungle are large and can be used to collect rain water. Just funnel the large leaf into any water storage container and you will have sufficient water for later use. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 4
OM – A
26. EMERGENCY 26.5 SURVIVAL The best way to trap animals while you are sleeping. Using a deadfall trap is an effective way to trap animals and you can set up many of them to increase your chances of catching more food. -
Fishing: Another source of protein in the jungle is fish. An effective way to catch them is through the use of a pronged fishing spear.
-
Eating Plants: Among the edible plants in the jungle, the safest to stick to are palms, bamboo, and common fruits. If you are unsure about whether a plant is poisonous or not, it's probably better to not eat it.
3. Build a Shelter
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
4. Traveling/Resting:
fid
en
Creating a "Lean-To" shelter: Step 1: Find a large branch and lean one end up onto a tree. Step 2: Place smaller branches at 45 degree angles along the length of the large branch. Step 3: Cover the entire structure with leaves and foliage.
C
on
Travel during the day, while sleeping at night.
The jungle presents the obstacle of numerous plants and trees blocking your path. 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. Operation Manual Part A – 1st Edition
01 Oct 2016
▲
Page 5
OM – A
26. EMERGENCY 26.5 SURVIVAL -
Mosquitos & Dangerous Insects: Mosquitos in the jungle are known for spreading disease. Some of which are Malaria, Dengue, and Yellow Fever.
If you do not have repellent: -
Wear long sleeve shirts and pants. Rub mud on any exposed skin to avoid bites. Tie a shirt over your head and let it cascade down over your shoulders. Check your clothing and shoes before putting them on for spiders and other insects.
Parasites: There are many dangerous parasites in the jungle. Do not cross rivers more than knee deep unless absolutely necessary. 6. Getting Rescued It's difficult to rely on rescue when you are in the jungle due to the natural canopy of trees covering the ground surface below.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Regularly visit crash site to see if rescue arrives.
en
26.5.6 SIGNALS Rescue is largely dependent on the effort and ingenuity in surviving until the rescuers have arrived.
on
fid
However, you must be spotted by the rescuers first. It is therefore mandatory that you ease the task of spotting the place where you are.
C
There are many ways of attracting attention of the search parties. Try to put as many into operation as possible. 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 6
OM – A
26. EMERGENCY 26.5 SURVIVAL
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:
C
on
fid
en
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. Make every effort to attract attention by other means such as radio, flares, smoke or reflected light.
tia Y F 20 os or l C 19 fir op a -0 / y 206
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 7
OM – A
26. EMERGENCY 26.5 SURVIVAL
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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, by rocking the wings of the aircraft.
en
When a ground signal has been displayed and is not understood, the survivors or ground search party shall be so informed by direct message except that, if that course is not practicable, failure to rock the wings will indicate that the message is not understood.
C
on
fid
06. SEA MARKERS At sea use the sea marker only at daytime and only when the aircraft is being heard or sighted. END OF 26.5
Operation Manual Part A – 1st Edition 01 Oct 2016
▲
Page 8
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121
This appendix is introduced to further highlight to DGCA the relevant sections and paragraphs of this manual answering CASR 121 amendment 11 requirements relative to flight operations. CASR Checklist Title SUBPART A – GENERAL 121.0 Regulatory Reference 121.1 [Reserved] 121.3 Applicability
OM Cross Ref. OM-A Chapter 0-0
Certification Requirements: General [Reserved] Leasing of Aircraft [Reserved] [Reserved] Rules Applicable to Operations in a Foreign Country 121.13 [Reserved] 121.15 Carriage of Narcotic Drugs, Marihuana, and Depressant or Stimulant Drugs or Substances SUBPART B – CERTIFICATION RULES 121.21 Applicability 121.23 [Reserved] 121.25 Contents of an Air Operator Certificate 121.26 Application for Air Carrier Operator Certificates 121.27 Issue of an Air Operator Certificate 121.29 Duration of Validity and surrender of Air Operator certificate and Operations Specifications 121.31 Recency of Operation 121.32a Suspension and Revocation of Air Operator Certificate or Operating Certificate of a Certificate Holder which does not Conduct Operations for which It Holds Authority for More Than a Specified Time 121.32b Renewal of Validity of Air Operator Certificate 121.33-37 [Reserved] 121.39 Sources of Aeronautical Products 121.59 Management Personnel Required
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.4 121.5 121.6 121.7 121.9 121.11
121.61
Minimum Personnel
Qualifications
of
OM-A Chapter 2.1 ACL A1 OM-A Chapter 2.1 OM-A Chapter 2.1.4 OM-A Chapter 2.1.5 OM-A Chapter 2.1.6
AOC 121-001 N/A AOC Regulatory (OM-A 2.1) Regulatory Regulatory
OM-A Chapter 2.1-01
CMM OM-A Chapter 3.2;3.4 HCM, ACL A6 Management OM-A Chapter 3.2.2– 3.2.7; OM-A 3.4 OM-A Chapter 2.2 para 2
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121
CASR 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 Operations Specifications 121.75 Contents of the Operations Specifications 121.77 Amendment of Certificate 121.79 Amendment of Operations Specifications 121.81 Inspection Authority 121.83 Change of Address SUBPART E – APPROVAL OF ROUTES 121.91 Applicability 121.93 Route Requirements: General 121.95 Route Width 121.97 Airports: Required Data
OM Cross Ref.
OM-A Chapter 2.1-01 ACL A,B,C,D,E OM-A Chapter 2.1-01.a N/A OM-A Chapter 0.1.4 OM-A Chapter 0.1.3
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
OM-A Chapter 9.2.3 OM-A Chapter 9.2.3 OM-A Chapter 9.2.1 (B) OM-A Chapter 9.2.4; 9.2.5; 9.2.6; 9.2.8 121.99 Communication Facilities: Flag, Domestic and OM-A Chapter 11.2-06; Supplemental Air Carriers OM-A Chapter 12.5.5-08 OM-A Chapter 12.6.9 121.101 Weather Reporting Facilities OM-A Chapter 9.5.1 121.103 En-route Navigational Facilities OM-A Chapter 9.2.3 OM-A Chapter 12.4.2 D (2) 121.105 Servicing and Maintenance Facilities ACL Part D; CMM 121.106 ETOPS Alternate Airport: Rescue and Fire OM-A Chapter 9.2.5 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 (01Supplemental Air Carriers 02) 121.127 Flight Following System Requirements: Flag, OM-A Chapter 4.3.3 (01Domestic 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
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 2
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.139 121.141
Title Requirement for Manual aboard Aircraft: Supplemental Air Carriers Airplane Flight Manual
121.143 Standard Operating Procedures SUBPART H – AIRCRAFT REQUIREMENTS 121.151 Applicability 121.153 Aircraft requirements: General
Operation of Foreign Registered Aircraft Aircraft Certification and Equipment Requirements 121.159 Single Engine Airplanes Prohibited 121.161 Airplane Limitations: Type of Route 121.162 ETOPS Type Design Approval Basis 121.163 Aircraft Proving Test 121.165 Empty Weight and Center of Gravity: Currency Requirement SUBPART I – AIRPLANE PERFORMANCE OPERATING LIMITATIONS 121.171 Applicability 121.173 General 121.175 Aeroplanes Takeoff Performance Limitations
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.155 121.157
Takeoff Obstacle Clearance Limitations
121.179 121.181
En-route Limitations Landing Limitations
121.183 121.185
Destination Alternate Aerodrome Airplanes: Reciprocating Engine Powered: Landing Limitations: Destination Airport Airplanes: Reciprocating Engine Powered: Landing Limitations: Alternate Airport Airplanes: Turbine Engine Powered: Takeoff Limitations Airplane: Turbine Engine Powered: En-route Limitations: One Engine Inoperative Airplanes: Turbine Engine Powered: En-route Limitations: Two Engines Inoperative Airplanes: Turbine Engine Powered: Landing Limitations: Destination Airports
121.187 121.189 121.191 121.193 121.195
C
121.177
OM Cross Ref. OM-A Chapter 2.2.1 OM-A Chapter 2.2.6;2.2.1;2.2.5.1 OM-A Chapter 2.2.5.3 OM-A Chapter 2.2.6; OM-A Chapter 2.2.7; OM-A Chapter 9.1; OM-A Chapter 2.2.4 OM-A Chapter 2.1.8 N/A OM-A Chapter 12.6.1 OM-A Chapter 12.6.1 OM-A Chapter 19.2.3 CMM
OM-A Chapter 2.2.5.1; OM-A Chapter 9.1; FRG; FCOM/AOM; FPPM OM-A Chapter 2.2.5.1; 9.1 FRG; FCOM/AOM; FPPM N/A OM-A Chapter 9.2.1-03; 11.5.4-10; OM-B1 1.2 OM-A Chapter 9.3.1 N/A N/A OM-B1 OM-B1 N/A OM-A Ch. 11.5.4-10; OMB1
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 3
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.197 121.198 121.199 121.201 121.203 121.205 121.207
Title Airplanes: Turbine Engine Powered: Landing Limitations: Alternate Airports [Reserved] [Reserved] [Reserved] [Reserved] [Reserved] [Reserved]
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
SUBPART J – SPECIAL AIRWORTHINESS REQUIREMENTS 121.211 Applicability 121.213 [Reserved] 121.215 Cabin Interiors 121.217 Internal Doors 121.219 Ventilation 121.221 Fire Precautions 121.223 Proof of Compliance with Section 121.221 121.225 Propeller Deicing Fluid 121.227 Pressure Cross Feed Arrangements 121.229 Location of Fuel Tanks 121.231 Fuel System Lines and Fittings 121.233 Fuel Lines and Fittings in Designated Fire Zones 121.235 Fuel Valves 121.237 Oil Lines and Fittings in Designated Fire Zones 121.239 Oil Valves 121.241 Oil System Drains 121.243 Engine Breather Lines 121.245 Fire Walls 121.247 Firewall Construction 121.249 Cowling 121.251 Engine Accessory Section Diaphragm 121.253 Powerplant Fire Protection 121.255 Flammable Fluids 121.257 Shutoff Means 121.259 Lines and Fittings 121.261 Vent and Drain Lines 121.263 Fire Extinguishing Systems 121.265 Fire Extinguishing Agents 121.267 121.269 121.271 121.273
Extinguishing Agent Container Pressure Relief Extinguishing Agent Container Compartment Temperature Fire Extinguishing System Materials Fire Detector Systems
OM Cross Ref. OM-A Ch. 11.5.4-10; FOOM
By TC N/A By TC By TC N/A By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC By TC OM-B2 Chapter 10.9.2; 10.9.3; 4.1 By TC By TC By TC By TC
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 4
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.275 121.277 121.279 121.281 121.283 121.285 121.287 121.289 121.291 121.293 121.295
Title
Fire Detectors Protection of Other Airplane Components Against Fire Control of Engine Rotation Fuel System Independence Induction System Ice Prevention [Reserved] Carriage of Cargo in Cargo Compartments Landing Gear: Aural Warning Device Demonstration of Emergency Evacuation Procedures [Reserved] Location for a Suspect Device
121.312 121.313 121.314 121.315
on
fid
en
Engine Instruments Lavatory Fire Protection Emergency Equipment Additional Emergency Equipment Seats, Safety Belts, Shoulder Harnesses, and Child Restraint Systems Materials for Compartment Interiors Miscellaneous Equipment Cargo and Baggage Compartments Cockpit Check Procedure
C
121.307 121.308 121.309 121.310 121.311
tia Y F 20 os or l C 19 fir op a -0 / y 206
SUBPART K – INSTRUMENT AND EQUIPMENT REQUIREMENTS 121.301 Applicability 121.303 Airplanes Instruments and Equipment 121.305 Flight and Navigational Equipment 121.306 Portable Electronic Devices
121.316 121.317
Fuel Tanks Passenger Information Requirements and Smoking Prohibitions
121.318 121.319 121.321 121.323
Public Address System Crewmember Interphone System [Reserved] Instruments and Equipment for Operations at Night Instruments and Equipment for Operating under IFR Supplemental Oxygen: Reciprocating Engine Powered Airplanes
121.325 121.327
OM Cross Ref. By TC By TC By TC By TC By TC By TC By TC OM-A Chapter 16.1 OM-A Chapter 22.3.1C(2) OM-B2 Chapter 6.5
By TC By TC OM-A Chapter 11.1.18; OM-B2 Chapter 2.1.10 By TC By TC OM-A Ch. 16.3.2; By TC By TC By TC By TC By TC By TC OM-A Chapter 11.1.4; 2.2.5.3; 2.2.6 By TC OM-A Chapter 16.5.5 OM-B2 Chapter 2.1.20; 7.1.1.g; 7.1.7.g; 2.1.18.a; 2.1.21; 2.1.9.a OM-B2 Chapter 7 OM-B2 Chapter 7 MEL MEL N/A
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 5
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
121.339
Aircraft Overwater Operations
121.340 121.341 121.342 121.343
[Reserved] Equipment for Operation in Icing Conditions Pitot Heat Indication Systems Flight Recorders
121.344 121.344a 121.345 121.347 121.349
[Reserved] [Reserved] Radio Equipment Communication Equipment Navigation Equipment
121.351
Communication and Navigation Equipment for Extended Over-Water Operations and for Certain Other Operations Low-Altitude Wind shear System Equipment Requirements Emergency Equipment for Operations over Uninhabited Terrain Areas: Flag, Domestic and Supplemental Operators Terrain Awareness and Warning System Equipment for Operations on Which Specialized Means of Navigation Are Used Collision avoidance system Airborne Weather Radar Equipment Requirements Global Positioning System (GPS) [Reserved] [Reserved]
121.352 121.353 121.354 121.355 121.356 121.357 121.358 121.359 121.360
en
fid
121.333
on
121.331
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.335 121.337
Title Supplemental Oxygen for Sustenance: Turbine engine Powered Airplanes Supplemental Oxygen Requirement for Pressurized Cabin Airplanes: Reciprocating Engine Powered Airplanes Supplemental Oxygen for Emergency Descent and for First Aid; Turbine Engine Powered Airplanes with Pressurized Cabins Oxygen Equipment Standards Protective Breathing Equipment
C
Checklist 121.329
OM Cross Ref. OM-A Chapter 20.3 N/A OM-A Chapter 20.4; OM-B2 Chapter 7; 4.2.1 OM-A Chapter 8.4 OM-A Chapter 20.4-c, OM-A Chapter 16.3.2-f OM-B2 Chapter 4.1.94.1.13 OM-B2 Chapter 7 OM-A Chapter 16.3.2; OM-B2 Chapter 2.1.9 c By TC By TC OM-A Chapter 11.1.17; By TC 11.2-04; By TC OM-A Chapter 11.2-06 OM-A Chapter 11.4.1; 12.4.4 OM-A Chapter 12.4.4.3 (A); 12.6.8 OM-A Chapter 12.3-E OM-A Chapter 16.3.2; OM-B2 Chapter 4.5.3; OM-B2 Chapter 7 OM-A Chapter 12.3-D OM-A Chapter 12.3-H OM-A Chapter 12.3-A OM-A Chapter 12.3-C OM-A Chapter 12.3-J
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 6
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 OM Cross Ref.
CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM CMM
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CASR Checklist Title SUBPART L – MAINTENANCE, PREVENTIVE MAINTENANCE AND ALTERATIONS 121.361 Applicability 121.363 Responsibility for Airworthiness 121.365 Maintenance, Preventive Maintenance, and Alteration Organization 121.367 Maintenance Program 121.369 Company Maintenance Manual Requirements 121.371 Required Inspection and Appropriate Personnel 121.373 Continuing Analysis and Surveillance 121.374 Continuous Airworthiness Maintenance Program (CAMP) for Two-Engine ETOPS 121.375 Maintenance and Preventive Maintenance Training Program 121.377 Maintenance and Preventive Maintenance Personnel Duty Time Limitations 121.378 Certificate Requirements 121.379 Authority to Perform and Approve Maintenance, Preventive Maintenance, and Alterations 121.380 Maintenance Recording Requirements 121.380a Transfer of Maintenance Records SUBPART M – AIRMAN AND CREWMEMBER REQUIREMENTS 121.381 Applicability 121.383 Airman: Limitations on Use of Services 121.385 Composition of Flight Crew 121.387 Flight Engineer 121.389 Flight Navigator and Specialized Navigation Equipment 121.391 Flight Attendants 121.393 121.395 121.397
[Reserved] Flight Operations Officer: Domestic and Flag Air Carriers Emergency and Emergency Evacuation Duties
SUBPART N - TRAINING PROGRAM 121.400 Applicability and Terms Used
OM-A Chapter 5.3 OM-A Chapter 5.4 N/A N/A OM-A Chapter 5.4-08; OM-A Chapter 16.5.3; ACL A3 OM-A Chapter 6.3-01 OM-A Chapter 26.1; OM-A Chapter 5.4-07; OM-B2 Chapter 7; 10; 11 OM-A Chapter 6 OM-D1 2.2.2 01 initial new hire; 2.2.3 04 upgrade training; 2.2.2 07 differences training (a)OM-A 6.1.1 (c)OM-A 6.4.1.1
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 7
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR Title Training Program: General
121.403
Training Program: Curriculum
121.404
Training Program: Specific Requirements
121.405
Training Program and Revision: Initial and Final Approval
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Checklist 121.401
OM Cross Ref. 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) 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 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 (d)DG 4.7.5 ;4.2.8 05 (e)emergency 4.7.10 (f)aircraft surface contamination training 4.2.11 (g)cat II/III 4.2.19 02;4.3.9 02 (h)ETOPS 4.2.19 05 (i)pbn 4.2.19 04 (j)CFIT 4.2.19 11 (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 OM-D1 Chapter 2.3.2 0203; OM-D1 2.3.3 – 02; OM-D1 2.3.4 – 01; OMD1 2.3.4 – 03 (744); OMD1 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
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 8
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.407 121.409
Title Training Program: Approval of Airplane Simulators and other Training Devices Training Courses Using Airplane Simulators and other Training Devices
Qualifications: Flight Instructors (Airplane) and Flight Instructors (Simulator)
121.412 121.413
Qualifications: Instructors for Flight Operations Officer and Flight Attendants Initial and Transition Training and Checking Requirements: Flight Instructors (Airplane), Flight Instructors (Simulator)
121.415 121.417
[Reserved] Crewmember Emergency Training
121.418
Differences Training: Crewmembers and Flight Operations Officers
121.419 121.427
[Reserved]
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.411
OM Cross Ref. 2.3.4 – 09 (ATR72); OMD1 2.3.3 – 02 OM-D1 Chapter 2.3.3-02 (a) OM-D1 2.3.3 – 06.a (b.1) OM-D1 3.1.1 – 10 (b.2) 4.1.1 (b.3)6.1.1-03 i ;ii. 4.3.004;iii (b.4) 4.3.0-01 & 4.3.1-04 OM-A 6.4.1.6 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 Instructor) OM-D1 5.3.1 (Check Airman) OM-A Chapter 6.4.1 OM-A Chapter 6.4.1 (a.1)5.2-03 OM-A 6.4.1.6 c (c) OM-D1 5.2.1 – 05 OM-D1 5.2.2 – 04.C (c.5)1.5.2 (06-07) 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 OM-D1 Chapter 2.2; 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
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 9
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.429
Recurrent Training
Title
tia Y F 20 os or l C 19 fir op a -0 / y 206
SUBPART O – CREWMEMBER QUALIFICATIONS 121.431 Applicability General Training Required
121.434
Operating Experience, Operating Cycles, and Consolidation of Knowledge and Skills [Reserved] Pilot Qualification: Certificates Required Pilot Operating Limitations and Pairing Requirements
fid
on
C
121.435 121.437 121.438
en
121.432 121.433
121.439 121.440
Pilot Qualification: Recent Experience Line Checks
121.441
Proficiency and Competency Checks
121.443
121.447
Pilot in Command Qualification: Route and Airports Pilot in Command Airport Qualification: Special Areas and Airports Flight Attendant Qualifications
121.453 121.455 121.457 121.458
Flight Engineer Qualifications [Reserved] [Reserved] [Reserved]
121.445
OM Cross Ref. 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); OMD3 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 OM-A Chapter 6.4.3.2; OM-D1 OM-A Chapter 5.4-03 OM-A Chapter 6.1; OM-D1 Chapter 4.6.6 OM-A Chapter 6.5.3; OM D1 4.5.1 01;4.5.1 04 OM-A Chapter 5.1 (b) OM-A Chapter 6.5.2; 6.4.3.6; OM-D1 Chapter 4.5.1-04 OM-A Chapter 6.5.2 OM-A Chapter 6.5.3 OM-D1 Chapter 4.6.5 OM-A Chapter 6.4.4.1; OM-D1 Chapter 2.3.3-2 OM-D1 Chapter 4.11.1-3 OM-A Chapter 6.5.4 OM-D1 Chapter 4.5.2 OM-A Chapter 6.5.4 (b) OM D1 4.5.2; 4.1.1 OM-A Chapter A 6.2 OM-B2 Chapter 1.2.2 N/A
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 10
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CASR 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 121.465 Duty Time Limitations: Domestic and Flag Air Carriers 121.467 Flight Attendant Duty Period Limitations and 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 121.471 Flight Time Limitations and Rest Requirements: All Crewmembers 121.472 Duty Time Limitations: All Crewmembers 121.475 Crewmembers on Reserve Flight Time Limitations and Rest Requirements: Two Pilot Crews 121.483 Flight Time Limitations: Two Pilots and One Additional Flight Crewmember 121.485 Flight Time limitations: Three or more Pilots and an Additional Flight Crewmember 121.489 Flight Time Limitations: Other Commercial Flying 121.493 Flight Time Limitations: Flight Engineers and Flight Navigators 121.495 Flight time limitations: Deadhead transportation: airplanes SUBPART R – CABIN SAFETY 121.500 Applicability 121.501 Compliance with Briefings or Safety Instructions and Carriage of Weapons 121.502 Crewmember Requirements at Stops where Passengers Remain on Board 121.503 Briefing Passengers before Takeoff 121.504 Briefing Passengers: Extended Overwater Operations 121.505 Stowage of Food, Beverage, and Passenger Service Equipment during Airplane Movement on the Surface, Takeoff, and Landing
C
on
fid
121.481
OM Cross Ref.
OM-A Chapter 6.3 OM-A Chapter 6.3 OM-A Chapter 7.2.7
OM-A Chapter 7.2.2 OM-A Chapter 7.2.3 OM-A Chapter 7.1; OM-A Chapter 7.7.1 OM-A Chapter 7.2.4 OM-A Chapter 7.2.5 OM-A Chapter 7.2.6 OM-A Chapter 7.2.8 N/A OM-A Chapter 7.2.9
OM-A Chapter 16.5.3 OM-A Chapter 17.2.3 OM-A Chapter 17.2.3
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 11
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.507
Title Retention of Items of Mass in Passenger and Crew Compartments 121.509 Carry-on Baggage 121.511 Carriage of Cargo in Passenger Compartments 121.513 Refuelling with Passengers on Board 121.515 [Reserved] 121.517 Alcoholic Beverages 121.519 [Reserved] 121.521 [Reserved] 121.523 Emergency and Emergency Evacuation Duties SUBPART S – [Reserved] SUBPART T – FLIGHT OPERATIONS 121.531 Applicability 121.533 Responsibility for Operational Control
121.549
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.548
fid
121.542 121.543 121.545 121.547
on
121.537 121.538 121.539 121.541
Medical Examination for Pilots, Cabin Crews, and Engineers before Performing Their Duties Alcohol or Drugs Airplane Security Operations Notices Operations Schedules: Domestic and Flag Air Carriers Flight Crewmember Duties Flight Crewmember at Controls Manipulation of Controls Admission to Flight Deck
C
121.535
Aviation Safety Inspector’s Credentials: Admission to Pilot’s Compartment Flying Equipment
121.550 121.551 121.553 121.555
[Reserved] Restriction or Suspension of Operation [Reserved] Compliance with approved routes and limitations
121.557
Emergencies
121.559
In-flight fuel Management
121.561
Reporting Potentially Hazardous Meteorological Conditions and Irregularities of Ground and Navigation Facilities Reporting Mechanical Irregularities Engine Inoperative: Landing; Reporting
121.563 121.565
OM Cross Ref. OM-A Chapter 16.7 OM-A Chapter 10.4.5 N/A OM-A Chapter 16.5.4 OM-A Chapter 10.4.4 (H) OM-B2 Chapter 7; 10; 11
OM-A Chapter 4.1; 4.4.3; 3.3.13; 3.3.9 OM-A Chapter 5.3 OM-A Chapter 2.1.6 GASP OM-A Chapter 4.2 OM-A Chapter 4.3.3; OM-A Chapter 7.4 OM-A Chapter 11.1-11 (c) OM-A Chapter 11.1.2 OM-A Chapter 11.1.14 OM-A Chapter 11.1-12; OM-B2 Chapter 2.1.3 OM-A Chapter 11.1.12; OM-A Chapter 3.3.9; 5.3; OM-B2 Chapter 2.2.1; 4.4.3 OM-A Chapter 4.3.1 OM-A Chapter 9.1; ACL B31 ACL B32 OM-A Chapter 5.2-02; 26.2.1 OM-A Chapter 13.4; OM-A Chapter 13.6-02 OM-A Chapter 3.3.9 OM-A Chapter 3.3.9 OM-A Chapter 11.4.3
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 12
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.567
121.570
Title Instrument Approach Procedures and IFR Landing Minimums Equipment Interchange: Domestic and Flag Air Carriers Airplane Evacuation Capability
121.571 121.573
[Reserved] [Reserved]
121.574
Oxygen for Medical Use by Passengers
121.569
[Reserved] Retention of Items of Mass in Passenger and Crew Compartments 121.577 [Reserved] 121.578 [Reserved] 121.579 Minimum Altitudes for Use of Autopilot 121.581 Observer's Seat: En-route Inspections 121.583 [Reserved] 121.585 Exit Seating 121.587 Closing and Locking of Flight Crew Compartment Door 121.589 [Reserved] 121.590 Use of Certificated Land Airports SUBPART U – DISPATCHING AND FLIGHT RELEASE RULES 121.591 Applicability 121.593 Dispatching authority: Domestic operations 121.595 Dispatching Authority: Flag operations 121.597 Flight Release Authority: Supplemental Air Carriers 121.599 Familiarity with Weather Conditions 121.601 Aircraft Flight Operations Officer Information to Pilot in Command: Domestic and Flag Air Carriers 121.603 Facilities and Services: Supplemental Air Carriers 121.605 Airplane Equipment 121.607 Communication and Navigation Facilities: Domestic and Flag Air Carriers 121.609 Communication and Navigation Facilities: Supplemental Air Carriers 121.611 Dispatch or Flight Release under VFR 121.613 Dispatch or Flight Release under IFR 121.615 Dispatch or Flight Release Over Water 121.617 Alternate Airport for Departure
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.575 121.576
OM Cross Ref. ACL; OM-A Chapter 9.5.1-07 OM-A Chapter 6.4.1.1-c OM-A Chapter 16.3.2-c OM-B2 Chapter 2.1.18
OM-A Chapter 10.3.5.3 OM-B2 Chapter 2.1.14 OM-B2 Chapter 2.1.17
OM-A Chapter 11.4.2 (b) OM-A Chapter 11.1.13 OM-A Chapter 10.3.7-02 OM-A Chapter 11.1.11 ACL C70
OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 9.2.7 OM-A Chapter 9.2.7 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.3 OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 9.3.1
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 13
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.619
121.624 121.625 121.627 121.628
Title Alternate Airport for Destination: IFR: Domestic Air Carriers Alternate Airport for Destination: Flag Air Carriers Alternate Airport for Destination: IFR: Supplemental Air Carriers ETOPS Alternate Airports Alternate Airport Weather Minimums Continuing Flight in Unsafe Conditions Inoperable Instruments and Equipment
121.629
Operation in Icing Conditions
121.631
Original Dispatch or Flight Release, Redispatch or Amendment of Dispatch or Flight Release
121.621 121.623
tia Y F 20 os or l C 19 fir op a -0 / y 206
Considering Time-Limited Systems in Planning ETOPS Alternates 121.635 [Reserved] 121.637 Takeoffs from Unlisted and Alternate Airports 121.639 Fuel Supply 121.641 [Reserved] 121.643 [Reserved] 121.645 [Reserved] 121.646 En-Route Fuel Supply: International Operations 121.647 Factors for Computing Fuel Required 121.649 Takeoff and Landing Weather Minimums: VFR: Domestic Air Carriers 121.651 Takeoff and Landing Weather Minimums: IFR: All Certificate Holders 121.652 Landing Weather Minimums: IFR: All Certificate Holders 121.653 [Reserved] 121.655 Applicability of Reported Weather Minimums 121.657 Flight Altitude Rules 121.659 [Reserved] 121.661 Initial Approach Altitude 121.663 Responsibility for Dispatch Release: Domestic and Flag Air Carriers 121.665 Load Manifest 121.667 Flight Plan: VFR and IFR: Supplemental Air Carriers SUBPART V - RECORDS AND REPORTS 121.681 Applicability 121.683 Crewmember and Flight Operations Officer Record
OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 4.4.1 OM-A Chapter 12.6.5 OM-A Chapter 9.3.3 OM-A Chapter 3.3.9 OM-A Chapter 18.1; OM-A Chapter 18.2 OM-A Chapter 14.1.3; OM-A Chapter 3.3.9 OM-A Chapter 9.2.1; 9.3 OM-A Chapter 12.6.5; 13.6-01; 13.4 OM-C OM-A Chapter 12.6.5 OM-A Chapter 6.5.4 OM-A Chapter 13.3
C
on
fid
en
121.633
OM Cross Ref.
OM-A Chapter 13.4 OM-A Chapter 13.2 OM-A Chapter 9.5.1-11 OM-A Chapter 9.5.1-06 OM-A Chapter 9.5.1-07 OM-A Chapter 9.5.1-07 OM-A Chapter 9.4.2 OM-A Chapter 11.5.2 OM-A Chapter 9.7 OM-A Chapter 9.8.2 OM-A Chapter 9.6.2
OM-A Chapter 2.2.8
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 14
OM – A
APPENDIX 1. COMPLIANCE WITH CASR 121 CASR
Checklist 121.685
Title
Aircraft Record
Dispatch Release: Flag and Domestic Air Carriers 121.689 Flight Release form: Supplemental Air Carriers 121.691 [Reserved] 121.693 Load Manifest 121.695 Disposition of Load Manifest, Dispatch Release, and Flight Plans: Domestic and Flag Air Carriers 121.697 Disposition of Load Manifest, Flight Release, and Flight Plans: Supplemental Air Carriers 121.698 [Reserved] 121.699 [Reserved] 121.701 Maintenance Log: Aircraft 121.703 Service Difficulty Reports 121.705 Mechanical Interruption Summary Report 121.707 Alteration and repair reports 121.709 Maintenance Release or Aircraft Log Entry 121.711 [Reserved] 121.713 [Reserved] SUBPART W – ADMINISTRATIVE SANCTIONS 121.715 Compliance Requirements 121.717 Administrative Sanctions SUBPART X – EMERGENCY MEDICAL EQUIPMENT AND TRAINING 121.801 Applicability 121.803 Emergency Medical Equipment
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
121.687
121.805
Crewmember Training For In-Flight Medical Events SUBPART Y – [Reserved] APPENDIX APPENDIX A – FIRST AID KITS and EMERGENCY MEDICAL KITS APPENDIX B – [Reserved] APPENDIX C – TRAINING PROGRAM APPENDIX D – CRITERIA FOR DEMONSTRATION OF EMERGENCY EVACUATION PROCEDURES UNDER CASR 121.291 APPENDIX E - F – [Reserved] APPENDIX G – SAFETY MANAGEMENT SYSTEM APPENDIX H – L [Reserved] APPENDIX M – N – O [Reserved] APPENDIX P – REQUIREMENTS FOR ETOPS AND POLAR OPERATIONS
OM Cross Ref. ACL D50; OM-A; Chapter 2.1.10 OM-A Chapter 9.7.1 N/A OM-A Chapter 9.8.2 OM-A Chapter 2.2.7 (b) OM-A Chapter 2.2.7 (b)
CMM OM-A 23.3.3 CMM CMM CMM
Regulatory Regulatory OM-B2 Chapter 4.3; OM-A Chapter 8.3.1; OM-B2 Chapter 4.3; OM-A Chapter 8.3.2;
OM-B2 Chapter 4.3.1
All OM-D OM-A Chapter 16.1; Regulatory
SMS Manual
Regulatory
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 15
OM – A
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 1. COMPLIANCE WITH CASR 121
C
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 02 Jan 2019
Page 16
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 2. NOTIFICATION TO CAPTAIN (NOTOC)
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 2. NOTIFICATION TO CAPTAIN (NOTOC)
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 2
OM – A
APPENDIX 3. LOAD SHEET
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.1 MANUAL LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 3. LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 2
OM – A
APPENDIX 3. LOAD SHEET
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
3.2 COMPUTERIZED LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 3
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 3. LOAD SHEET
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 4
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 4. SAMPLE OF FLIGHT DUTY TIME RECORD
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 4. SAMPLE OF FLIGHT DUTY TIME RECORD
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
Use capital letters. Adhere closely to the prescribed format. Report hours in Coordinated Universal Time (UTC, or Zulu). Use the 24-hour clock (e.g., 1800Z, 0930Z, etc.). The shaded area in the first 3 lines must be completed by ATS and COM services only. Complete items 7 to 18 unless ATS prescribes otherwise Complete also item 19 when so required for facilitating alerting and/or Search and Rescue (SAR) operations.
ITEM 7: Airplane Identification Insert one of the following aircraft identifications (must not exceed 7 characters and not include hyphens or symbols): 1. The registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when: a. In radiotelephony the call sign to be used by the aircraft will consist of this identification b. The aircraft not equipped with radio.
tia Y F 20 os or l C 19 fir op a -0 / y 206
2. The ICAO designator for the aircraft operating agency followed by the flight identification (e.g. KLM511, NGA213, JTR25) when in radio-telephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (e.g. KLM511, NIGERIA213, HERBIE25).
C
on
fid
en
Note: Flight with Transponder Mode S (See item 10) Flight Number (FLT NBR) entered by the pilot in the MCDU INIT Page must match exactly the aircraft/flight identification entered at Item 7. If it does not, then the aircraft will not be correlated with its stored flight plan and delays will ensue. There must be no space between the designator letters and flight number, nor any zero preceding the flight number. ITEM 8: Flight Rules and Type of Flight Flight Rules
Insert one of the following letters: I : Entire flight operated under IFR V : Entire flight operated under VFR Y : Flight initially operated under IFR Z : Flight initially operated under VFR
Point or points at which a change of flight rules is planned specify in Item 15. Type of Flight Insert one of the following letters when required by ATS: S : Scheduled air service N : Non-scheduled air transport operation G : General aviation M : Military X : Other than any of the defined categories above Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
ITEM 9: Number and Type of Airplane and Wake Turbulence Category Number of airplane Insert only when more than one applied. Insert the appropriate designator as specified in ICAO Doc 8643,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: ICAO DESIGNATOR
A330-200
A332
A330-300
A333
B737-800
B738
B737 MAX 8
B738
B777-300ER
tia Y F 20 os or l C 19 fir op a -0 / y 206
AIRPLANE MODEL
B77W
CRJ 1000
CRJX AT76
en
ATR 72-600
fid
Wake Turbulance Category
on
Insert an oblique stroke followed by one of the following letters:
: Heavy, for airplane with a max TOW of 136,000 kg or more
M
: Medium, for airplane with a max TOW between 136,000 and 7,000 kg
L
: Light, for airplane with a max TOW of 7,000 kg or less.
C
H
ITEM 10: EQUIPMENT AND CAPABILITIES Radio Communication, Navigation and Approach Aid Equipment Insert one letter as follows: N if No COM/NAV/APP aid equipment for the route to be flown is carried, or the equipment is unserviceable, S if Standard(1) COM/NAV/APP aid equipment for the route to be flown is carried and serviceable, and/or, insert one or more of the following letters to indicate the COM/NAV/APP aid equipment which consists of three elements: Presence of relevant serviceable equipment on board the aircraft; Equipment and capabilities commensurate with crew qualifications; and
Operation Manual Part A – 1st Edition 27 Nov 2017
Page 2
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
Authorization from the appropriate authority, where applicable.
GBAS Landing System
K
MLS
B
LPV (APV with SBAS
L
ILS
C
LORAN C
M1
ATC RTF SATCOM (INMARSAT)
D
DME
M2
ATC RTF (MTSAT)
E1
FMC WPR ACARS
M3
ATC RTF (Iridium)
E2
D-FIS ACARS
O
VOR
E3
PDC ACARS
P
(P1-P9 reserved for RCP)
F
ADF
Q
(Removed)
G
GNSS(2)
R
PBN approved(5)
H
HF RTF
T
TACAN
I
Inertial Navigation
U
UHF RTF
J1
CPDLC ATN VDL Mode 2(3)
V
VHF RTF
J2
CPDLC FANS 1/A HFDL(3)
J3
tia Y F 20 os or l C 19 fir op a -0 / y 206
A
RVSM approved
CPDLC FANS 1/A VDL Mode A(3)
X
MNPS approved
J4
CPDLC FANS 1/A VDL Mode 2(3)
Y
VHF with 8.33 channel spacing capability
J5
CPDLC FANS 1/A SATCOM (INMARSAT)
Z
Other equipment carried or other capability
J6
CPDLC FANS 1/A SATCOM (MTRSAT)
C
on
fid
en
W
J7 CPDLC FANS 1/A SATCOM (Iridium) Notes: (1) Standard equipment is considered to be VHF RTF, VOR and ILS, unless another combination is prescribed by the appropriate ATS authority. (2) Type of external GNSS augmentation to be specified in NAV/ (3) See RTCA/ EUROCAE Interoperability requirements for ATN baseline (4) Inclusion of letter R indicates that an aircraft meets the RNP type prescribed for the route segment(s), route(s) and/or area concerned. (5) PBN levels must be specified in PBN/ within item 18. Refer Doc. ICAO document 9613 (6) If the letter Z is used, specify in item 18 the other equipment carried, preceded by COM/ and/or NAV/ as appropriate.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 3
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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: Mode A transponder 4 digits (4096 codes)
C
Mode C transponder - Mode A and Mode C
E
Mode S transponder with aircraft ID, pressure altitude and extended squitter (ADS-B) capability
H
Mode S transponder with aircraft ID, pressure altitude and enhanced surveillance capability
I
Mode S transponder with aircraft ID, but no pressure altitude capability
L
Mode S transponder with aircraft ID, but no pressure altitude capability
P
Mode S transponder with pressure altitude but no aircraft ID capability
S
Mode S transponder including both pressure altitude and aircraft ID capability
X
Mode S transponder with neither aircraft ID nor pressure altitude capability
B1
ADS-B with dedicated 1090 MHz ADS-B “out” capability
B2
ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability
U1
ADS-B “out” capability using UAT
U2
ADS-B “out” and “in” capability using UAT
V1
ADS-B “out” capability using VDL Mode 4
V2
ADS-B “out” and “in” capability using VDL Mode 4
D1
ADS-C with FANS 1/A capabilities
G1
ADS-C with ATN capabilities
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
A
ITEM 13: Departure Airport and Time Insert the ICAO four-letter location indicator of the departure aerodrome, OR, if no location indicator has been assigned, insert ZZZZ and specify, in item 18, the name of the aerodrome preceded by DEP/ OR, if the flight plan is received from an aircraft in flight, insert AFIL, and specify, in item 18, the ICAO four-letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/. Then, without a space, insert
For a flight plan submitted before departure, the estimated Off-Block time, or
For a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route to which the flight plan applies.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 4
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
ITEM 15: Cruising Speed, Level and Route Insert the first cruising speed as indicated below in (a) and the first cruising level as in (b), without a space between them. Then, following the arrow, insert the route description as in (c). a. Cruising speed (maximum 5 characters) Insert the True Air Speed (TAS) for the first or the whole cruising portion of the flight, in terms of:
Kilometers per hour, expressed as K followed by 4 figures (e.g. K0830), or
Knots, expressed as N followed by 4 figures (e.g. N0485), or
Mach number, when so prescribed by the appropriate ATS authority, to the nearest hundredth of unit Mach, expressed as M followed by 3 figures (e.g. M082).
b. Cruising level (maximum 5 characters) Insert the planned cruising level for the first or the whole portion of the route to be flown, in terms of: Flight Level, expressed as F followed by 3 figures (e.g. F085; F330), or
Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g. S1130), or
Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100), or
Altitude in tens of meters, expressed as M followed by 4 figures (e.g. M0840), or
The letters VFR for uncontrolled VFR flights
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
C
c. Route (including changes of speed, level and/or flight rules) Flights along designated ATS routes
Insert, if the departure aerodrome is located on or connected to the ATS route, the designator of the first ATS route, OR, if the departure aerodrome is not on or connected to the ATS route, the letters DCT (Direct) followed by the point of joining the first ATS route, followed by the designator of the ATS route. Then insert each point at which either a change of speed or level, a change of ATS route, and/or a change of flight rules is planned, Note: When a transition is planned between a lower and upper ATS route and the routes are oriented in the same direction, the point of transition need not be inserted. Followed in each case by:
the designator of the next ATS route segment, even if it is the same as the previous one, or
DCT, if the flight to the next point will be outside a designated route, unless both points are defined by geographical coordinates.
Flights outside designated ATS routes
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 5
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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)
tia Y F 20 os or l C 19 fir op a -0 / y 206
The coded designator assigned to the route or route segment including, where appropriate, the coded designator assigned to the standard departure or arrival route (e.g. BCN1, Bl, R14, UB10, KODAP2A). 2. Significant point (2 to 11 characters)
en
The coded designator (2 to 5 characters) assigned to the point (e.g. LN, MAY, HADDY), or, if no coded designator has been assigned, one of the following ways: Degrees only (7 characters): 2 figures describing latitude in degrees, followed by “N” (North) or “S” (South), followed by 3 figures describing longitude in degrees, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 46N078W.
Degrees and Minutes (11 characters): 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g.4620N07805W.
Bearing and Distance from a navigation aid: The identification of the navigation aid (normally a VOR), in the form of 2 or 3 characters, THEN the bearing from the aid in the form of 3 figures giving degrees magnetic, THEN the distance from the aid in the form of 3 figures expressing nautical miles. Make up the correct number of figures, where necessary, by insertion of zeros - e.g. a point 180° magnetic at a distance of 40 nautical miles from VOR “DUB” should be expressed as DUB180040.
C
on
fid
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)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 6
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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)
VFR if from IFR to VFR
IFR if from VFR to IFR
Examples: LN VFR LN/N0284A050 IFR
tia Y F 20 os or l C 19 fir op a -0 / y 206
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:
5. Cruise climbs (maximum 28 characters)
C
on
fid
en
The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned to start, expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained during cruise climb, expressed exactly as in (a) above, followed by the two levels defining the layer to be occupied during cruise climb, each level expressed exactly as in (b) above, or the level above which cruise climb is planned followed by the letters PLUS, without a space between them. Examples: C/48N050W/M082F290F350
C/48N050W/M082F290PLUS C/52N050W/M220F580F620.
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)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 7
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
Insert the ICAO four-letter location indicator(s) of not more than two alternate aerodromes, separated by a space, OR, if no location indicator has been assigned to the alternate aerodrome, insert ZZZZ and specify in Item 18 the name of the aerodrome, preceded by ALTN/. ITEM 18: Other Information Note: Use of indicators not included under this item may result in data being rejected, processed incorrectly or lost. Insert 0 (zero) if no other information, OR, any other necessary information in the preferred sequence shown hereunder, in the form of the appropriate indicator followed by an oblique stroke and the information to be recorded: STS/ Reason for special handling by ATS, e.g. a search and rescue mission, as follows: ALTRV: for a flight operated in accordance with an altitude reservation;
ATFMX: for a flight approved for exemption from
ATFM: measures by the appropriate ATS authority;
FFR: fire-fighting;
FLTCK: flight check for calibration of navigation aids;
HAZMAT: for a flight carrying hazardous material;
HEAD: a flight with Head of State status;
HOSP: for a medical flight declared by medical authorities;
HUM: for a flight operating on a humanitarian mission;
MARSA: for a flight for which a military entity assumes responsibility for separation of military aircraft;
MEDEVAC: for a life critical medical emergency evacuation;
NONRVSM: for a non-RVSM capable flight intending to operate in RVSM airspace;
SAR: for a flight engaged in a search and rescue mission; and
STATE: for a flight engaged in military, customs or police services.
Other reasons for special handling by ATS shall be denoted under the designator RMK/.
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
PBN/ Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters RNAV SPECIFICATIONS:
A1: RNAV 10 (RNP 10)
B1: RNAV 5 all permitted sensors
B2: RNAV 5 GNSS
B3: RNAV 5 DME/DME Operation Manual Part A – 1st Edition
01 Oct 2016
Page 8
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
B4: RNAV 5 VOR/DME
B5: RNAV 5 INS or IRS
B6: RNAV 5 LORANC
C1: RNAV 2 all permitted sensors
C2: RNAV 2 GNSS
C3: RNAV 2 DME/DME
C4: RNAV 2 DME/DME/IRU
D1: RNAV 1 all permitted sensors
D2: RNAV 1 GNSS
D3: RNAV 1 DME/DME
D4: RNAV 1 DME/DME/IRU
RNP SPECIFICATIONS: L1: RNP4
O1: Basic RNP 1 all permitted sensors
O2: Basic RNP 1 GNSS
O3: Basic RNP 1 DME/DME
O4: Basic RNP 1 DME/DME/IRU
S1: RNP APCH
S2: RNP APCH with BARO-VNAV
T1: RNP AR APCH with RF (special authorization required)
T2: RNP AR APCH without RF (special authorization required)
en
fid
on
C
NAV/
tia Y F 20 os or l C 19 fir op a -0 / y 206
Significant data related to navigation equipment, other than specified in PBN/, as required by the appropriate ATS authority. Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, e.g. NAV/GBAS SBAS. COM/ Indicate communications applications or capabilities not specified in Item 10a. DAT/ Indicate data applications or capabilities not specified in 10a. SUR/ Include surveillance applications or capabilities not specified in Item 10b. DEP/ For aerodrome not listed in the relevant Aeronautical Information Publication, indicate location with 4 figures describing latitude in degrees and tens and units of minutes followed by “N”
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 9
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
(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/
REG/
tia Y F 20 os or l C 19 fir op a -0 / y 206
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). The registration markings of the aircraft, if different from the aircraft identification in Item 7. EET/
SEL/
on
fid
en
Significant points or FIR boundary designators and accumulated estimated elapsed times from take-off to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the appropriate ATS authority.
C
SELCAL Code, for aircraft so equipped TYP/
Type(s) of aircraft proceeded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9. CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters) when required by the appropriate ATS authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO. DLE/ En route delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four figure time in hours and minutes (hhmm). OPR/ ICAO designator or name of the aircraft operating agency, if different from the aircraft identification in item 7. ORGN/ Operation Manual Part A – 1st Edition 01 Oct 2016
Page 10
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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/
RALT/
tia Y F 20 os or l C 19 fir op a -0 / y 206
Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above.
C
TALT/
on
fid
en
ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. 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. ITEM 19: Supplementary Information E/ Insert a 4-figure group giving the fuel endurance in hours and minutes. P/
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 11
OM – A
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
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/
D/
tia Y F 20 os or l C 19 fir op a -0 / y 206
(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 (DINGHIES) (NUMBER) Cross out indicators D and C if no dinghies are carried, or insert number of dinghies carried; and
en
(CAPACITY) Insert total capacity, in persons, of all dinghies carried; and
fid
(COVER) Cross out indicator C if dinghies are not covered; and
C
A/
on
(COLOUR) Insert color of dinghies if carried.
(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.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 12
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY 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: Protecting Final Reserve Fuel in Accordance with Annex 6, Part I, 4.3.7 Request delay information when required (in accordance with 4.3.7.2.1);
Step 2
Declare MINIMUM FUEL when committed to land at a specific aerodrome and any change in the existing clearance may result in a landing with less than planned final reserve fuel (in accordance with 4.3.7.2.2);
Step 3
Declare a fuel emergency when the calculated fuel on landing at the nearest suitable aerodrome, where a safe landing can be made, will be less than the planned final reserve fuel (in accordance with 4.3.7.2.3).
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
Step 1
SCENARIO 1. MAYDAY MAYDAY MAYDAY FUEL – An aeroplane is on an IFR Flight Plan with a destination alternate aerodrome on file. Narrative An aeroplane arrives in the Terminal Area and is instructed to hold south of its destination (KXYZ). The Meterological conditions are deteriorating rapidly in the vicinity of the destination aerodrome with a front moving in faster than expected. The flight plan fuel uplifted for the flight allotted 60 minutes of fuel for holding upon arrival to compensate for unanticipated Meterological conditions and traffic congestion delays. The flight plan also allotted fuel for the filed alternate (KABC) located 250 miles north of the destination. Upon initial contact with ATC, the flight is told to hold for 45 minutes. In the holding pattern, the flight crew completes their normal in flight duties to include re‐checking the destination Meterological conditions, considering a possible diversion at a pre‐determined time as well as determining the point in time and fuel remaining required to depart the holding pattern for the destination aerodrome.
Operation Manual Part A – 1st Edition 01 Mar 2018
■
Page 1
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 alternate aerodrome and the possibility that any delays incurred en‐route to their alternate aerodrome may result in a landing at the alternate with less than final reserve fuel remaining.
C
on
fid
en
ATC advises that no further delays are expected and clears the flight to the alternate 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 MAYDAY MAYDAY MAYDAY FUEL (in accordance with 4.3.7.2.3). ATC informs the aeroplane that aerodrome KJKL, a military field, is available and not much farther than KABC. The flight crew is aware of the suitability of the KJKL and informs ATC that they will go direct to KJKL. The aeroplane is cleared as requested and lands at KJKL with 80% of final reserve fuel in the tanks (due to the proximity of the emergency divert field). 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. Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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
ICAO123 HOLD as published at GONER fix Expect further clearance at 1120 UTC
Readback and (free text) Have the EFC times been fairly accurate?
ICAO123 No further delays expected
C
Readback
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
ROGER ICAO123 DIRECT GONER ready to copy
ICAO123 resume the FASTT arrival and cleared for the ILS RWY 35 approach, be advised low level windshear has been reported
KXYZ Approach ICAO123 on the missed approach requesting clearance to KABC
ROGER ICAO123 CLEARED to KABC via DIRECT ZZZ VOR and J‐63, CLIMB TO FLIGHT LEVEL TWO FOUR ZERO
ROGER ICAO 123 cleared to KABC via DIRECT ZZZ VOR and J‐63, leaving ONE ZERO THOUSAND for FLIGHT LEVEL TWO FOUR ZERO MINIMUM FUEL
ROGER 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 MAYDAY FUEL
ROGER ICAO123 MAYDAY FUEL, KJKL aerodrome has a 4 KM runway and is 30 NM at your 12 o’clock
Readback
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 3
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
SCENARIO 2. MINIMUM FUEL ‐ An aeroplane is on an IFR flight plan with a filed destination alternate aerodrome and diverts after holding near the original destination aerodrome.
on
fid
en
Narrative An aeroplane arrives in the vicinity of the destination aerodrome (MMAB) at 1500 UTC with flight planned fuel on board. The aeroplane is asked to hold with an EFC time of 1510 UTC 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 holding will be insufficient to ease the congestion. The PIC requests delay information from ATC (in accordance with 4.3.7.2.1) and is informed to expect an additional 15 minute delay and is subsequently issued a new EFC time of 1525 UTC.
C
The PIC checks the fuel state and informs ATC that he cannot hold any longer than the original 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.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 4
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 fuel situational awareness and the aeroplane proceeded to the aerodrome as cleared and landed uneventfully.
on
fid
en
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 emergency declaration and the aeroplane was treated as cleared keeping the same approach sequence. However, ATC did take action to keep the flight crew informed of any delays or changes to the previously issued clearance and was required to coordinate with other ATC units to ensure the MINIMUM FUEL state of the flight was passed along.
C
R/T examples edited for brevity these and are not all inclusive radio transmissions 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 requesting clearance to MMXZ
ROGER ICAO123 CLEARED TO MMXZ VIA DIRECT XYZ VOR and V‐43, CLIMB TO ONE FIVE THOUSAND
Readback
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 5
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
ICAO123 requesting deviations to the right for weather ahead.
ICAO123 you are CLEARED to deviate right of course as requested, advise when able to PROCEED DIRECT MMXZ.
Readback ICAO123 proceeding direct MMXZ and declaring MINIMUM FUEL at this time.
ROGER ICAO123 understand you are declaring MINIMUM FUEL. Expect no further delays continue as previously cleared, you are number 5 for the approach.
Outcome
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Scenario 3. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome.
C
on
fid
en
Narrative 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 due to a stationary frontal system surrounding YSAB. When ICAO123 is approximately 200 nm from YSAB, ATC advises that the destination aerodrome is closed until further notice due to a security breach. The flight crew accomplishes their in‐flight planning duties in accordance with operator policy and procedure to include: checking the Meterological conditions, considering diversion options, and completing required fuel calculations. 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).
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 6
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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 .
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 consulted with the flight crew about the intention of issuing an approach clearance, subequently cleared the aeroplane for the approach and the aeroplane landed with more than final reserve fuel.
en
R/T examples edited for brevity and are not all inclusive radio transmissions
C
on
fid
Pilot
ROGER, ICAO123 STANBY
Controller
ICAO123, be advised YSAB is closed until further notice for security reasons
Center, ICAO 123 request CLEARANCE to YSXZ
ICAO123 CLEARED to YSXZ via DIRECT SUNNY and B850
ROGER ICAO123 CLEARED to YSXZ via DIRECT SUNNY and B850 be advised YSXZ is our only option and we may need to declare MINIMUM FUEL.
ROGER ICAO123 are you declaring 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 Operation Manual Part A – 1st Edition 01 Oct 2016
Page 7
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
if we are not cleared for the approach at 1110 we will be declaring MINIMUM FUEL Readback YSXZ approach ICAO123 MINIMUM FUEL
ROGER ICAO123, are you able to finish the holding pattern before being cleared for the approach?
AFFIRMATIVE
ICAO123 after CLSER CLEARED for the ILS RWY 29 approach
Readback
tia Y F 20 os or l C 19 fir op a -0 / y 206
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 ATC was concise and focused on solutions rather than further describing the problem in keeping with the use of the term MINIMUM FUEL as intended in the Provisions.
fid
en
Scenario 4: MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate and is forced to divert to an alternate aerodrome.
C
on
Narrative ICAO Flight 99 arrives in the terminal area of its planned destination aerodrome, KDEN, with 60 minutes of contingency fuel, alternate fuel to enable the crew to fly to their filed alternate 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
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 8
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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.
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
C
on
fid
en
R/T examples edited for brevity and are not all inclusive radio transmissions Pilot Controller ICAO 99, be advised KDEN is closed until further notice. There is a disabled aircraft on the Runway 34R and all other runways have a reported braking action of “nil”. Please advise intentions. ICAO 99 please STANDBY Denver Center, ICAO 99 requests ICAO 99 CLEARED to KCOS via DIRECT CLEARANCE direct to KCOS ICAO 99 proceeding direct to KCOS and ROGER, ICAO 99, Denver Center copies declaring MINIMUM FUEL that you declaring MINIMUM FUEL. We will pass that information on to the next sector. ICAO 99 Next Sector: ICAO 99, Denver Center, descend TO Flight Level 240, expect no holding at KCOS. You are number one for the arrival. Understand you are MINIMUM FUEL Readback Denver Center, ICAO 99 confirms we are ICAO 99, Denver Center copies. MINIMUM FUEL. 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 Operation Manual Part A – 1st Edition 01 Oct 2016
Page 9
OM – A
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
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 .
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 10
OM – A
APPENDIX 7. AIR SAFETY REPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(ASR)
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
APPENDIX 7. AIR SAFETY REPORT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
(ASR)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 8. OPERATIONAL HAZARD REPORT (OHR)
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 8. OPERATIONAL HAZARD REPORT (OHR)
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 9. DEATH CERTIFICATE
Operation Manual Part A – 1st Edition 01 Oct 2016
■
Page 1
OM – A
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 9. DEATH CERTIFICATE
C
on
fid
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 01 Oct 2016
Page 2
OM – A
APPENDIX 10. CABIN MAINTAINANCE LOG
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
CABIN MAINTAINANCE LOG
Operation Manual Part A – 1st Edition 16 Jan 2017
■
Page 1
OM – A
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 10. CABIN MAINTAINANCE LOG
C
on
fid
en
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 16 Jan 2017
Page 2
OM – A
APPENDIX 11. SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER
SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER REST FACILITY
YES
-
-
9 12**
-
YES
-
12**
12
-
-
YES
14.5**
12
17
2/3 FT
YES
-
-
14.5**
12
16
2/4 FT
-
YES
-
14.5**
12
17
2/4 FT
-
-
YES
14
20
2/4 FT
Note:
C
on
4
CLASS 1
*) Adjusted with transit time **) Based on reporting time 90 minutes before ETD
FLIGHT DUTY TIME
LOG
REST
14 16
FT 2/3 FT
17
2/3 FT
10 12 12 ≤ ACT FT 12 ≤ ACT FT 12 ≤ ACT FT 12 ≤ ACT FT 12 ≤ ACT FT
tia Y F 20 os or l C 19 fir op a -0 / y 206
3
CLASS 2
FLIGHT DECK DUTY TIME*) 9 12
en
2
CLASS 3
FLIGHT TIME
fid
FLIGHT CREW
18**
SECTOR
3 3 3 3 3
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
APPENDIX 11. SUMMARY FLIGHT TIME FOR FLIGHT CREWMEMBER
SUMMARY DIAGRAM OF WORK AND REST AT HOME BASE CGK FLT TO FLT ----180 min after last block-on of a CROPA FLT TO GROUND ---
16 HRS PRONE REST 30 min 14.5 HRS
REST 9 hrs
180 min after last block-on of a CROPA
PRONE REST 30 min
FLT TO DH -----
15.5 HRS
180 min after last block-on of a CROPA
PRONE REST 30 min
AT LAY OVER STATION FLT TO FLT ----75 mins after the last Block-on of a CROPA
180 min before next ETD CROPA
REST 9 hrs
PRONE REST 30 min
90 min before Ground Pattern Activity
REST 9 hrs
PRONE REST 30 min
150 mins before ETD o the flight as DH crew
REST 9 hrs
PRONE REST 30 min
90 min before Ground Pattern Activity
PRONE REST 30 min 14.5 HRS PRONE REST 30 min
REST 9 hrs
PRONE REST 30 min
REST 9 hrs
PRONE REST 30 min
fid
15 HRS
en
14 HRS PRONE REST 30 min
on
PRONE REST 30 min 15.5 HRS
PRONE REST 30 min
tia Y F 20 os or l C 19 fir op a -0 / y 206
13 HRS
C
GROUND TO GROUND 90 min after the end of ground pattern activity GROUND TO FLT --90 min after the end of ground pattern activity GROUND TO DH --90 min after the end of ground pattern activity DH TO DH -----After DH to home base CGK. 150 mins from ATA of the flight as DH crew DH TO FLT -----After DH to home base CGK. 150 mins from ATA of the flight as DH crew DH TO GROUND --After DH to home base CGK. 150 mins from ATA of the flight as DH crew
PRONE REST 30 min
REST 9 hrs
REST 9 hrs
14 HRS PRONE REST 30 min
13 HRS PRONE REST 30 min
REST 9 hrs
REST 9 hrs
PRONE REST 30 min
PRONE REST 30 min
PRONE REST 30 min
PRONE REST 30 min
180 min before next ETD CROPA 150 mins before ETD of the flight as DH crew 150 mins before ETD of the flight as DH crew
180 min before next ETD CROPA
90 min before Ground Pattern Activity
105 mins before next ETD CROPA
Note: Based on Operation Manual Part A (OM-A) Chapter 7.7.1
Operation Manual Part A – 1st Edition 02 Jan 2019
▲
Page 2
OM – A
APPENDIX
12. LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACCOMPANIED MINOR (UM) AND INFANT
A330-300 AIRBUS
A330-200 737- 800 NG 737-8 BOEING 777-300ER
ATR72-600
C
ATR
CRJ1000
36C/215Y
251
25
25
24C/227Y
251
25
25
24C/263Y
287
28
28
42C/215Y
257
25
25
36C/186Y
222
22
22
18C/204Y
222
22
22
12C/150Y
162
16
16
8C/162Y
170
17
17
8C/162Y
170
17
17
26C/367Y
393
39
39
8F/38C/268Y
314
31
31
38C/268Y
306
30
30
46C/268Y
314
31
31
12C/84Y
96
9
9
70Y
70
7
7
360Y
on
BOMBARDIER
360
TOTAL SEAT
tia Y F 20 os or l C 19 fir op a -0 / y 206
MODEL
TOTAL INFANT PER FLIGHT 36
ACTUAL CONFIG
fid
MANUFACTURE
TOTAL UM AND/OR DISABLE PAX PER FLIGHT 36
en
LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACCOMPANIED MINOR (UM) AND INFANT
Operation Manual Part A – 1st Edition 01 Mar 2018
■
Page 1
OM – A
12. LIST OF MAXIMUM DISABLE PASSENGER AND/OR UNACCOMPANIED MINOR (UM) AND INFANT
C
on
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 27 Nov 2017
Page 2
OM – A
APPENDIX 13. LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY
LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY The following items are required and must be carried on all flight duty regardless of the destination:
tia Y F 20 os or l C 19 fir op a -0 / y 206
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.
C
on
fid
en
b. Flight Attendant: 1. Company Identification Card and Personal Identification Card (e.g. KTP, KITAS). 2. Passport. 3. Flight Attendant Certificate and/or Temporary Airman Certificate. 4. Certificate of Medical. 5. Safety Training Control Book. 6. Smart Pocket Book for Flight Attendant. 7. Certificate of Vaccination (as required). 8. Serviceable personal flash light. 9. Stowage position: accessible for immediate use during flight. 10. Wrist watch. 11. Spare correction glass. 12. Announcement book. Cremembers are responsible to ensure that their documents are current and valid.
Operation Manual Part A – 1st Edition 02 Jan 2019
■
Page 1
OM – A
fid
en
tia Y F 20 os or l C 19 fir op a -0 / y 206
APPENDIX 13. LIST OF REQUIRED ITEMS THAT MUST BE CARRIED ON ALL FLIGHT DUTY
C
on
INTENTIONALLY LEFT BLANK
Operation Manual Part A – 1st Edition 14 Sep 2018
Page 2
Related Documents
Oma
January 2021 4
Oma
January 2021 4
Diapositivas Oma
March 2021 0
Oma Google Ads Light
February 2021 1
El Croquis 079 Oma-rem Koolhaas.pdf
January 2021 0More Documents from "Alina Gabriela"
