85 1 16MB
O P E R A T I O NMA NU A L
P A R TA G E NE R A L
I s s u e d0 2R e v i s i o n0 4 Rev i s i onDa t e: Augus t1st, 2017
C i t i l i n kI n d o n e s i a
QG-OF-02
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OPERATION MANUAL
PART A GENERAL
This Operations Manual is produced by Citilink Indonesia Flight Operations Division based on IATA / ICAO regulations and CASR as they apply. The content of this manual is approved / accepted by the DGCA (Directorate General of Civil Aviation). It does not supersede Aeroplane Flight Manuals. In case of conflict with the applicable national regulations, the latter apply. Any questions with respect to information contained in this manual should be in written, directed to the Vice President Flight Operations. Citilink Indonesia Vice President Flight Operations, GMF Management Building, 1st Floor Soekarno Hatta Airport, Tangerang - Banten Phone: +62 21 55912610 E-mail: [email protected]
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REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON FIRST OPPORTUNITY Date: August 1st 2017 •
The effective date is the approximate date that the revision is received by user.
•
Citilink Indonesia Operation Manual Part A 02-04 effective from August 1st 2017.
•
Question in respect to this manual or information contained here in shall be directed to Flight Standards & Technical (JKTOFSQG) at GMF Management Building 1st Floor, Phone +62 21 55912610; or email: [email protected]
•
Missing pages may be obtained at Operations Support Publication (JKTOFD2QG) at phone number +62 21 5502656 or email: [email protected].
Flight Operation Center GMF Management Building, Soekarno-Hatta Airport
Edited by Natasha Nur Afifah
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PREFACE
Acknowledgment
Operation Manual Part A Issue 02 – Revision 04, Date: August 1st, 2017, has been modified to fulfill Flight Operations based on IATA/ICAO regulation, CASR and Citilink Indonesia Policy. Any ambiguity, uncertainty or inquiry regards to the procedure in this manual please direct to VP Flight Operations.
Jakarta, August 1st, 2017
Jakarta, August 1st, 2017
Prepared By,
Approved By,
Captain Bambang Tarunaning P.
Captain Fattahullah
SM Flight Standard & Technical
VP Flight Operation
PT Citilink Indonesia (JKTQG) Head Office Menara Citicon, 16th Floor Jl. S. Parman Kav. 72 Slipi, West Jakarta 11410 Phone : +62 21 2934 1000 Fax : +62 21 2930 8786 PT Citilink Indonesia (JKTOFQG) Flight Operation Office GMF Management Building, 1st Floor Soekarno Hatta Airport Phone : +62 21 559 12610
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PREFACE
Structure of The Manual CHAPTER NUMBER
NAME OF CHAPTER
PRE
Preface
TOC
Table of Contents
LEP
List of Effective Pages
ROR
Record of Normal Revision
RTR
Record of Temporary Revisions
Chapter 0
Administration and Control of Operation Manual
Chapter 1
Organization and Responsibilities
Chapter 2
Operational Control and Supervision
Chapter 3
Safety Management System
Chapter 4
Crew Composition
Chapter 5
Crew Qualification and Requirements
Chapter 6
Crew Health Precautions
Chapter 7
Flight Time Limitations
Chapter 8
Operating Procedures
Chapter 9
Dangerous Goods and Weapons
Chapter 10
Security
Chapter 11
Handling of Accident and Occurrences
Chapter 12
Rules of the Air
Chapter 13
Company Forms
Appendixes Appendix A
Citilink Indonesia - Standard Operating Procedures (SOP)
Appendix B
Citilink Indonesia - Safety and Emergency Procedures (SEP)
Appendix C
Runway Incursion
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TOC
Table of Contents Acknowledgment—vii Structure of The Manual
—ix
List of Effective Page
—1
Record of Normal Revision
—1
Record of Temporary Revision
—1
Chapter 0
Administration and Control of Operation Manual
—1
0.1 Introduction
—1
0.1.1 Applicability
—1
0.1.2
Operations Manual Compliance
—1
0.1.3
Air Operator Certificate
—2
0.2 General
—3
0.2.1
—3
Operations Manual Structure
0.2.2 Format
—3
0.2.3
Availability and Use
—3
0.2.4
Writing Policy
—4
0.2.5 Appendixes
—4
0.3
System of Amendment and Revision
—5
0.3.1
Amendement to The Operation Manual
—5
0.3.1.1 Responsibility
—5
0.3.1.2
Internal Responsibility for Initiating Amendments
—5
0.3.1.3
Revision Cycle
—5
0.3.1.3.1
Operation Manual Review
—5
0.3.1.3.2
Operation Manual Part B Updating
—5
0.3.1.4
Conflict
—5
0.3.1.5 Approval
—6
0.3.1.6
Publication Authority
—6
0.3.1.7
Annotation of Changes
—6
0.3.1.8
Temporary Revisions
—6
0.3.1.9
Revision & Issue
—7
0.3.2 Nomenclature
—7
0.3.2.1
Page Layout
—7
0.3.2.2
Manual Special Notice
—7
0.3.3
Operation Policy Manual Distribution List
—8
0.3.3.1
Destruction and Disposal of Obsolete Operational Documents
—8
0.3.3.2
Management and Control of Flight Operations Documents / Publications
—8
0.3.3.2.1 Documents
—9
0.3.3.2.2
Station Library
—10
0.3.3.2.3
Manual and Aeronautical Chart Dissemination
—10
0.4 Information
—11
0.4.1 Abbreviation
—11
0.4.2
Definition
—15
0.4.3
Units Conversion Table
—18
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GENERAL TOC
0.4.4
International Standard Atmosphere (ISA)
0.5
List of Distribution
MANUAL
—19 —20
Chapter 1
Organization and Responsibilities 1.1
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OPERATION
—1
Citilink Indonesia Organization Structure
—1
1.1.1
Citilink Indonesia Organization Chart
—1
1.1.2
Flight Operations Division Organization Chart
—2
1.1.3
Ground Operations and Services Division Organization Chart
—3
1.2
Accountable Executives
—4
1.2.1
Chief Executive Officer (CEO)
—4
1.2.2
Chief Operating Officer (COO)
—4
1.3
Nominated Persons
—5
1.4
Personal Qualification, Responsibilities and Duties of Flight Operation Personnel
—6
1.4.1
Vice President Flight Operation (Director of Flight Operation) – OF
—6
1.4.1.1
Manager Operation Liasion (OFE1)
—7
1.4.1.2
Manager Operation and System Development (OFE2)
—8
1.4.1.3
Manager Crew Health Care (OFE3)
—9
1.4.2
Chief Pilot – OFA
—9
1.4.2.1
Deputy Chief Pilot
—11
1.4.2.1.1
Deputy Chief Pilot 1 (OFA1)
—11
1.4.2.1.2
Deputy Chief Pilot (OFA2)
—12
1.4.2.2
Manager Operation Development (OFA3)
—13
1.4.3
Chief Cabin Crew - OFP
—14
1.4.3.1
Deputy Chief Cabin Crew
—15
1.4.3.1.1
Deputy Chief Cabin Crew 1 (OFP1)
—15
1.4.3.1.2
Deputy Chief Cabin Crew 2 (OFP2)
—16
1.4.3.1.3
Deputy Chief Cabin Crew 3 (OFP3)
—17
1.4.3.1.4
Deputy Chief Cabin Crew 4 (OFP4)
—18
1.4.3.2
Manager Cabin Crew Culture (OFP5)
—19
1.4.4
SM Training – OFQ
—20
1.4.5
SM Flight Standard and Technical – OFS
—22
1.4.5.1
Manager Technical Pilot (OFS1)
—24
1.4.5.2
Manager Cabin Crew Standard (OFS2)
—25
1.4.5.3
Manager Flight Operation Officer Standard (OFS3)
—25
1.4.6
SM Operation Control Center - OFT
—26
1.4.6.1
Manager On Time Performance (OFT1)
—27
1.4.6.2
Manager OCC (OFT2)
—27
1.4.7
SM Operation Support & Dispatch (Chief FOO) - OFD
—28
1.4.7.1
Manager Operation Support Engineering (OFD1)
—30
1.4.7.2
Manager Operation Support Publication (OFD2)
—30
1.4.7.3
Manager Operation Navigation and Technical Compliant (OFD3)
—31
1.4.7.4
Manager Flight Following and Dispatch (OFD4)
—32
1.5
Personal Qualification, Responsibilities and Duties of Ground Operation and Services Personnel—33
1.6
Safety Management System
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—34
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1.6.1
Vice President Safety, Security and Quality
—34
1.6.2
Senior Manager Quality Assurance
—37
1.6.3
Senior Manager Safety Management
—38
1.6.4
Senior Manager Aviation Security
—39
1.7
Authorities, Duties and Responsibilities of The PIC
—39
1.8
Authorities, Duties and Responsibilities of Crewmembers Other Than The PIC
—41
1.8.1
First Officer
—41
1.8.2
Cabin Crew In Charge (CIC)
—42
1.8.3
Other Cabin Crew
—44
1.8.4
Flight Dispatch Officer
—44
1.8.5
Flight Following Officer
—46
1.9
Succession of Command
1.9.1
Key Personal Backup
—47 —47
1.10
Personal Competency
—47
1.10.1
Pilot In Command / Captain
—48
1.10.2
Second In Command / First Officer
—48
1.10.3
Cabin Crew
—49
1.10.4
Flight Operation Officer
—49
1.10.5
Medical Requirement
—49
1.11
Crew Regulations
1.11.1
Accident / Illness
—49
1.11.2
Behaviour in Public
—49
1.11.3
Cabin Circuit Breaker Procedures
—50
1.11.4
Company Identity Card
—50
1.11.5
Contact of Crew Abroad
—50
1.11.6
Crew Baggage
—50
1.11.7
Crew Deadheading and Positioning
—50
1.11.8
Crew Hotels / Stopovers Away From Base
—51
1.11.9
Crew Activity During Layover
—51
1.11.10
Customs and Currency Regulations
—51
1.11.11
Dress Code
—51
1.11.12
Handling of Company Material
—52
1.11.13
Flight Documents
—52
1.11.14
Headsets on Aircraft
—52
—49
1.11.15 Leave
—53
1.11.16
Local Contact of Crew
—53
1.11.17
Public Statement by Crewmembers
—53
1.11.18 Tips
—53
1.11.19
—53
Uniform and Appearance
1.11.19.1 Uniform
—53
1.11.19.2 Appearance
—53
1.11.20
Regulations for Wearing the Uniform
—53
1.11.21
Violation of Customs or Currency Regulations
—54
1.11.22
Water Bottles on the Flight Deck
—54
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GENERAL TOC
Chapter 2
Operation Control and Supervision 2.1
Operational Control Center
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MANUAL
—1 —1
2.1.1 Objectives
—1
2.1.2
—1
Before The Flight
2.1.3
Initiation of The Flight
—2
2.1.4
Once The Flight Has Commenced
—2
2.1.5
After The Flight
—2
2.2
Supervision of The Flight Operation
—2
2.2.1
Operational Documentation
—2
2.2.2
Competence of Flight Operations Personnel
—3
2.2.3
Licence and Qualification Validity
—3
2.2.4
Flight Duty Time
—3
2.2.5
Airports, Routes and Areas of Operations
—4
2.2.6
Documents Control Analysis and Records
—4
2.2.6.1
Aircraft Maintenance Log
—4
2.2.6.2
Aircraft Flight Log
—4
2.2.6.3
Safety Report
—5
2.2.7
Digital Flight Data Recorder (DFDR) and Cockpit Voice Recorder (CVR)
—5
2.2.7.1
Flight Data Recorder
—5
2.2.7.2
Cockpit Voice Recorder Data
—6
2.2.8
Document Storage Period
—6
2.2.8.1
Record Keeping
—7
2.2.9
Flight Operation Information and Instruction
—9
2.2.9.1
Flight Operation Notices
2.2.9.2
Safety Information
—10
—9
2.2.9.3
Inter Office Memo (IOM)
—10
2.2.9.4
Flight Operation Notice Record
—10
2.2.10 Bases 2.3
Power of Authority
2.3.1
Air Operator Certificate (AOC)
—11 —11 —11
2.3.2 Inspections
—12
Chapter 3
Management System
—1
3.1 Introduction
—1
3.1.1 Preface
—1
3.1.2
General Concept
—1
3.1.2.1
Considered Domain
—1
3.1.2.2 Framework
—1
3.1.2.3
Management System Process
—4
3.2
Safety Management System Organization and Accountability
—5
3.2.1
Safety Security and Quality Organization Structure
—5
3.3
Citilink Indonesia Safety, Aviation Security and Corporate Quality Policy
—6
3.3.1
Citilink Indonesia Safety Policy
—6
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TOC
3.3.2
Citilink Indonesia Aviation Security Policy
—7
3.3.3
Citilink Indonesia Corporate Quality Policy
—8
Chapter 4
Crew Composition
—1
4.1
Crew Composition
—1
4.1.1
Crew Composition and Function
—1
4.1.2
Crew Composition Determination
—1
4.1.2.1 Supernumerary
—2
4.1.2.1.1
Cockpit Travel (Paxing)
—3
4.1.3
Flight Crew
—4
4.1.3.1
Flight Crew Composition
—4
4.1.3.2
Crew Pairing
—4
4.1.3.2.1
Inexperience Pilot
—4
4.1.3.2.2
Expatriate Pilot
—4
4.1.3.3
Pilot in Training
—5
4.1.3.4
Inflight Relief of Flight Crew Member
—5
4.1.3.5
Age Limitations
—5
4.1.4
Cabin Crew
—5
4.1.4.1
Minimum Number Required of Cabin Crew
—5
4.1.4.2
Cabin Crew In Charge (CIC)
—6
4.1.4.3
New Hire Cabin Crew
—6
4.1.4.4
Additional Crew - Special Duties
—6
4.2
Designation of The PIC
—7
4.2.1 General
—7
4.2.1.1
Period of Command
—7
4.2.1.2
Responsibility of Command
—7
4.2.2
Two Captain Rostered Together
—7
4.2.3
Manipulation of Controls
—9
4.3
Flight Crew Incapacitation
4.3.1
Flight Procedures
—10
4.3.2
Succession of Command In Case Of Incapacitation of The PIC
—10
4.4
Operation On More Than One Type
4.4.1
Operation On More Than One Type for Flight Crew
—11
4.4.2
Operation On More Than One Type for Cabin Crew
—12
4.4.2.1
Determination of Aircraft Types and Variants
—12
4.4.2.2
Safety Briefing for Cabin Crew
—13
—10
—11
Chapter 5
Qualification Requirements 5.1
—1
Flight Crew
—1
5.1.1
New Hire Flight Crew
—1
5.1.1.1
Rated Pilot
—1
5.1.1.2
Non-Rated Pilot
—1
5.1.1.3
Zero Hour Pilot (local pilots)
—2
5.1.2
Entry Level Pilot Rank
—2
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GENERAL TOC
5.1.3
A
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Upgrading Pilot
—2
5.2
Cabin Crew
—3
5.2.1
New Hire Cabin Crew
—3
5.2.1.1
New Hire Zero Experience
—3
5.2.1.2
New Hire Experienced Cabin Crew
—3
5.3
Flight Operation Officer
—3
5.3.1
New Hire Flight Operation Officer
—3
5.4
Specific Pilot Qualification
—4
5.4.1
Technical Pilot
—4
5.4.2
Right Hand Seat (RHS) Captain
—4
5.5
Airport and Route Qualification (ARQ)
—5
5.5.1
Airport and Route Qualification Recency
—7
5.5.2
Competence Training
—7
5.5.2.1
Route Competence Training
—7
5.5.2.2
Aerodrome Competence Training
—7
5.6
Additional Flight Crew Qualification
—8
5.6.1
Airborne Collision Avoidance System (ACAS) / Traffic Collisiion Avoidance System (TCAS)
—8
5.6.2
Performance Based Navigation (PBN)
—8
5.6.2.1
Area Navigation (RNAV) / Required Navigation Performance (RNP-X)
—8
5.6.2.2
Required Navigation Performance Authorized Required (RNP AR)
—8
5.6.3
Reduce Vertical Separation Minimum (RVSM)
—9
5.6.4 RESERVE
—9
5.6.5
Dangerous Goods Transportation (DG)
—9
5.7
Cabin Crew Qualification Requirement
—9
5.8
Other Operation Personnel
5.8.1
Aircraft Towing
—10
5.8.2
Engine Run Up
—10
—10
Chapter 6
Crew Health Precautions 6.1
—1
General
—1
6.1.1
Illness or Incapacitation While On Duty
—1
6.1.2
International Regulation
—1
6.1.3
Quarantine Regulation
—1
6.1.4
Drugs and Alcohol Testing Policy
—2
6.1.4.1
Test Method
—2
6.1.4.2
Employees Who Must Be Test
—2
6.1.4.3
Substances for Which Testing Must Be Conducted
—2
6.1.4.4
Problematic Use of Alcohol / Psychoactive Substances
—3
6.1.5
Blood Pressure, Alcohol and Drugs Tests
—3
6.1.6 Narcotics
—3
6.1.7
—4
Drugs, Sleeping Tablets and Pharmaceutical Preparations
6.1.8 Immunization
—5
6.1.9
—5
Deep Diving
6.1.10 Fatigue
—5
6.1.11 Pregnancy
—6
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Chapter TOC 6
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TOC
Blood Donations
—6
6.1.13
Meal Precautions Prior To and During Flight
—6
6.1.13.1
Symptoms and Treatment of Poisoning
—6
6.1.14
Sleep and Rest
—6
6.1.15
Surgical Operations
—7
6.1.16
Vision Correction
—7
6.1.16.1
Near Vision Correction
—7
6.1.16.2
Near and Distant Vision Correction
—7
6.1.16.3
Eye Protection
—7
6.1.17 Humidity
—7
6.1.18
Diurnal Rhythm
—7
6.1.19
Aircraft Cabin Disinsection
—8
6.2
Tropical Medicine
—9
6.2.1
Tropical Climate
—9
6.2.2 Hygiene
—9
6.2.3
Tropical diseases
6.2.4
Main Tropical Diseases
—11
—9
6.2.4.1
Amoebiasis (amoebic dysentery)
—11
6.2.4.2 Malaria
—11
6.2.4.3
—12
Typhoid and Paratyphoid Fevers
6.2.4.4 Cholera
—12
6.2.4.5 Dysentery
—13
6.2.4.6
—13
Yellow Fever
Chapter 7
Flight Time Limitation
—1
7.1
Citilink Indonesia Responsibilities
—1
7.1.1
Crew Scheduling
—1
7.1.2
Crew Responsibility
—2
7.1.3
Flight Duty Records
—2
7.2
Duty Schedule
—2
7.2.1
Crew Operating Pattern (CROPA)
—3
7.2.2
Ground Pattern
—3
7.2.3
Duty Schedule Revisions
—3
7.2.4
Medical Examination
—4
7.2.5
Education and Training
—4
7.3
Flight Duty Time (FDT) and Flight Time (FT) Limitations
—5
7.3.1 General
—5
7.3.2
For Flight Crew
—5
7.3.2.1
Standard 2 Pilot Crew
—5
7.3.2.2
Enlarged Crew 2 Pilots and At Least 1 Additional Pilot
—6
7.3.3
Flight Duty Time Limitation and Rest Requirment for Cabin Crew
—6
7.3.4
Determination of Flight Duty Time and Rest Periods
—7
7.3.4.1
Reporting Time
—7
7.3.5
Unforeseen (Irregularity Beyond Company Control)
—8
7.3.6
Split Flight Duty Time
—8
7.3.7
Working Hours and Duty Time Limitation for Flight Operation Officer
—9
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GENERAL TOC
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7.3.7.1
Working Hours
—9
7.3.7.2
Duty Time Limitation
—9
7.4
Reserve and Standby
—10
7.4.1 Reserve
—10
7.4.2 Standby
—10
7.4.3
—11
Flight Duty Assignment from Reserve
7.5
Rest Period and Layover Time
7.5.1
Rest Period
—12 —12
7.5.1.1
For Standard Crew (2 Pilots)
—12
7.5.1.2
For Enlarged Crew (2 pilots and at least 1 additional flight crewmember)
—12
7.5.1.3
For Cabin Crew
—12
7.5.1.4
Rest Period Calculation
—12
7.5.2
Layover Time
—13
7.6
Day Off (DO) and Duty Free (DF)
7.6.1
Day Off (DO)
—14
7.6.2
Duty Free (DF)
—15
7.7
Deadheading
—14
—16
7.8 Summary
—17
7.8.1
Summary Diagram of CROPA
—17
7.8.2
Summary Diagram for Flight Crew Work and Rest
—18
Chapter 8
Operating Procedure 8.1
—1
Flight Preparation
—1
8.1.1
Minimum Flight Altitudes
—1
8.1.1.1
Visual Flight Rules
—1
8.1.1.1.1
Basic VFR Minima
—1
8.1.1.1.2
Special VFR Weather Minima in Control Zones
—2
8.1.1.2
Instrument Flight Rules
—2
8.1.1.2.1
ATC Clearance and Flights Plan Required
—3
8.1.1.2.2
Takeoff and Landing Under IFR
—3
8.1.1.2.3
Minimum Altitude for IFR Operation
—5
8.1.1.2.4
IFR Cruising Altitude or Flight Levels
—5
8.1.1.2.5
Course to Be Flown
—6
8.1.1.3
Minimum VFR Altitude Requirements
—7
8.1.1.4
Minimum IFR Altitude Requirements
—7
8.1.1.4.1
Minimum En-Route Altitude (MEA)
—7
8.1.1.4.2
Minimum Obstruction Clearance Altitude (MOCA)
—8
8.1.1.4.3
Minimum Off Route Altitude (MORA)
—8
8.1.1.4.4
Grid MORA
—9
8.1.1.4.5
Minimum Safe Altitude (MSA)
8.1.1.4.6
Related Information
—10
8.1.1.5
Abnormal Operation
—10
8.1.1.5.1
Engine Failure
—10
8.1.1.5.2
Pressurisation Failure
—11
8.1.1.6
Altitude Correction
—11
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—9
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TOC
8.1.1.6.1
Temperature Correction
—12
8.1.1.6.2
Pressure Correction
—13
8.1.2
Airport, Route / Area Qualification
—14
8.1.2.1
Aerodrome Categorization
—14
8.1.2.2
Airfield Check, Prior to Consideration for Use
—14
8.1.2.3
Planning Minima
—15
8.1.2.3.1
Planning Minima for Takeoff Alternate Airport
—16
8.1.2.3.2
Planning Minima for Destination Airport
—16
8.1.2.3.3
Flight Planning Minima for Enroute Alternate
—17
8.1.2.3.4
Flight Planning Minima for Destination Alternate
—17
8.1.2.3.4.1
Close-In Alternate
—18
8.1.2.3.5
Raising of Prescribed Minima
—19
8.1.2.4
Aerodrome Classification List
—20
8.1.2.5
Operational Criteria for The Selection of Aerodrome
—25
8.1.3
Aerodrome Operating Minima Determination
—26
8.1.3.1
Aircraft Category
—26
8.1.3.2
Aerodrome Operating Minima
—27
8.1.3.3
Determination of Takeoff Minima
—30
8.1.3.4
Standard Takeoff Minima
—30
8.1.3.5 RESERVED
—30
8.1.3.6
Visibility RVR Conversion
—31
8.1.3.7
Operation Application
—31
8.1.3.8
Publication of Takeoff Minima
—31
8.1.3.9
Takeoff Alternate Aerodrome
—31
8.1.3.10
Circling Minima
—31
8.1.3.11
Landing Minima
—32
8.1.3.11.2
Application of RVR Reports
—32
8.1.3.11.3
Application of Visibility Reports
—32
8.1.3.12
Visibility Minimum Tables
—33
8.1.3.13
Instrument Approaches
—34
8.1.3.13.1
Commencement of The Approach
—34
8.1.3.13.2
Conduct of Instrument Approaches
—35
8.1.3.13.2.1
Terrain Clearance During Approach
—35
8.1.3.13.2.2
Identification of Aerodromes and Runways
—35
8.1.3.13.2.3
Entry for Instrument Approach
—35
8.1.3.13.2.4
Noise Abatement (if applicable)
—35
8.1.3.13.3
ILS CAT 1 Operation
—36
8.1.3.13.3.1
Initiation of The Approach
—36
8.1.3.13.3.2 Localizer
—36
8.1.3.13.3.3
Glide Path
—36
8.1.3.13.3.4
Component – Out
—36
8.1.3.13.3.5
Amended CAT I OCA/H
—36
8.1.3.13.3.6
RVR Requirements
—36
8.1.3.13.3.7
Continuation of The Approach Until Reaching DA
—37
8.1.3.13.3.8
Application of DA
—37
8.1.3.13.3.9
Descent Below DA
—37
8.1.3.13.4
Non-Precision Approach
—37
8.1.3.13.4.1
Initiation of The Non Precision Approach
—38
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A
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MANUAL
8.1.3.13.4.2
Amended OCA/H
—38
8.1.3.13.4.3
RVR Requirements
—38
8.1.3.13.4.4
Continuation of The Non Precision Approach Until Reaching The MDA + 50 Feet
—38
8.1.3.13.4.5
Application of MDA
—38
8.1.3.13.4.6
Descent Below MDA
—39
8.1.3.13.4.7
Non-Precision Approach
—39
8.1.3.13.4.7.1
Non-Precision Approach with CANPA
—39
8.1.3.13.5
Downgraded of An Approach
—40
8.1.3.13.6
Instrument Approach Followed by Visual Maneuvering (Circling Approach)
—41
8.1.3.13.7
Visual Approach
—41
8.1.3.13.8
Change-Over from Instrument Flying to Flying with Visual Reference
—42
8.1.3.13.9
Missed Approach (Go Around)
—42
8.1.3.13.9.1
Missed Approach In Precision Approach
—42
8.1.3.13.9.2
Missed Approach In Non-Precision Approach
—42
8.1.3.13.9.3
Missed Approach In Circling Approach
—43
8.1.3.13.9.4
Missed Approach In Visual Approach
—44
8.1.3.13.9.5
Initiation of a Missed Approach
—44
8.1.4
Meteorological Information
—45
8.1.4.1
SIGWX (Significant Weather) Charts
—46
8.1.4.2
Winds and Temperatures Charts
—47
8.1.4.3
METAR / SPECI (Aviation Weather Report)
—47
8.1.4.4
TAFOR (Terminal Aerodrome Forecast)
—48
8.1.4.5
Satellite Imagery
—49
8.1.4.6
VAA (Volcanic Ash Advisory)
—50
8.1.4.7
Tropical Cyclone Warning
—50
8.1.5
Determination of Fuel and Oil Policy
—52
8.1.5.1
Fuel Policy
—52
8.1.5.2
Definition Related to Fuel
—53
8.1.5.2.1
Planned Operation Condition
—53
8.1.5.2.2
Taxi Fuel
—53
8.1.5.2.3
Trip Fuel
—53
8.1.5.2.4
Takeoff Fuel
—53
8.1.5.2.5
Contingency Fuel
—53
8.1.5.2.6
Destination Alternate Fuel
—53
8.1.5.2.7
Final Reserve
—54
8.1.5.2.8
Additional Fuel
—54
8.1.5.2.8.1
Fuel Tankering Determination
—54
8.1.5.2.8.2
Fuel Tankering Coefficient
—54
8.1.5.2.8.3
Fuel Tankering Table
—55
8.1.5.2.8.4 Example
—57
8.1.5.2.9
Discretionary / Extra Fuel
—58
8.1.5.2.10
Block Fuel
—58
8.1.5.3
Fuel Planning
—58
8.1.5.3.1
When Alternate Aerodrome Is Not Required
—58
8.1.5.3.2
When Alternate Aerodrome Is Required
—58
8.1.5.3.3
Isolated Aerodrome
—59
8.1.5.4
Oil Policy
—59
8.1.5.5
Fuel and Oil Records
—60
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TOC
Weight and Balance
—60
8.1.6.1 General
—60
8.1.6.2
Definition
—60
8.1.6.2.1
Empty Weight
—60
8.1.6.2.2
Standard Basic Empty Weight
—60
8.1.6.2.3
Basic Empty Weight (BEW)
—61
8.1.6.2.4
Basic Weight (BW)
—61
8.1.6.2.5
Operation Empty Weight (OEW)
—61
8.1.6.2.6
Operation Weight (OW)
—61
8.1.6.2.7
Dry Operating Weight (DOW)
—61
8.1.6.2.8 Payload
—61
8.1.6.2.9
Maximum Design Zero Fuel Weight
—61
8.1.6.2.10
Zero Fuel Weight (ZFW)
—62
8.1.6.2.11
Maximum Design Takeoff Weight
—62
8.1.6.2.12
Operational Takeoff Weight
—62
8.1.6.2.13
Takeoff Weight (TOW)
—62
8.1.6.2.14
Maximum Design Taxi Weight
—62
8.1.6.2.15
Taxi Weight
—62
8.1.6.2.16
Maximum Design Landing Weight
—62
8.1.6.2.17
Operation Landing Weight
—62
8.1.6.2.18
Landing Weight
—62
8.1.6.2.19
Aircraft Spare Weight
—62
8.1.6.3
Passenger and Crew Weight Classification
—63
8.1.6.3.1
Passenger Classification
—63
8.1.6.3.2
Crew Classification
—63
8.1.6.3.3
Baggage Classification
—63
8.1.6.4
CG Limit
—64
8.1.6.4.1
Takeoff CG Lower Than 27%
—64
8.1.6.4.2
Landing CG Less Than 25%
—64
8.1.6.4.3
Seating Policy
—64
8.1.6.4.4
Cargo Weight Determination Policy
—65
8.1.6.5
Load and Trim Sheet Preparation
—65
8.1.6.6
FOO Procedure for Load and Trim Sheet Planning and Preparation
—66
8.1.6.7
Flight Crew Load and Trim Sheet Verification
—67
8.1.6.8
Last Minute Change (LMC)
—67
8.1.7
Flight Plan and Maintenance Log
—68
8.1.7.1
ATC Flight Plan
—68
8.1.7.2
Repetitive Flight Plan
—68
8.1.7.3
Notification of Incidental Changes on ATC RPL
—69
8.1.7.4
ATC Flight Plan
—69
8.1.7.4.1
Filling ATC Flight Plan
—69
8.1.7.4.2
Filing Flight Plan (FPL)
—69
8.1.7.4.3
Manual FPL
—70
8.1.7.5
Pilot and ATC Agreement
—84
8.1.7.6
ATC Clearance
—85
8.1.7.6.1
Clearance Limits
—85
8.1.7.6.2
Departure Procedure
—85
8.1.7.6.3
Route of Flight
—85
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8.1.7.6.4 Altitude
—85
8.1.7.6.5
Holding Instructions
—86
8.1.7.6.6
Arrival Route
—86
8.1.7.6.7 Communications
—86
8.1.7.6.8
Approach Clearance
—86
8.1.7.6.9
Complying With A Clearance
—86
8.1.7.6.10
Clearance Recording
—86
8.1.7.6.11
Cancelling an IFR Flight Plan
—86
8.1.7.7
Operational Flight Plan
—87
8.1.7.7.1
NavTech Computerized Flight Plan
—87
8.1.7.8
Aircraft Maintenance Log System
—93
8.1.7.8.1
Use of Aircraft Maintenance Logbook by Flight Crew
—93
8.1.7.8.2
Maintenance Release Certificate
—94
8.1.7.8.3
Hold Item List (HIL)
—95
8.1.7.9
Cabin Maintenance Log
—95
8.1.7.10
Guidline to Fill In The Aircraft or Cabin Maintenance Logbook
—95
8.1.8
Documents To Be Carried
—96
8.1.8.1
List of Documents To Be Carried
—96
8.1.8.1.1
Aircraft Documents
—96
8.1.8.1.2
Operations Manuals
—96
8.1.8.1.3
Crew Documents
—97
8.1.8.1.4
Flight Specific Documents
8.1.8.2
Aircraft Flight Log
—100
—97
8.1.8.3
Information Retained On The Ground
—100
8.1.8.4
E-Manual System - If Applicable
—100
8.1.8.4.1
Station e-Manual
—101
8.1.8.4.2.1
EFB Storage
—101
8.1.8.4.2.2
EFB Standard Operation Procedures
—101
8.1.8.4.3
E-manual Update
—105
8.1.8.5
Responsibility and Stowage of Flight Documents
—105
8.2
Flight Dispatch Process
8.2.1
Dispatch Procedure
—106
8.2.1.1
Dispatch Preparation
—108
—106
8.2.1.2 Dispatching
—109
8.2.1.3
—110
After Dispatch
8.2.1.4 Re-Dispatch
—110
8.2.1.5
EFB Handover Procedures - If Applicable
—110
8.2.1.6
Extended Overwater Operation
—111
8.2.2
Flight Following / Watch
—111
8.2.2.1
ACARS Message Types
—111
8.2.2.2 Requirement
—112
8.2.2.3
Flight Following / Watch Process
—112
8.2.2.4
Crew Monitoring Process
—115
8.2.2.5
Communications System
—115
8.2.2.5.1
Air – Ground Communication
—115
8.2.2.5.2
Use of Company Channel
—116
8.2.2.5.3
Ground – Communication
—116
8.2.2.6
Flight Following Action Chart
—117
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8.3
Ground Handling
—118
8.3.1
Fueling Procedure
—118
8.3.1.1
Fueling - Safety Precautions
—118
8.3.1.2
PIC Duties Concerning Refueling
—119
8.3.1.3
Refueling When Passenger Are Embarking, Onboard or Disembarking
—119
8.3.1.4
Precautions With Mixed Fuels
—121
8.3.1.4.1
Fuel Freezing Point of Fuel Mixture
—121
8.3.1.5
Fueling With One Engine Running (only applicable as pre-planned procedures)
—122
8.3.1.6
Fueling Inside Hangar
—123
8.3.2
Aircraft, Passenger and Cargo Handling Procedure Related To Safety
—124
8.3.2.1
Minimum Number of Cabin Crew Onboard (On Ground)
—124
8.3.2.2
Embarkation and Disembarkation of Passengers
—124
8.3.2.2.1 Boarding
—124
8.3.2.2.1.1
Operational Punctuality
—124
8.3.2.2.1.2
Ground Turnaround Times
—124
8.3.2.2.1.3
Automatic Boarding
—125
8.3.2.2.1.3.1
Preflight Crew Procedures
—125
8.3.2.2.1.3.2
Inflight Crew Procedures
—125
8.3.2.2.1.3.3
Crew Procedures During Transit
—125
8.3.2.2.1.4
Alternate Boarding Procedures (Remote Bay Restrictions, Windy and Heavy Rain, etc.)
—125
8.3.2.2.1.5 Summary
—126
8.3.2.2.1.5.1
Domestic flight
—126
8.3.2.2.1.5.2
International Flight
—127
8.3.2.2.2
Transit Passengers
—128
8.3.2.3
Seats Allocation
—128
8.3.2.3.1
Exit Row Seating Assignment
—129
8.3.2.3.1.1
Cabin Crew Duties Regarding Exit Seating
—131
8.3.2.3.1.2
Exit Seating Briefing Responsibility
—131
8.3.2.4
Carriage of Passenger with Special Needs
—131
8.3.2.4.1
Blind or Visually Impaired
—132
8.3.2.4.2
Hearing Impaired
—132
8.3.2.4.3
Speech impaired
—132
8.3.2.4.4
Hearing impaired and Speech Impaired
—132
8.3.2.4.5
Mentally Impaired
—132
8.3.2.4.6
Elderly
—132
8.3.2.4.7
Expectant Mother
—133
8.3.2.4.8
Unaccompanied Minor (UM)
—133
8.3.2.4.9 Infant
—133
8.3.2.4.10
Mobility Impaired
—134
8.3.2.4.10.1
Wheelchair Ramp (WCHR)
—134
8.3.2.4.10.2
Wheelchair Step (WCHS)
—134
8.3.2.4.10.3
Wheelchair Cabin (WCHC)
—134
8.3.2.4.11 Stretcher
—134
8.3.2.4.12
Passenger with Medical Case
—134
8.3.2.4.13
Severe Illness or Injury Inflight
—134
8.3.2.4.14 Summary
—135
8.3.2.4.15
Carriage of Paralympic Passengers
—135
8.3.2.4.15.1
General Preparation
—136
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8.3.2.4.15.2
Seat Allocation
—136
8.3.2.4.15.3
Flight Preparation
—136
8.3.2.4.15.4
Escort Preparation
—136
8.3.2.4.15.5
Passenger Preparation
—137
8.3.2.5
Transport of Special Attention Passengers
—137
8.3.2.5.1
Inadmissible / Denied Admittance Passenger
—137
8.3.2.5.2 Deportees
—137
8.3.2.5.3
Persons In Custody
—137
8.3.2.5.3.1
Handling Procedures
—138
8.3.2.5.3.2
Seating Arrangement
—138
8.3.2.5.4
Very Important Passenger (VIP)
—139
8.3.2.5.5
Able Bodied Passengers (ABP)
—139
8.3.2.5.5.1
Suitable Passenger To Act as ABP
—139
8.3.2.6
Disorderly Passenger
—139
8.3.2.6.1
Narcotics and Drugs
—139
8.3.2.6.2 Alcohol
—139
8.3.2.7
Baggage In Cabin
—140
8.3.2.8
Special Loads
—140
8.3.2.8.1
Dangerous Goods
—140
8.3.2.8.2
Wet Cargo
—141
8.3.2.8.3
Live Animals
—141
8.3.2.8.4
Cool Goods (COL)
—141
8.3.2.8.5
Frozen Goods (FRO)
—141
8.3.2.8.6
Hatching Eggs (HEG)
—142
8.3.2.8.7
Carbon Dioxide Solid - Dry Ice (ICE)
—142
8.3.2.8.8
Perishable Cargo (PER)
—142
8.3.2.8.9
Pharmaceuticals (PIL)
—142
8.3.2.8.10 Others
—142
8.3.2.9
Positioning of Ground Equipment
—142
8.3.2.9.1
Airbus A320
—143
8.3.2.9.2
Boeing B737-500
—144
8.3.2.10
Operation of Aircraft Doors
—145
8.3.2.11
Safety On The Ramp
—145
8.3.2.11.1
Engines Blast and Suction Areas
—145
8.3.2.11.2
Fire Prevention
—145
8.3.2.11.2.1
Protective Clothes / Protective Breathing Equipment
—145
8.3.2.11.2.2
Brakes Overheat / Fire
—145
8.3.2.11.2.3
Cargo Compartment Fire
—146
8.3.2.11.2.4
Engine or APU Compartment Fire
—146
8.3.2.11.2.5
Engine Tailpipe Fire
—146
8.3.2.12
Startup, Ramp Departure and Arrival Procedures
—147
8.3.2.12.1
Marshalling Signals
—147
8.3.2.13
Delay Code
—153
8.3.3
Procedures of The Refusal of Embarkation
—157
8.3.4
De-Icing and Anti-Icing On The Ground
—158
8.3.4.1 Terminology
—158
8.3.4.2
De-Anti-Icing Awareness - The Basic Requirements
—163
8.3.4.3
De-Anti-Icing Aircraft on the Ground: “When, Why and How”
—164
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TOC
8.3.4.3.1 Communication
—164
8.3.4.3.1.1
Conditions which Cause Aircraft Icing
—164
8.3.4.3.2
Checks to Determine the Need to De-ice / Anti-ice
—165
8.3.4.3.2.1
The Clean Wing Concept
—165
8.3.4.3.2.2
External Inspection
—165
8.3.4.3.3
Responsibility: the De-icing / Anti-icing Decision
—166
8.3.4.3.3.1
Maintenance / Ground Crew Decision
—166
8.3.4.3.3.2
Pilots Decision
—166
8.3.4.3.4
The Procedures to De-ice and Anti-ice An Aircraft
—166
8.3.4.3.4.1 De-icing
—167
8.3.4.3.4.2 Anti-icing
—167
8.3.4.3.4.3
—168
Limits and Precautions
8.3.4.3.4.4 Checks
—170
8.3.4.3.4.5
Flight Crew Information - Communication
—171
8.3.4.3.5
Pilot Techniques
—176
8.3.4.3.5.1
Receiving Aircraft
—176
8.3.4.3.5.2
Cockpit Preparation
—176
8.3.4.3.5.3 Taxiing
—177
8.3.4.3.5.4 Takeoff
—177
8.3.4.3.5.5
General Remarks
—177
8.4
Flight Procedure
8.4.1
VFR / IFR Policy
—178
8.4.1.1
Change From IFR To VFR
—178
8.4.1.2
Simulated Abnormal Situation In Flight
—178
8.4.1.3
Meteorological Conditions / Minima
—178
8.4.1.4
Instrument Departure and Approach Procedures
—179
8.4.1.5
Takeoff Conditions
—179
8.4.1.6
Commencement and Continuation of An Approach
—179
8.4.1.7
Stabilized Approach
—180
8.4.1.7.1
Stabilized Approach Criteria
—180
8.4.1.7.2
Stabilized Instrument Approach Point
—180
8.4.1.7.3
Stabilized Visual Approach Point
—181
8.4.1.7.4
Stabilized Circling Approach Point
—181
8.4.1.7.5
Maintaining Stabilized Approach Criteria
—181
8.4.1.8
Departure Contingency Procedures
—182
8.4.1.8.1
Malfunctions During Takeoff
—182
8.4.1.8.1.1
Engine Failure Before V1
—183
8.4.1.8.1.2
Engine Failure After V1
—183
8.4.1.8.1.3.1
Continuing Flight After Abnormal and Emergency Situation
—184
8.4.1.8.1.4
Engine Fire
—184
8.4.1.8.1.5
Tyre / Wheel Trouble
—184
8.4.1.9
Overweight Landing
—184
8.4.1.10
Noise Abatement Procedure
—185
8.4.1.11
Normal Checklist Policy
—186
8.4.1.12
Crew Workload During Night and IMC Instrument Approach and Landing Operation
—186
8.4.2
Navigation Procedures
—187
8.4.2.1
Routes and Areas of Operation
—187
8.4.2.2
Inflight Procedures
—188
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8.4.2.3
Performance Based Navigation Concept
—188
8.4.2.3.1
RNAV “X” Specifications
—189
8.4.2.3.2
RNP “X” Specifications
—189
8.4.2.3.3
Airspace Designation
—190
8.4.2.4
RNAV/RNP Aircraft Navigation Systems
—190
8.4.2.4.1
Aircraft Without GPS Primary
—190
8.4.2.4.2
Aircraft With GPS Primary
—190
8.4.2.5
RNAV Instrument Approach Procedure (RNAV IAP)
—191
8.4.2.5.1
RNAV (GNSS or GPS)
—191
8.4.2.5.1.1
Management of Degraded Navigation
—192
8.4.2.5.1.2
Missed Approach Procedures
—193
8.4.2.5.2
RNAV (RNP)
—193
8.4.2.6
RNAV IAP Operational Approval
—193
8.4.2.6.1
RNAV Training and Documentation
—193
8.4.2.6.2
Flight Crew Procedures (RNAV Approach)
—193
8.4.2.7
Crew Reporting
—194
8.4.2.8
Enroute Navigation Facilities
—194
8.4.2.9
Reduce Vertical Separation Minimum (RVSM)
—195
8.4.2.9.1
General Concept
—195
8.4.2.9.2
RVSM Operation
—196
8.4.2.9.2.1
Operational Approval
—196
8.4.2.9.2.2
RVSM Procedures
—196
8.4.2.9.2.3
RVSM Contingencies Procedures Asia / Pacific Region
—199
8.4.2.9.2.3.1
General Procedures
—199
8.4.2.9.2.3.2
Wheather Deviation Procedures
—200
8.4.3
Altimeter Setting Procedure
—202
8.4.3.1 General
—202
8.4.3.2
Type of Altimeter Settings
—202
8.4.3.3
Setting Procedures
—202
8.4.3.4
Temperature Correction
—202
8.4.3.5
Altimeter Discrepancies Inflight
—203
8.4.3.6
Metric Altimetry
—203
8.4.3.6.1
General Procedures
—204
8.4.3.7
QFE and QNH
—205
8.4.3.8
IFR Flight Level Tables
—206
8.4.4
Altitude Alerting System Procedure
—207
8.4.4.1
Altitude Awareness Procedures
—207
8.4.4.1.1
Prevention of Altitude Deviations
—207
8.4.4.1.2
Resolution of Disagreement On Cleared Altitude
—208
8.4.4.1.3
Distraction Management
—208
8.4.4.1.4
Adherence to Level Assignments
—208
8.4.4.1.5
Flight Below Minimum Altitudes During Climb and Cruise
—208
8.4.4.2
Limitation on High Rate of Descent at Lower Altitude
—208
8.4.5
Ground Proximity Warning System / Terrain Avoidance Warning System
—210
8.4.5.1
Flight Crew Training
—210
8.4.5.2
System Limitations and Traps
—210
8.4.5.2.1
Predictive (Enhanced) Functions (For Airbus Fleet)
—211
8.4.5.2.2.1
EGPWS: Enhanced Functions
—211
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8.4.5.2.2.2
T2CAS Predictive Functions
—211
8.4.5.2.3
GPS Positioning Function
—211
8.4.5.3
Reaction to A GPWS/EGPWS Warning
—212
8.4.5.4
TAWS Operation (for Airbus Fleet)
—212
8.4.5.4.1
TAWS Alerts
—212
8.4.5.4.2
TAWS Deactivation
—212
8.4.5.5 GPWS/EGPWS
—213
8.4.5.6 Caution
—213
8.4.6
Traffic Alert and Collision Avoidance System / Airborne Collision Avoidance System
—214
8.4.6.1
Definitions
—214
8.4.6.2 Introduction
—215
8.4.6.2.1 History
—216
8.4.6.2.2 Confusion
—216
8.4.6.2.3
Use of The Equipment
—216
8.4.6.2.4
General Policy
—217
8.4.6.2.5
Traffic Advisories (TA)
—217
8.4.6.2.6
Resolution Advisories (RA)
—217
8.4.6.2.7
Training Requirements
—218
8.4.7
Policy and Procedures For The Inflight Fuel Management
—219
8.4.7.1
Fuel Quantity Checks
—219
8.4.7.1.1 General
—219
8.4.7.1.2
Inflight Fuel Checks
—219
8.4.7.1.3
Inflight Fuel Management
—220
8.4.7.1.4
Required Minimum Remaining Fuel
—220
8.4.7.1.5
Re-planning In Flight
—220
8.4.7.1.6
Minimum Fuel Operation
—221
8.4.7.2
Fuel Freezing Limitations
—222
8.4.8
Adverse Weather and Potentially Hazardous Atmospheric Conditions
—224
8.4.8.1 Thunderstorm
—224
8.4.8.1.1 General
—224
8.4.8.1.2
Weather Information
—224
8.4.8.1.3
Thunderstorm Hazards
—224
8.4.8.1.3.1 Turbulence
—224
8.4.8.1.3.2 Icing
—224
8.4.8.1.3.3 Hail
—225
8.4.8.1.3.4
Low Ceiling and Visibility
—225
8.4.8.1.3.5
Effect On Altimeters
—225
8.4.8.1.3.6 Lightning
—225
8.4.8.1.3.7
Engine Water Ingestion
—225
8.4.8.1.4
Avoiding Thunderstorms
—226
8.4.8.1.4.1
General Rule
—226
8.4.8.1.4.2
Departure and Arrival
—226
8.4.8.1.4.3 Enroute
—227
8.4.8.1.4.3.1
Overflight
—227
8.4.8.1.4.3.2
Lateral Avoidance
—227
8.4.8.1.4.3.3
Vertical Avoidance
—227
8.4.8.1.4.3.4
Flight Near Thunderstorms
—227
8.4.8.1.4.3.5
Thunderstorm Penetration
—228
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8.4.8.1.5
A
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Operational Procedures
—228
8.4.8.1.6
Air Traffic Considerations
—229
8.4.8.2
Icing Conditions
—229
8.4.8.3 Turbulence
—229
8.4.8.4 Windshear
—230
8.4.8.4.1
Microburst - Wind Shear Probability Guidelines
—231
8.4.8.4.2
Windshear on Takeoff
—232
8.4.8.4.3
Windshear on Approach
—232
8.4.8.5 Jetstream
—232
8.4.8.6
Volcanic Ash Clouds
—233
8.4.8.6.1
Volcanic Ash Symptoms
—233
8.4.8.7
Heavy Precipitation
—233
8.4.8.8 Sandstorm
—234
8.4.8.9
Mountain Waves
—234
8.4.8.9.1
Recognition of Wave Activity
—234
8.4.8.9.2 Procedures
—234
8.4.8.10
Significant Temperature Inversion
—234
8.4.8.10.1
Temperature Inversion, The Weather Phenomenon
—234
8.4.8.10.1.1 General
—234
8.4.8.10.1.2
Morning Temperature Inversion
—235
8.4.8.10.1.3
Other Types of Temperature Inversion
—236
8.4.8.10.2
The Effect On Aircraft Performance and Recommendations
—236
8.4.8.10.2.1
Effect On Aircraft Performance
—236
8.4.8.11
Hot Weather Operations
—237
8.4.8.11.1
Aircraft Performance
—237
8.4.8.11.2
Aircraft Systems
—237
8.4.8.11.3
Brake Temperatures
—237
8.4.8.11.4
Low Level Turbulence
—237
8.4.8.12
Cold Weather Operations
—238
8.4.8.12.1
Heating Requirements
—238
8.4.8.12.2
Fluid Freeze
—238
8.4.8.12.3
Cold Brakes
—238
8.4.8.12.4
Engine Warm-up
—238
8.4.8.12.5
Battery Power
—238
8.4.8.12.6
Crew Protection
—238
8.4.8.13
Typhoon / Tropical Cyclone Planning
—238
8.4.8.13.1
Typhoon Effects on Operations
—239
8.4.8.14
Operations On Slippery Surfaces
—240
8.4.8.14.1
Runway Friction Characteristics
—240
8.4.8.14.2
Measuring and Expressing Friction Characteristics
—240
8.4.8.14.3
Braking Action Reporting
—241
8.4.8.14.4
Meteorological Observations
—241
8.4.8.14.4.2
Friction Coefficient Between 0.25 and 0.35 (medium/poor-medium)
—242
8.4.8.14.4.3
Friction Coefficient Between 0.35 and 0.45 (medium/good-good)
—242
8.4.8.14.5
Aircraft Performance On Wet or Contaminated Runways
—243
8.4.8.14.6
Operation On Slippery Surface Policy
—243
8.4.8.14.6.1
Tail and Crosswind Restrictions
—243
8.4.8.14.7
Guidelines for Operations On Slippery Surfaces
—244
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General Consideration
—244
8.4.8.14.7.2 Taxiing
—244
8.4.8.14.7.3 Takeoff
—245
8.4.8.15.7.4 Landing
—245
8.4.9
Wake Turbulence
—247
8.4.9.1
Weight Categories
—247
8.4.9.1.1
Separation By Time (Non Radar)
—247
8.4.9.1.2
Radar Separation
—248
8.4.9.1.3
Visual Separations
—248
8.4.9.1.4
Pilot Considerations
—248
8.4.9.2
In Cruise
—248
8.4.9.3
The Warning Signs
—248
8.4.9.4
How to Avoid Wake Turbulence
—249
8.4.10
Flight Crew Members At Their Duty Stations
—250
8.4.10.1
Flight Crew
—250
8.4.10.2
Cabin Crew
—250
8.4.11
Use of Safety Belts For Crew and Passengers
—251
8.4.12
Admission to Flight Deck
—252
8.4.12.1
Observer Briefing
—252
8.4.12.2
Use of Observer Seat Other Than Flight Crew
—253
8.4.12.2.1
Observer Seat : Enroute Inspections
—253
8.4.13
Flight Deck / Cockpit Door Policy
—254
8.4.13.1
Entry Cockpit Procedures
—254
8.4.13.1.1
For Cabin Crew
—254
8.4.13.1.2
For Cockpit Crew
—254
8.4.13.2
Security Breach / Terrorist Threat
—254
8.4.14
Incapacitation of Crew Members
—255
8.4.14.1 General
—255
8.4.14.2
Types of Incapacitation
—255
8.4.14.3
Causes and Effects
—255
8.4.14.4 Recognition
—256
8.4.14.5
Action to Be Taken When Crew Incapacitate
—256
8.4.14.5.1
Flight Crew Incapacitation
—256
8.4.14.5.2
Cabin Crew Incapacitation
—257
8.4.15
Cabin Safety Requirements
—258
8.4.15.1
Cabin Preparation and Passenger Seating
—258
8.4.15.1.1
Cabin Preparation
—258
8.4.15.2
Smoking Onboard
—259
8.4.15.2.1
Smoking Policy
—259
8.4.15.2.2
Use of “No Smoking” Signs
—259
8.4.15.3
Refueling / Defueling With Passenger Onboard During Embarking or Disembarking
—260
8.4.15.4
Portable Electronic Device (PED)
—262
8.4.15.4.1
Use of PED Onboard
—262
8.4.15.4.2
Cellular Phone
—264
8.4.15.5
Medical Kits
—264
8.4.15.5.1
First Aid Kits
—264
8.4.15.5.2
Emergency Medical Kit
—265
8.4.15.5.3
Procedures and Checklist System
—266
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8.4.16
A
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Passenger Briefing Procedures
—267
8.4.16.1 General
—267
8.4.16.2
Before Takeoff
—267
8.4.16.3
After Takeoff
—267
8.4.16.4
Before Landing
—267
8.4.16.5
After Landing
—267
8.4.16.6
Emergency Situations
—268
8.4.16.7
Public Address (PA) Announcements
—268
8.5
(RESERVED)
—268
8.6
Use of The Minimum Equipment List (MEL) and Configuration Deviation List (CDL)
—269 —271
8.7
Special Flight
8.7.1
Definitions
—271
8.7.2
Training Flights
—271
8.7.3
Test Flight
—271
8.7.3.1 General
—271
8.7.3.2 Purpose
—272
8.7.3.3 Category
—272
8.7.3.4 Procedures
—272
8.7.3.5
Test Flight Crew
—272
8.7.3.6
Technical (Test) Flight Training
—273
8.7.3.7
Technical (Test) Flight Program
—274
8.7.4
Delivery Flights
—274
8.7.4.1
Crew Composition for Delivery Flights
—275
8.7.5
Technical Ferry Flights
—275
8.7.5.1 General
—275
8.7.5.2
Permission for Technical Ferry Flight
—275
8.7.5.3
Crew Composition for Technical Ferry Flight
—275
8.7.5.4
Operational Requirement
—275
8.7.6
Acceptance Flight
—276
8.7.6.1
Acceptance Flight Crew
—276
8.7.7
Demonstration Flights
—276
8.7.7.1
Crew Composition for Demonstration Flights
—276
8.7.8
Positioning Flights
—276
8.7.8.1
Crew Composition for Positioning Flight
—276
8.8
Oxygen Requirements
8.8.1
Condition Under Which Oxygen Must Be Provided And Used
—277
8.8.1.1
Supplemental Oxygen for Emergency Descent and for First Aid
—277
8.8.1.2
Supplemental Oxygen for Sustenance
—278
8.8.1.3
Crew Protective Breathing Equipment
—279
—277
Chapter 9
Dangerous Goods and Weapons
—1
9.1
Dangerous Goods
—1
9.1.1
General Philosophy
—1
9.1.2 Limitation
—1
9.1.2.1
—2
Forbidden Dangerous Goods
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TOC
Dangerous goods forbidden in aircraft under any circumstances
—2
9.1.2.1.2
Dangerous goods forbidden unless exempted
—2
9.1.2.2
Hidden dangerous goods
—2
9.1.2.3
Dangerous goods carried by passengers and crew
—6
9.1.2.4
Transport of dangerous goods by post
—6
9.1.2.5
Dangerous goods in operator’s property
—6
9.1.2.5.1 Exceptions
—6
9.1.2.5.2
Aircraft spares
—6
9.1.2.6
Dangerous goods in excepted quantities
—6
9.1.2.7
Dangerous goods in limited quantities
—7
9.1.2.8
State And Operator Variations
—7
9.1.3
Recognition of Undeclared Dangerous Goods
—7
9.1.4
Provision for Passenger and Crew
—7
9.1.5
Classification of Dangerous Goods
—10
9.1.6
Emergency Procedures
—15
9.1.6.1 General
—15
9.1.6.2
Flight Crew Procedures
—15
9.1.6.3
Cabin Crew Action
—16
9.1.6.3.1
Cabin Crew Checklist
—16
9.1.6.3.2
Amplified Cabin Crew Checklist for Dangerous Goods Incidents in The Passenger Cabin During Flight
—16
9.1.6.3.2.1
Initial Action
—16
9.1.6.3.2.2
In Case of Fire
—17
9.1.6.3.2.3
Lithium Battery Fire
—17
9.1.6.3.2.4
In Case of Spillage or Leakage
—18
9.1.6.3.2.5
After Landing
—19
9.1.7
Infectious Substances Detected In flight
—19
9.1.7.1
Cabin Crew Action When Infectious Substances Detected In Flight
—19
9.2
Weapon and Ammunitions
9.2.1
Security Item
—20 —20
9.2.2
Carriage of Firearms, Bullets and Weapons
—20
Chapter 10
Security—1 10.1
Security Instruction And Guidance
—1
10.1.1
Identification Cards
—1
10.1.2
Crew Baggage Security
—1
10.1.3
Securing The Flight Deck
—1
10.1.3.1
Flight Crew Notification
—1
10.1.3.2
Accessing and Exiting The Cockpit
—2
10.1.3.3
Cabin Crew Responsibilities
—2
10.1.3.4
Cockpit Seat Occupation
—2
10.1.4
Unruly Passengers
—3
10.1.4.1 General
—3
10.1.4.2
—3
Airport Handling
10.1.4.3
Inflight
—3
10.1.4.4
After Landing
—3
10.1.4.5
Reporting Procedure
—3
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10.1.5
Bomb or Sabotage Threats
A
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—4
10.1.5.1 General
—4
10.1.5.2
—4
Bomb and Other Sabotage Threats
10.1.5.2.1
Aircraft is On The Ground
—4
10.1.5.2.2
Aircraft Is In Flight
—5
10.1.5.2.3
Located Bomb Onboard
—5
10.1.5.2.3.1
Cockpit Procedures
—5
10.1.5.2.3.2
Cabin Procedures
10.1.6
Hijacking / Unlawful Seizure of An Aircraft
—8 —11
10.1.6.1 General
—11
10.1.6.2
Hijacker Profile
—11
10.1.6.3
Guidelines In Dealing With Hijackers
—11
10.1.6.4
Communication Procedures
—12
10.1.6.5
The 5 (Five) Basic Categories
—12
10.1.6.6
Cope and Survive
—13
10.1.6.7
Post Hijacking
—15
10.1.6.8
Motto of Hijacking
—15
Chapter 11
Handling of Accidents and Occurences 11.1 Terminology
—1 —1
11.1.1 Accident
—1
11.1.2
—1
Serious Incident
11.1.3 Incident
—1
11.1.4
Serious Injury
—2
11.2
Accident Procedures
—2
11.2.1
PIC / Crew Post-Accident Procedures
—2
11.2.2
Preservation, Production and Use of Flight Data
—2
11.3
Mandatory Occurences Reports
—3
11.3.1
Accident and Serious Incident Reporting
—3
11.3.2
Flight Incident
—3
11.3.3
Ground Incidents
—4
11.3.4
Air Traffic Incidents
—4
11.3.5
Airborne Collision Avoidance System Resolution Advisory
—4
11.3.6
Bird Hazards and Strikes
—4
11.3.7
Dangerous Goods Incidents and Accidents
—4
11.3.8
Unlawful Interference
—5
11.3.9
Encountering Potential Hazardous Conditions
—5
11.4
Occurence Report Forms (ASR)
—5
11.4.1
Reporting Procedure
—5
11.4.2
Reporting Responsibility
—5
11.4.3
Handling of Air Safety Reports
—5
11.5
Investigation
—6
11.5.1 General
—6
11.5.2 Policy
—6
11.5.3
—6
Investigating Team’s Terms of Reference
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11.5.4 Preparation
—6
11.5.5
—7
Reporting The Results of The Investigation
Chapter 12
Rule of The Air
—1
12.1
Operations in Foreign Country
—1
12.2
Right of Way Rules
—1
12.3
Compliance With The Rules of The Air
—2
12.4 Separation
—2
12.4.1
Separation with Visual Reference
—2
12.5
Interception of Civil Aircraft
—3
12.5.1
Signal For Use In The Event of Interception
—4
12.6
Visual Signals Used to Warn and/or About To Enter a Restricted, Prohibited or Danger Area —5
12.7
Light and Pyrotechnic Signals
—5
12.7.1 Instructions
—5
12.7.2
Acknowledgment by An Aircraft
—6
12.8
Ground / Air Visual Code For Survivor
—6
12.9
Distress and Urgency Signal
—7
12.9.1
Distress Signal
—7
12.9.2
Urgency Signal
—7
12.10
Route Requirement
—8
12.10.1
Route Width
—8
12.11
Aircraft Speed
—8
12.12
Flight Within Control Airspace
—9
12.12.1
Communications and Radio Navigation Requirements
—9
12.12.2
Air Traffic Clearance
—9
12.13
Air Traffic Advisory Service
—9
12.14
Flight Information Service
—10
12.15
Traffic Information Broadcast by Aircraft (TIBA) – if applicable
—10
12.15.1 Introduction
—10
12.15.2
TIBA Procedures
—11
12.15.3
Frequency
—11
12.15.4
Listening Watch
—11
12.15.5
Time of Broadcasts
—11
12.15.6
Acknowledgement of Broadcasts
—11
12.15.7
Changes of Cruising Level
—11
12.15.8
Collision Avoidance
—12
12.15.9
Position Reporting
—12
12.16
Aerodrome Control Service
—12
12.16.1 Procedure
—12
12.16.2
Air Traffic Clearance
—13
12.16.3
Start-up Procedures
—13
12.17
Route Selection
—13
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12.18
Communication Procedure
—14
12.18.1
Listening Watch
—14
12.18.1.1
Use of Headset
—14
12.18.1.2
During Start-Up
—14
12.18.1.3
During Flight
—14
12.18.1.4
Appendices to Numeral Values
—15
12.18.1.5
Violation of An ATC Clearance
—15
12.18.2
SELCAL Watch
—16
12.18.3
Emergency Frequency
—16
12.18.4
Communication Failure
—16
12.18.4.1
General Rules
—16
12.18.4.2
Visual Meteorological Conditions
—17
12.18.4.3
Instrument Meteorological Conditions
—17
12.18.5
Receiver Failure
—18
12.18.6
Transponder Procedures
—18
Chapter 13
Company Forms 13.1
—1
Manual Load and Trim Sheet
—2
13.1.1
Manual Load Sheet (All Company Aircraft Type)
—2
13.1.2
Manual Trim Sheet
—3
13.1.2.1
Airbus A320-232 Manual Trim Sheet
—3
13.1.2.2
Airbus A320-214 Manual Trim Sheet
—4
13.1.2.3
Airbus A320-251 Manual Trim Sheet
—5
13.1.2.4
B 737 – 300 Trim Sheet
—6
13.1.2.5
B 737 – 500 Trim Sheet
—7
13.2
Electronic Load and Trim Sheet
—8
13.3
Weight and Balance
—10
13.4
Loading Instruction Report
—12
13.4.1
Manual Airbus A 320 Loading Instruction Report
—12
13.4.2
Manual B 737 – 300 Loading Instruction Report
—13
13.4.3
Manual B737 – 500 Loading Instruction Report
—14
13.4.4
Electronic Loading Instruction Report
—15
13.5
Preliminary Certificate of Death
—17
13.6
Voluntary Safety Report
—18
13.7
Airbus Vibration Reporting Sheet
—20
13.8
Air Safety Report
—21
13.9
Final Warning
—23
13.10
Law Statement for Disruptive / Unruly Passenger
—24
13.11
A320 Aircraft Search Procedure Checklist
—26
13.12
Eye Witness Form
—28
13.13
Aircraft Flight Log (AFL)
—30
13.14
Aircraft Maintenance Log
—32
A
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MANUAL
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OPERATION
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Appendix A
Citilink Indonesia - Standard Operating Procedures (SOP)
—1
A.1 Introduction
—1
A.2
Crew Document and Equipment to Carry
—1
A.2.1
Corrective Lenses Policy
—1
A.3
Crew Resource Management (CRM)
—2
A.3.1
Human and Organzational Error Management
—2
A.3.1.1
Error Management Principles
—2
A.3.2 Culture
—2
A.3.2.1
—3
Decision Making
A.3.3
Situation Awareness, Workload Management and Stress
—3
A.3.3.1
Situation Awareness
—3
A.3.3.2
Workload Management
—4
A.3.3.3 Stress
—4
A.3.4
—5
Company Safety Culture and SOP’s
A.3.5 Communication
—5
A.3.5.1 Communicate
—5
A.3.5.2 Language
—6
A.4
Crew Briefing
—6
A.5
Normal Operation
—6
A.5.1
On Ground
—6
A.5.1.1
Exterior Walkaround
—6
A.5.1.2
Cockpit Preparation
—7
A.5.1.2.1
For Boeing Fleet (refer to Boeing FCOM NP)
—7
A.5.1.2.2
For Airbus Fleet
—7
A.5.2
Inflight
—8
A.5.3
Briefings
—9
A.5.4
Crew - Company Message
—9
A.5.4.1
Departure Message
—9
A.5.4.2
Arrival Message
—9
A.5.4.3 ACARS/ATSU
—9
A.5.5
Automation Policy
A.5.5.1
Minimum Altitude for Use of Autopilot
—10
A.5.5.2
Side Stick and Takeover Control (Airbus Fleet)
—10
A.5.5.3
Hand Over Control
—10
A.5.6
Computer or C/B Reset
—11
A.5.7
Cockpit Gesture and Etiquette
—11
A.5.7.1
Cockpit Gesture Procedures
—11
A.5.7.2
Flight Deck Etiquette
—12
A.5.8
Standard Callouts - Announcements / Communication
—12
A.5.8.1
Cockpit – Ground Crew Communication
—12
A.5.8.1.1
Remove Ground Equipment Procedures
—12
A.5.8.1.2
Pushback and Engine Start Procedures
—13
A.5.8.1.3
Parking and Refueling Process
—13
A.5.8.2
Cockpit - Cockpit Communications
—14
A.5.8.2.1
Normal Duty Transfer Procedures
—14
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GENERAL
A
OPERATION
MANUAL
TOC
A.5.8.3
Cockpit – Cabin Crew Communication
—14
A.5.8.3.1
Normal Operation Procedure
—14
A.5.8.3.1.1
Opening Door and/or Armed / Disarmed Slide Other Than Embarking / Disembarking Procedures
—15
A.5.8.3.1.2
Refueling Procedures
—15
A.5.8.3.2
Emergency Operation Procedures
—16
A.5.8.3.2.1
Pressurization Failure / Decompression
—17
A.5.8.3.2.2 Turbulence
—18
A.5.8.3.2.3
Suspicious Activity or A Security Breach
—18
A.5.8.4
Crew-Assigned Duties For Evacuation
—19
A.5.8.4.1
Cockpit Crew-Assigned Duties For Evacuation
—19
A.5.8.5
Cockpit - ATC Communication
—19
A.5.8.5.1
Standard Phraseology
—19
A.5.8.5.2
Fly In Metric Altimetry
—19
A.5.8.6
Passenger Announcement
—20
A.5.9
Flight Deck Door Operation
—20
A.5.10
Secured and Clean Cockpit Policy
—20
A.5.11
ALAR Risk Assessment Checklist
—20
A.5.11.1
ALAR Philosophy
—20
A.5.11.2
Use of ALAR Checklist
—21
A.5.12
Quick Operational References (QOR)
—21
A.6
Abnormal and Emergency
—22
A.6.1 General
—22
A.6.2
ECAM Management and Crew Task Sharing
—22
A.6.2.1
ECAM Management (for Airbus fleet)
—22
A.6.2.2
CRM Guidance During Abnormal and Emergency Situation
—23
A.6.2.3
During Rejected Takeoff and Emergency Descent
—24
A.6.3
One Engine Inoperative
—24
A.6.3.1
One Engine Inoperative After Takeoff
—24
A.6.3.2
APU Start During One Engine Inoperative
—24
A.7
Citilink Indonesia Green Operating Procedures (for Airbus fleet)
—25
A.7.1 Dispatch
—25
A.7.1.1
Fuel Quantity
—25
A.7.1.2
Takeoff Configuration
—25
A.7.1.3
Takeoff Thrust
—25
A.7.2
Cockpit Preparation
—25
A.7.2.1
Cost Index
—25
A.7.2.2
Flight Level Selection
—25
A.7.2.3
Takeoff Runway Optimization
—25
A.7.2.4
Air Conditioning (For A320 CEO Only)
—26
A.7.3
Before Pushback Or Start
—26
A.7.3.1
Pushback / Start Clearance
—26
A.7.4
After Start
—26
A.7.4.1 APU
—26
A.7.5 Taxi
—26
A.7.5.1
Thrust Management
—26
A.7.6
Before Takeoff
—26
A.7.6.1
Air Conditioning
—26
A.7.7
After Takeoff
—27
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A.7.7.1
Thrust Reduction and Acceleration Altitude
—27
A.7.7.2
Acceleration Below 10,000 Feet
—27
A.7.8
Descent Preparation
—27
A.7.8.1
Acceleration Below 10,000 Feet
—27
A.7.8.2
Go-Around Thrust Reduction and Acceleration Altitude
—27
A.7.8.3
Landing Runway Optimization
—27
A.7.8.4
Landing Preparation
—27
A.7.8.5
Deceleration Approach
—28
A.7.9
After Landing
—28
A.7.9.1
Single Engine Taxi IN
—28
A.7.9.2 APU
—28
A.8
EFB Flight Crew Operational Procedures
A.8.1
EFB Preflight Procedures
—29
A.8.1.1
EFB Check Out and Serviceability checks
—29
A.8.1.2
Manual Validity Check
—31
A.8.1.3
iPAD Transmitting Capability
—31
A.8.2
EFB Taxi Procedures
—31
A.8.2.1
Before Takeoff
—31
A.8.3
EFB In-Flight Procedures
—31
A.8.4
EFB Inflight Failure
—31
A.8.5
Before Final Approach
—32
A.8.6
EFB After Flight Procedures
—32
A.8.6.1
After Flight
—32
A.8.6.2
EFB Handover
—32
Appendix B
—29
Citilink Indonesia - Safety and Emergency Procedures (SEP) B.1
—1
Company Policy
—1
B.1.1
Regulations and Policies Onboard
—1
B.1.1.1
Preflight Briefing
—1
B.1.1.2
Briefing Checklist
—2
B.1.1.3
Preflight Check
—2
B.1.1.3.1
Safety Check
—2
B.1.1.3.2
Security Check
—4
B.1.1.3.3
Service Check
—5
B.1.1.3.4
Reporting Mechanism
—6
B.1.1.4
Retention of Mass Item
—6
B.1.1.5
Boarding Music Policy
—6
B.1.1.6
Passenger Boarding
—6
B.1.1.7
Passenger Seat Allocation and Restrictions
—7
B.1.1.8
The Use of Portable Electronic Device By Cabin Crew
—7
B.1.1.9
Seat, Seatbelt, Shoulder Harness and Child Restraint System
—7
B.1.1.9.1
Seat and Seatbelt
—7
B.1.1.9.2
Shoulder Harness
—8
B.1.1.9.3
Child Restraint System
—8
B.1.1.10
Passenger Announcement
—9
B.1.1.11
Passenger Briefing Before Takeoff (Safety Demonstration)
—9
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A
OPERATION
MANUAL
B.1.1.11.1
Special Passenger Individual Briefing
—9
B.1.1.12
Passenger Briefing For Extended Over Water Operation
—10
B.1.1.13
Compliance with Briefings or Safety Instructions
—10
B.1.1.14
Normal Door Closing Procedures
—10
B.1.1.15
Door Slide Arming Procedures
—11
B.1.1.16
Sterile Cockpit
—12
B.1.1.17
Cabin Crew Surface Movement Requirement
—13
B.1.1.18
Final Cabin Check
—13
B.1.1.19
Cabin Lighting Policy
—14
B.1.1.20
One Minute Silent Review
—15
B.1.1.21
After Takeoff Procedure
—15
B.1.1.22
Urgent Information
—16
B.1.1.23
Serving The Flight Deck Crew
—16
B.1.1.24
Periodic Cabin and Lavatory Check
—16
B.1.1.25
Sales On Board (SOB) Policy
—17
B.1.1.26
Oxygen for Medical Use by Passenger
—17
B.1.1.27
Death Onboard
—17
B.1.1.28
Aircraft on Descent
—18
B.1.1.29
Preparation Before Landing
—19
B.1.1.30
After Landing
—19
B.1.1.31
Door Slide Disarming Procedures
—20
B.1.1.33
Door Operation From Outside
—21
B.1.1.34 Disembarking
—22
B.1.1.35
Crew Deplaning
—22
B.1.1.36
Post Flight Briefing
—22
B.1.1.37
Cabin Crew Duties During Transit
—22
B.1.1.38
Door Barrier Strap
—23
B.1.2 Communications
—23
B.1.2.1
Communication Between Crewmembers
—23
B.1.2.2
Use of Public Address System
—23
B.2
First Aid
B.2.1
Principles and Practice of First Aid
—24
B.2.1.1
Introduction to First Aid
—24
B.2.1.2
Crew’s Responsibilities
—24
B.2.1.3
Asessment of Injury and Illness
—24
B.2.1.3.1
Primary Survey
—24
B.2.1.3.2
Secondary Survey
—25
—24
B.2.1.3.3 Responsibility
—26
B.2.1.3.3.1
First Aider
—26
B.2.1.3.3.2
Assistant First Aider
—26
B.2.1.3.3.3 Commuicator
—26
B.2.1.3.3.4
Support Crew Member
—26
B.2.1.4
Mass Casualty Assessment
—26
B.2.1.5
First Aid Kits
—27
B.2.1.6
Emergency Medical Kit
—27
B.2.1.7 Precautions
—27
B.2.1.8
Recovery Position
—27
B.2.1.8.1
For Adult
—28
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B.2.1.8.2
For Infant
—28
B.2.2
Common Problems Inflight
—29
B.2.2.1
Airsickness (Motion Sickness)
—29
B.2.2.2 Earache
—29
B.2.2.3
—29
Hyperventilation (Overbreathing)
B.2.2.4 Hypoxia
—30
B.2.2.5
Oxygen Therapy
—30
B.2.3
Life Saving Techniques
—31
B.2.3.1
Cardiopulmonary Resuscitation (CPR)
—31
B.2.3.1.1 Danger
—31
B.2.3.1.2 Response
—31
B.2.3.1.3 Compression
—32
B.2.3.1.4 Airway
—32
B.2.3.1.4 Breathing
—33
B.2.3.2 Choking
—34
B.2.4
—36
Traumatic Injuries
B.2.4.1 Bleeding
—36
B.2.4.2
—37
Bleeding With Impaled Objects
B.2.4.3 Bruises
—37
B.2.4.4 Burns
—37
B.2.4.5
Chest Injuries
—38
B.2.4.5.1
Rib Fractures
—39
B.2.4.5.2
Open Chest Wound
—39
B.2.4.6
Chemical Injury To The Eye
—39
B.2.4.7
Foreign Body In The Eye
—40
B.2.4.8 Fractures
—40
B.2.4.9
Head Injury
—41
B.2.4.9.1
Compression Of Brain Tissue (Scale Wounds)
—41
B.2.4.9.2
Skull Fracture
—41
B.2.4.10 Shock
—41
B.2.4.11
—42
Sprain and Dislocation
B.2.4.11.1 Sprain
—42
B.2.4.11.2 Dislocation
—42
B.2.5
In-Flight Medical Illness
—43
B.2.5.1
Abdominal Pain
—43
B.2.5.2 Asthma
—43
B.2.5.3 Convulsion
—44
B.2.5.4
Deep Vain Thrombosis (DVT)
—44
B.2.5.5
Diabetic Condition
—45
B.2.5.5.1 Hyperglycemia
—45
B.2.5.5.2 Hypoglycemia
—45
B.2.5.6
—45
Emergency Childbirth
B.2.5.6.1 Preparation
—46
B.2.5.6.2
Prevent Infection
—46
B.2.5.6.3
The First Stage
—46
B.2.5.6.4
The Second Stage
—46
B.2.5.6.5
Moment of Birth
—47
B.2.5.6.6 Anomalies
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A
OPERATION
MANUAL
B.2.5.6.7
The Third Stage
—47
B.2.5.6.8
Nursing The Mother
—47
B.2.5.7 Epilepsy
—48
B.2.5.8 Fainting
—48
B.2.5.9
—48
Heart Attack
B.2.5.10 Indigestion
—48
B.2.5.11
—49
Miscarriage (Threatened Abortion)
B.2.5.12 Nosebleed
—49
B.2.5.13 Poisoning
—49
B.2.5.13.1
Food Poisoning
—49
B.2.5.13.2
Poisoning
—50
B.2.5.14
Severe Allergic (Anaphylatic Shock)
—50
B.2.5.15 Stroke
—50
B.2.6
Hot and Cold Condition
—52
B.2.6.1
Excess Heat
—52
B.2.6.1.1
Burns And Scalds
—52
B.2.6.1.2 Dehydration
—52
B.2.6.1.3
Heat Exhaustion
—53
B.2.6.1.4
Heat Rash
—53
B.2.6.1.5
Heat Stroke
—54
B.2.6.1.6 Sunburn
—55
B.2.6.2
—55
Excess Cold
B.2.6.2.1 Frostbite
—55
B.2.6.2.2 Hypothermia
—56
B.2.7 Bandaging
—58
B.2.7.1
Triangular Bandage
—58
B.2.7.1.1
The Usage of Triangular Bandage
—58
B.2.7.1.2
Reef Knot
—59
B.2.7.1.3
Arm Sling
—59
B.2.7.1.4
Elevation Sling
—61
B.2.7.1.5
Collar and Cuff
—62
B.2.7.2
Roller Bandage
—62
B.2.7.2.1
Hand Bandage
—62
B.2.7.2.2
Leg / Foot and Heel Bandage
—64
B.2.7.2.3
Elbow Bandage
—64
B.2.7.2.4
Knee Bandage
—65
B.2.7.2.5
Shoulder Bandage
—65
B.2.8
Transporting Victim
—67
B.2.8.1
How To Carry A Patient
—67
B.2.8.2
Evacuation of Non-Ambulatory Passenger
—68
B.2.8.3
Categorization of Handicapped Passengers and Their Evacuation
—68
B.2.8.4
Lift and Carry
—69
B.2.8.4.1
One Rescuer
—69
B.2.8.4.2
Two Rescures
—71
B.2.8.4.3
Three Rescuers
—73
B.3
Kind of Emergency Equipment
B.3.1
Asbestos Glove
—74
B.3.2
Crash Axe
—74
A
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MANUAL
—74
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B.3.3
Emergency Locator Transmitter
—75
B.3.3.1
Emergency Locator Transmitter (ELT) S06
—75
B.3.3.2
ELT ADT 406S
—76
B.3.3.3
Emergency Locator Transmitter RESCU 406(S)
—77
B.3.3.4
Emergency Locator Transmitter RESCU 406(SE)
—79
B.3.3.5
Portable Locator Beacon Kannad 406 AS
—80
B.3.4
First Aid Kit and Emergency Medical Kit
—81
B.3.4.1
First Aid Kit
—81
B.3.4.2
Emergency Medical Kit
—82
B.3.5
Flashlight
—84
B.3.5.1
Astronics EF-1
—84
B.3.5.2
Astronics Air Lite 1E
—85
B.3.6
Hand Fire Extinguisher
—85
B.3.6.1
Kidde (Halon)
—85
B.3.6.2
Air Total (Halon)
—86
B.3.6.3 BCF
—87
B.3.6.4
Kidde H2O
—88
B.3.6.5
P3 Hafex
—90
B.3.7
Life Vest
—90
B.3.7.1
Adult / Child Life Vest
—91
B.3.7.1.1
Crew Life Vest
—92
B.3.7.1.2
Passenger Life Vest
—93
B.3.7.2
Infant Life Vest
—94
B.3.8 Megaphone
—95
B.3.8.1 ACR
—95
B.3.8.2
Federal Signal
—96
B.3.9
Portable Oxygen Bottle (POB)
—96
B.3.9.1
Avox Portable Oxygen Cylinder Assembly (POCA)
—97
B.3.9.2
Scott Portable Oxygen Bottle (POB)
—98
B.3.10
Protective Breating Equipment (PBE)
—99
B.3.10.1
Air Liquide
—99
B.3.10.2
Drager / B/E Aerospace
—100
B.3.10.3 Essex
—102
B.3.10.4
Scott / Avox System
—103
B.3.10.5
Puritan / B/E Aerospace
—104
B.3.11
Escape Slide And Slide Raft
—107
B.3.11.1
Escape Slide
—107
B.3.11.2
Off-Wing Slide
—107
B.3.11.3
Slide Raft
—107
B.3.12
Life Raft (if installed)
—107
B.3.13
Survival Kit
—109
B.3.14 Seatbelt
—110
B.3.14.1
Passenger Seatbelt
—110
B.3.14.2
Infant Seatbelt
—111
B.3.14.3
Extention Seatbelt
—111
B.3.14.4
Airbag Seatbelt (if installed)
—112
B.3.15
Universal Precaution Kit (if installed)
—113
B.3.16
Dangerous Goods Kit (if installed)
—115
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B.3.17
Passenger Restraint Kit
B.4
Abnormal Procedures
A
OPERATION
MANUAL
—117 —119
B.4.1 Flooding
—119
B.4.2
Malfunction of Air Conditioning
—119
B.4.3
Heavy Smoke In The Cabin
—119
B.4.4
Blown Tire
—119
B.4.5
Cracked Window / Door Seal Leak
—120
B.4.6
Unwarranted Evacuation
—120
B.4.7
Jump Seat Unserviceable
—121
B.5
Emergency Procedures
—121
B.5.1 Fire
—121
B.5.1.1
Elements Of Fire
—121
B.5.1.2
Fire Fighting Techniques
—122
B.5.1.3
General Fire Fighting Procedure
—122
B.5.1.4
Preventing Panic
—122
B.5.1.5
Firefighting Role and Procedures
—122
B.5.2
Decompression
—123
B.5.2.1
Effects of Decompression
—123
B.5.2.2
Slow Decompression
—123
B.5.2.3
Rapid Decompression
—124
B.5.2.4
Post Emergency Descent Procedure
—125
B.5.3
Human Factors
—126
B.5.3.1
Negative Panic
—126
B.5.3.2
Loss of Awareness - Inability To Locate Exits
—126
B.5.3.3
Loss of Awareness - Inability or Operate Exit
—126
B.5.4
Types of Emergency Landing
—127
B.5.4.1
Unplanned Emergency Landing
—127
B.5.4.2
Planned Emergency Landing
—128
B.5.5
Emergency Signal
—128
B.5.5.1
Flight Deck to Cabin Crew
—128
B.5.5.2
Cabin Crew to Flight Deck
—128
B.5.5.3
Cabin Crew to Cabin Crew
—128
B.5.6
Preparation For Planned Emergency Landing
—129
B.5.6.1
Initial Warning
—129
B.5.6.2
PIC Briefs Cabin Crew In Charge (CIC)
—129
B.5.6.3
Cabin Crew In Charge (CIC) Briefs Other Cabin Crew
—129
B.5.6.4
Passenger And Cabin Preparation
—129
B.5.6.4.1
Initial Preparation
—129
B.5.6.4.2
Emergency Announcement
—129
B.5.6.4.3
Preparing Infant
—130
B.5.6.4.4
Preparing less agile passengers
—130
B.5.6.4.5
Preparing The Able Bodied Passenger
—130
B.5.6.4.6
Final Preparation
—131
B.5.6.5
Bracing for Impact
—131
B.5.7 Evacuation
—133
B.5.8
Exit Responsibility
—133
B.5.9
Assessing Condition
—133
B.5.10
Land / Terrain Evacuation
—134
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B.5.11
Water Evacuation (Ditching)
—135
B.5.12
Exit Unuseable
—136
B.5.13
Crowd Control
—137
B.5.14
Evacuation Command
—137
B.5.15
Evacuation Completed
—141
B.5.16
Dangerous Situation for Cabin Crew
—141
B.5.17
Take Along Emergency Equipment
—141
B.5.18
Cabin Crew Evacuation Route
—142
B.5.19
Flight Deck Evacuation
—142
B.5.20
Post Evacuation
—142
B.5.21 Survival
—143
B.5.21.1
Search & Rescue Procedures
—143
B.5.21.2
Creeping Line Ahead
—144
B.5.21.3
Attracting Attention
—144
B.5.21.4
Ground – Air Visual Signal Codes for Use by Survivors
—144
B.5.21.4.1
Air to Ground Signals
—144
B.5.21.4.2
Ground Air Visual Signal Code
—144
B.5.21.5
Dangers to The Body
—145
B.5.21.5.1
Cold
—145
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Heat
—146
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Frostbite
—146
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Mild Frostbite
—147
B.5.21.5.5
Deep Frostbite
—147
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Hypothermia
—148
B.5.21.5.7 Sunstroke
—148
B.5.21.5.8 Malaria
—149
B.5.21.5.9 Dysentery
—149
B.5.21.5.10
Sore Eyes
—149
B.5.21.6
Principles of Survival
—150
B.5.21.6.1 Protection
—150
B.5.21.6.2 Location
—150
B.5.21.6.3 Water
—150
B.5.21.6.4 Food
—150
B.5.21.7
The Will to Survive
—150
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Survival on Land
—151
B.5.21.9
Survival in The Desert
—151
B.5.21.10
Survival In The Jungle
—152
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Arctic / Winter Survival
—153
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Survival At Sea
—153
B.5.21.13
Emergency Exit (Overwing escape hatches)
—154
B.6
Announcement and Briefing Pattern
B.6.1
Briefing Point
—155
B.6.2
Emergency Announcement
—156
B.6.3
ABP BRIEFING
—161
B.6.4
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—162
B.6.5
Infant Briefing
—163
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Visually Impaired Passenger Briefing
—164
B.7
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—155
—165
Chapter TOC 33
A
OPERATION
MANUAL
GENERAL TOC
Appendix C
Runway Incursion C.1
A
OPERATION
MANUAL
—1
Runway Incursion Avoidance Guidance
—1
C.2 Background
—1
C.3
SOP for Taxi / Maneuvering
—1
C.4
Task Sharing
—1
C.5 Planning
—1
C.6
Intra-Flight Deck / Cockpit Verbal Coordination
—4
C.7
ATC / Flight Crew Communication
—5
C.8
Taxiing
—6
C.9
Use of Exterior Aircraft Lights to Make Aircraft More Conspicuous
—6
C.9.1 General
—6
C.9.2
Exterior Lights
—7
C.10
Backtrack and Cross Runway Procedures
—7
C.11
Runway Occupancy Time
—8
C.11.1
Arriving Aircraft
—8
C.11.2
Departing Aircraft
—8
C.11.3 Conclusion
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OPERATION
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Chapter LEP 6
Issue 02 - Rev. 04 Aug 1st, 2017
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Chapter LEP 7
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MANUAL
GENERAL
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LEP
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MANUAL
Chapter LEP 8
Issue 02 - Rev. 04 Aug 1st, 2017
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Issue 02 - Rev. 04 Aug 1st, 2017
Chapter LEP 9
A
OPERATION
MANUAL
GENERAL
A
OPERATION
LEP
MANUAL
Chapter LEP
Issue 02 - Rev. 04 Aug 1st, 2017
Chapt - Page Nbr.
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Effective Date
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Signature
Capt. Bonifal Andi Purnama Principal Operation Inspector
A
OPERATION
MANUAL
10
A
GENERAL
OPERATION
MANUAL
ROR
Record of Normal Revision Chapter
Revision
PRE
Update : content information
LEP
Update : content information
ROR
Update : content information
ALL CHAPTER
“Cabin Crew 1” terms change to “Cabin Crew In Charge (CIC)”
ALL CHAPTER
“SM Flight Training” terms change to “SM Training”
ALL CHAPTER
“Manager Pilot Flight Training” terms change to “Manager Pilot Training”
0.2.1
"Flight Crew Training Manual" change to "Flight Crew Technique Manual"
0.3.1.3.1
Update Operation Manual Review
0.3.1.3.2
Update Operation Manual Part B Updating
0.4.1
Insert VSR in Abbreviation
0.4.2
Insert Transit Passanger in Definition
0.5
Update List of Distribution
1.1.2
Update Flight Operations Division Organization Chart
1.1.3
Added new chapter 1.1.3 "Ground Operations and Services Division Organization Chart"
1.3
Update Nominated Persons
1.4.1.3
Insert Manager Crew Health Care (OFE3)
1.4.2
Update Responsibilities and Duties of Chief Pilot (OFA)
1.4.2.1.1
Update Responsibilities and Duties of Deputy Chief Pilot 1 (OFA1)
1.9.1
Update Key Personal Backup of VP Flight Operation
1.11.2
Update Behaviour in Public
1.11.19
Update Uniform and Appearance
1.11.20
Update Regulations for Wearing the Uniform
2.2.10
Update Citilink Indonesia bases
3.3.1
Update Citilink Indonesia Safety Policy
3.3.2
Update Citilink Indonesia Aviation Security Policy
3.3.3
Update Citilink Indonesia Corporate Quality Policy
3.4
Removed sub chapter 3.4 and refer to Safety Management System Manual (SMSM) for detail
5.1.1.3
Update requirements of Zero Hour Pilot (local pilots)
5.1.3
Update requirements of Upgrading Pilot BAR-II (First Officer), BAR-III (First Officer), BAR-IIII (Captain)
6.1.16.3
Added new sub chapter 6.1.16.3 "Eye Protection Procedure"
6.1.19
Added new sub chapter 6.1.19 "Aircraft Cabin Disinsection"
7.3.2.1
Removed Notes
7.3.2.2
Added "for international and supplemental operations (not for domestic)", insert terms of Flight Relief Facity-Seat (FRFS)
7.6.1
Update terms of Day Off (DO)
8.1.1.5.1
Update Engine Failure
8.1.2.1
Insert un-categorized Aeorodromes
8.1.2.2
Update detail of Category C
8.1.2.3.5
"Raising of Weather Minima" change to "Raising of Prescribed Minima"
8.1.2.4
Update Aeorodrome Classification List
8.1.3.13.2
"FCTM NO-080" change to "Airbus FCTM PR-NP-SOP-160"
Issue 02 - Rev. 04 Aug 1st, 2017
Chapter ROR 1
A
OPERATION
MANUAL
GENERAL
MANUAL
ROR
Chapter
Revision
8.1.3.13.2.3
"FCTM NO-050" change to "Airbus FCTM PR-NP-SOP-120"
8.1.3.13.4.7
"Non-Precision Approach with CANPA" change to "Non-Precision Approach"
8.1.3.13.4.7.1
A
OPERATION
Added new sub chapter : Non-Precision Approach with CANPA “FCOM LIM-22” change to “FCOM LIM-AFS-10”
8.1.3.13.9.3
Insert picture of Missed Approach In Circling Approach, "FCTM NO-140" change to "Airbus FCTM PR-NP-SOP-190-GUI"
8.1.3.13.9.5
update with FCTM NO 180
8.1.4
Update Meteorological Information (change "BMKG" with "Local Official Weather Source"), update Meteorological Information Dissemination
8.1.5.3
Update note "in normal cruising consumption at 1,500 ft in term of VMC."
8.1.6.4.2
"Airbus QRH FPE - IFL" change to "Airbus QRH PER-A"
8.1.7.7.1
Update NavTech new format
8.1.8.1.1
Update Aircraft Documents To Be Carried
8.1.8.1.4
"BMKG" change to "Local Official Weather Source"
8.2.1
Update General Information of Dispatch Procedure
8.3.1.5
Removed In General, added source : Sub Chapter 8.3.1.5 refer to Airbus FCOM PRO-NORSUP-FUEL
8.3.2.2.2
Added new sub chapter : Transit Passengers
8.3.2.4.8
Update Cabin crew transit procedures (change "Cabin Crew 1" to "Cabin Crew in Charge (CIC)"
8.3.2.4.15
Added new sub chapter : Carriage of Paralympic Passengers
8.3.2.8.1
Update Dangerous Goods
8.3.4.3.2.1
"FCOM Supplementary Techniques" change to "FCOM Supplementary Procedures"
8.3.4.3.5
“Airbus FCOM Supplementary Techniques” change to “Airbus FCOM Supplementary Procedures” “Boeing FCOM SUP-PROC” change to “Boeing FCOM SP”
8.3.4.3.5.1
"Boeing FCOM SUP-PROC" change to "Boeing FCOM SP" Update references: “Airbus FCOM PRO-SUP-91-30” change to “Airbus FCOM PRO-NOR-SUP-ADVWXR”
8.3.4.3.5.5
“Airbus FCOM PRO-SUP-30” change to “Airbus FCOM PRO-NOR-SUP-ADVWXR” “Airbus FCOM PRO-SUP-91-50” change to “Airbus FCOM PRO-NOR-SUP-ADVWXR” “Boeing FCOM SUP-PROC” change to “Boeing FCOM SP”
8.4.1
Added RNP Approach
8.4.1.7.1
Update Stabilized Approach Criteria
8.4.1.8.1.1
"FCTM AO-020" change to "Airbus FCTM PR-NP-SOP-160"
8.4.1.8.1.3.1
Added new sub chapter : Continuing Flight After Abnormal and Emergency Situation “Airbus FCOM” change to “Airbus FCOM-LIM-AG-WGHT”
8.4.1.9
"Airbus QRH-ABN-80 " change to "Airbus QRH ABN-25.07" "Airbus FCTM NO-050" change to "Airbus FCTM PR-NP-SOP-120"
8.4.1.10
Replaced picture NADP “Boeing FCTM Chapter 3” change to “Boeing FCTM Chapter 3.30”
8.4.2
“Boeing FCOM Chapter 11” change to “Boeing FCOM Chapter SP.11”
8.4.2.5.1.1
"Airbus FCOM-NOR-SOP-18C p10/22" change to "Airbus FCOM NOR-SOP-18C p12/24"
8.4.4.1
"FCOM PRO-SUP-34" change to "FCOM PRO NOR-SUP-NAV"
8.4.5.3
"Airbus FCOM PRO-ABN-34" change to "Airbus FCOM PRO-ABN-NAV" " Boeing QRH Chapter MAN" change to " Boeing QRH Chapter MAN 1.4"
A
OPERATION
MANUAL
Chapter ROR 2
Issue 02 - Rev. 04 Aug 1st, 2017
A
OPERATION
MANUAL
GENERAL ROR
Chapter
Revision
8.4.5.5
Sub chapter "Citilink Indonesia Fleet" change to "GPWS/EGPWS", "Boeing FCTM Chapter 7" change to "Boeing FCTM Chapter 7.31"
8.4.7.1.6
Update Minimum Fuel Operation (Radio Telephony)
8.4.8.1.3.1
"FCOM Flight in severe turbulance" change to "FCTM PR-NP-SP-10-10-2 and QRH ABN25.08"
8.4.8.1.3.7
"FCOM Operation in or near to heavy rain, hail or sleet” change to "FCOM PRO-NOR-SUPADVWXR"
8.4.8.1.4.3
"Airbus FCOM Weather avoidance - Optimum use of weather radar" change to "Airbus FCTM "Aircraft Systems-Weather Radar"" (5) "Airbus FCOM chapter: “Flight in severe turbulence” or Boeing FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCOM chapter: “FCTM PR-NPSP-10-10-2 and QRH ABN-25.08” or Boeing FCOM SP.16 – Adverse Weather"
8.4.8.1.5
(6) “Airbus FCOM procedure “Flight in severe turbulence” or Boeing FCOM - Supplementary Procedures - Adverse Weather” change to “FCOM PRO-ABN-MIS-SEVERE TURBULENCENP46/56 or Boeing FCOM SP.16 – Adverse Weather” (7) FCOM instructions: “Operation in icing conditions” changes to “FCOM DSC-30-Ice and Rain Protection, FCOM PRO-NOR-SUP-ADVWXR, and FCTM PR-NP-SP-10-10-1” (8) FCOM procedures: “Operations in or near to heavy rain, hail or sleet”, and “Operation in windshear / downburst conditions” change to “FCOM PRO-NOR-SUP-ADVWXR and FCTM PRO-NP-SP-10-10-3”, “Boeing FCOM - Supplementary Procedures - Adverse Weather” change to “Boeing FCOM SP.16 – Adverse Weather”
8.4.8.2
Update references 8.2.4 to 8.3.4, "Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather"
8.4.8.3
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCTM PR-NPSP-10-10-2 or Boeing FCOM SP.16 – Adverse Weather"
8.4.8.4
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCTM PR-NPSP-10-10-3 or Boeing FCOM SP.16 – Adverse Weather"
8.4.8.4.3
"Airbus FCTM SI-010 or Boeing FCTM Chapter 7" change to "Airbus FCTM PR-NPSP-10-10-3 or Boeing FCTM Chapter 7.38"
8.4.8.6
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing QRH Chapter 7" change to "Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing QRH Chapter 7.36"
8.4.8.7
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCOM PRO-NOR-SUPADVWXR or Boeing FCOM SP.16 – Adverse Weather "
8.4.8.8
"Airbus FCOM - “PRO-NOR-SUP Adverse Weather” or Boeing FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather"
8.4.8.11
"Boeing FCOM Chapter SP" change to "Boeing FCOM Chapter SP.16"
8.4.8.12
"Airbus FCOM “Supplementary Procedure - Adverse Weather” or Boeing FCOM “Supplementary Procedures - Adverse Weather” change to "Airbus FCOM PRO-NOR-SUPADVWXR or Boeing FCOM SP.16 – Adverse Weather"
8.4.8.14.1
"Airbus FCTM SI-010" change to "Airbus FCTM PR-NP-SP-10"
8.4.8.14.5
"Airbus FCOM “Special Operations - Fluid contaminated runway” chapter or Boeing FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCOM PRO-NOR-SUPADVWXR or Boeing FCOM SP.16 – Adverse Weather"
8.4.11
Update Use of Safety Belts For Crew and Passenger
8.4.13.1.1
Update Entry Cockpit Procedures for Cabin Crew
Issue 02 - Rev. 04 Aug 1st, 2017
Chapter ROR 3
A
OPERATION
MANUAL
GENERAL
MANUAL
ROR
Chapter 8.4.14.5.1 8.4.14.5.2
A
OPERATION
Revision “For Cockpit Crew” change to “Flight Crew Incapacitation” Update First Phase of Flight Crew Incapacitation “For Cabin Crew” change to “Cabin Crew Incapacitation” Update First Phase of Cabin Crew Incapacitation
8.4.15.4.1
Update Use of PED Onboard
8.4.15.4.2
Update Use of Cellular Phone
9.1.2
Re-chaptering sub chapter 9.1.2
9.1.3
Sub chapter 9.1.3 change to "Recognition of Undeclared Dangerous Goods"
9.1.4
Sub chapter 9.1.4 change to "Provision for Passenger and Crew"
9.1.5
Sub chapter 9.1.5 change to "Classification of Dangerous Goods"
9.1.6
Sub chapter 9.1.6 change to "Emergency Procedures"
9.1.6.2
Insert new procedures for Flight Crew
9.1.6.3
Update the Cabin Crew Checklist
9.1.4
Update the table of Provision for Passenger and Crew
9.1.7
Sub chapter 9.1.7 change to "Infectious Substances Detected In flight"
9.2
Added new sub chapter 9.2 "Weapon and Ammunitions"
10.1.3.4
Update Cockpit Seat Occupation Change “Load Sheet (All Company Aircraft Type)” with “Manual Load and Trim Sheet” Added new sub chapter 13.1.1 “Manual Load Sheet (All Company Aircraft Type)” Added new sub chapter 13.1.2 “Manual Trim Sheet” Added new sub chapter 13.1.2.1 “Airbus A320-232 Manual Trim Sheet”
13.1
Added new sub chapter 13.1.2.2 “Airbus A320-214 Manual Trim Sheet” Added new sub chapter 13.1.2.3 “Airbus A320-251 Manual Trim Sheet” Added new sub chapter 13.1.2.4 “B 737 – 300 Trim Sheet” Added new sub chapter 13.1.2.5 “B 737 – 500 Trim Sheet”
13.2
Update sub chapter, Change "Trim Sheet" with "Electronic Load and Trim Sheet"
13.2.1
"A 320 Trim Sheet" change to "Manual Load Sheet (All Company Aircraft Type)"
13.4.1
"A 320 Loading Instruction Report" change to "Manual Airbus A 320 Loading Instruction Report"
13.4.2
"B 737 – 300 Loading Instruction Report" change to "Manual B 737 – 300 Loading Instruction Report"
13.4.3
"B737 – 500 Loading Instruction Report" change to "Manual B737 – 500 Loading Instruction Report"
13.4.4
Added new sub chapter "13.4.4 Electronic Loading Instruction Report"
13.16
Removed Extra Fuel Form
Appendix A.2
"glasses" change to "lenses"
A.5.1.2.2
Update note for Airbus Fleet
A.5.2
"RA" change to "AFE" Added "Obtserver Briefing if applicable" in Takeoff
A.5.3
“Airbus FCTM NO-020” change to “Airbus FCTM PR-NP-SOP” “Airbus FCTM NO-080” change to “Airbus FCTM PR-NP-SOP-160”
A.5.5.1
"Airbus FCOM LIM-22" change to "Airbus FCOM LIM-AFS" Update Side Stick and Takeover Control (Airbus Fleet)
A.5.5.2
“Airbus FCTM OP-020” change to “Airbus FCTM AOP-10-30-20”
A.5.5.3
Added new sub chapter “Hand Over Control”
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Chapter A.5.6
Revision "QRH ABN-80" change to "Airbus QRH ABN-02-02A"
A.5.7.1
"Sun Shading" change to "Sun Blind"
A.5.7.2
Update Flight Deck Etiquette
A.5.8
"Boeing FCTM GI-1.22" change to "Boeing FCTM Chapter 1.16"
A.5.8.3.2
Added Remarks on "Attention Crew at Station"
A.7.6.1
Update Air Conditioning Notes
A.7.8.1
Update Descent Preparation, change "Go-Around Thrust Reduction and Acceleration Altitude" to "Acceleration Below 10,000 Feet"
A.7.8.2
"Landing Runway Optimization" change to "Go-Around Thrust Reduction annd Acceleration Altitude"
A.7.8.3
"Landing Preparation" change to "Landing Runway Optimization"
A.7.8.4
"Deceleration Approach" change to "Landing Preparation"
A.7.8.5
Added new sub chapter A.7.8.5 "Deceleration Approach"
A.7.9.2
"Airbus FCTM SI-100-GREEN OPERATING PROCEDURES and Airbus FCOM PROSUP-93" change to "FCTM PR-NP-SP-20"
B.1.1.3.1
Update Safety Check
B.1.1.3.2
Update Security Check
B.1.1.20
Update One Minute Silent Review
B.1.1.23
Update Serving The Flight Deck Crew
B.1.1.25
Update Sales On Board (SOB) Policy
B.1.1.37
Update Security Measures on Transit Station
B.2.1.3.3
Added new sub chapter 2.1.3 "Responsibility"
B.2.2.1
Update Airsickness (Motion Sickness)
B.3.3.5
Update the Preflight Check of Portable Locator Beacon Kannad 406 AS
B.3.6.5
Added new sub chapter B.3.6.5 "P3 Hafex"
B.3.9
Update Portable Oxygen Bottle (POB)
B.3.12
Update the Life Raft (if installed)
B.3.14.4
Update the Airbag Seatbelt (if installed)
B.5.1.5
Added new sub chapter B.5.1.5 "Firefighting Role and Procedures"
B.5.4.1
Added Note : The real condition may be different from the illustration above in the Unplanned Emergency Landing
B.5.4.2
Added Note : The real condition may be different from the illustration above in the Planned Emergency Landing
B.5.6.2
Added note "PIC Briefs Cabin Crew In Charge (CIC)"
B.5.6.4.5
Update ABP Briefing Responsibility
B.5.6.5
Added "or Exit Sign" in the Bracing for Impact by alternate method and update the diagram
B.5.11
Added "Escape Slide" in the table header title and update the content
B.6.3
Update evacuation command in ABP Briefing
B.7
Update Responsibilities and Preflight Duties in Cowads
C.9.2
Update Exterior Lights
C.11
Added new procedure "Runway Occupancy Time"
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Administration and Control of The Operation Manual
Chapter 0
Administration and Control of Operation Manual
0.1 Introduction 0.1.1 Applicability The manual is for the use and guidance of all Citilink Indonesia operating staff as operational instruction, together with third parties and agents, who are to ensure that all commercial air transport flights are planned and executed in accordance with its policies and requirements.
0.1.2
Operations Manual Compliance
The content of the Operations Manual is legible, accurate and complies with: 1. The applicable regulations of the Directorate General of Civil Aviation (DGCA) Indonesia, CASR 121 and CASR 91. 2. Applicable ICAO standards and recommended practices. 3. Additional rules and regulations applied by States within which Citilink Indonesia is authorized to conduct flight operations. 4. The provisions of Citilink Indonesia Air Operator Certificate (AOC), Operations Specifications (OpSpecs) and Authorization Condition and Limitation (ACL), as issued and approved by the DGCA. PT Citilink Indonesia is authorized to operate a “Flag and Domestic Air Carrier” according to AOC No. AOC/121-046, the contents of Operations Specifications (OpSpecs), and Authorization Condition and Limitation (ACL) Part A, B, C for operations and D, E for maintenance & certification. An application for AOC, OpSpecs and ACL amendments shall be filed to the DGCA at least 60 days before the proposed effective date of the amendment, unless a shorter filing period is allowed (ACL). Amendments, modification and renewal of OpSpecs and ACL part A, B and C are managed through the Flight Operations Department. Amendments, modification and renewal of OpSpecs and ACL part D and E are managed through the Maintenance and Engineering Department, where the original documents are retained. In case of any contradiction or discrepancy between the contents of the Operations Manual and the specific rules and regulations imposed by a particular State Authority, the PIC shall make every reasonable effort to comply with those State requirements. The regulations change from time to time, and while every effort shall be made to continue compliance with the latest provisions, there may be times when the manual is out of date with the regulations. Should any such instance come to light, the matter must be informed to the VP Flight Operations by any suitable means, as soon as possible.
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Air Operator Certificate
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0.2 General 0.2.1
Operations Manual Structure
The manual is sub-divided into the following parts that may be supplemented by other publications such as the aeroplane flight manual and commercially produced route and airways manuals: 1. Part A General a) Citilink Indonesia general policies and procedures b) Citilink Indonesia - Standard Operating Procedures (SOP) c) Citilink Indonesia - Safety and Emergency Procedures (SEP) 2. Part B Aeroplane Type Operating Procedures and Requirements including: a) Airbus and Boeing Airplane Flight Manual (AFM) including the Configuration Deviation List (CDL) b) Airbus and Boeing Minimum Equipment List (MEL) c) Airbus and Boeing Flight Crew Operating Manual (FCOM), Flight Crew Technique Manual (FCTM) and Quick Reference Handbook (QRH) d) Airbus Cabin Crew Operating Manual (Airbus CCOM) and Boeing Flight Attendant Manual (Boeing FAM) e) Airbus and Boeing Weight and Balance Manual (WBM) 3. Part C Route and Aerodrome Instructions and Information a) Airbus and Boeing Runway Analysis (Takeoff / Landing Performance Charts / Tables) b) Approved Enroute Charts (AIP, Jeppesen, Navtech, and other Official Aeronautical Chart determind by Company) c) Approved Airport Charts (AIP, Jeppesen, Navtech, and other Official Aeronautical Chart determind by Company) d) Airport and Route Manual d) Airport Pictorial Information (API) e) Validity and Use of Navigation Databases 4. Part D Training Manual Citilink Indonesia Crewmember Training Program (CTP) and Flight Operation Officer Training Program.
0.2.2 Format Operations Manual copies will be distributed in paper or digital format as per Manual Distribution List. The paper format shall be printed in an A4 and/or A5 size. Operation Support Publication shall keep an electronic and/or manual record of receipt of the amendment, by the holder of the Operations Manual.
0.2.3
Availability and Use
The Authority shall be provided with a copy of the Operations Manual and receives all the amendments and revisions. The content of the Operations Manual must be easily accessible on paper or digital format, to Citilink Indonesia staff to prepare and to perform their tasks. Each crewmember must have a personal copy of the Operations Manual. All operating staff is required to adhere to instructions laid down in this manual and any deviations should be reported, the reasons for such deviation being given.
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Nothing contained in the Operations Manual shall keep personnel from exercising their own best judgement. For example during any irregularity for which the Operations Manual gives no provisions or in case of emergencies. Should any individual consider that all or any part of a procedure or instruction requires to be amended, he should notify VP Flight Operations.
0.2.4
Writing Policy
When used in the Operations Manual, the following terms shall have the following meaning: 1. “Shall”, “will”, “must” or an action verb in the imperative sense means that the application of a rule or procedure or provision is mandatory. 2. “Should” means that the application of a procedure or provision is recommended. 3. “May” means that the application of a procedure or provision is optional. 4. “No person may...” or “a person may not...” mean that no person is required, authorised, or permitted to do the act concerned. 5. “Approved” means the Authority has reviewed the method, procedure or policy in question and issued a formal written approval. 6. “Acceptable” means the Authority or the airline has reviewed the method, procedure or policy and has neither objected to nor approved its proposed use or implementation. 7. “Prescribed” means the Authority or the airline has issued a written policy or methodology which imposes either a mandatory requirement, if it states “shall”, “will”, “must” or an action verb in the imperative sense, a recommended requirement if it states “should” or a discretionary requirement if it states “may”. 8. “Note” is used when an operating procedure, technique, etc, is considered essential to be emphasised. 9. “Caution” is used when an operating procedure, technique, etc, may result in damage to equipment if not carefully followed. 10. “Warning” is used when an operating procedure, technique, etc, may result in personnel injury or loss of life if not carefully followed.
0.2.5 Appendixes Appendices to this manual may contain informations required or deemed necessary by Citilink Indonesia. Any revisions in appendices do not need DGCA approval.
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System of Amendment and Revision
0.3.1
Amendement to The Operation Manual
Changes to the Operation Manual may be required as a result of changes in the course of business, new operational requirements, Quality Assurance activities, or periodic review. All amendments to contents are to be subject to an internal approval. Handwritten amendments are not permitted, except in situations requiring immediate amendment in the interests of safety. Such temporary amendments must be authenticated by signature and stamp of a responsible person as per standard revision procedure. In case of digital format all previous version must be upated with the new version on media (CTVCloud). For all manual holders using the digital format of the Operations Manual, all amendments will be done automatically through the network (CTVCloud). 0.3.1.1 Responsibility Each copy of the Operation Manual remains the property of Citilink Indonesia, who assumes the overall responsibility for updating the contents of the manual. However, each holder of the Operation Manual is personally responsible for the security, the condition and the amendment status of their copy. 0.3.1.2
Internal Responsibility for Initiating Amendments
Responsibility for the content of the various parts of the manual is vested as follows: 1. The VP Flight Operations, Chief Pilot, Chief Cabin Crew and Chief Flight Operation Officer shall be responsible for contents related to Flight Operations. 2. VP Safety, Security and Quality shall be responsible for contents related to Safety, Security and Quality. 3. The SM Training and SM Flight Standard and Technical shall be responsible for the contents relating to Training, Standards and Regulations Compliance. They shall advise the requirement for, and provide the contents of the suggested revisions to the Operations Manual. 4. All holders of the Operation Manual are responsible to notify their superior without delay, in case they notice any error or discrepancy in the manual. 0.3.1.3 0.3.1.3.1
Revision Cycle Operation Manual Review
The Operation Manual shall be review quarterly or if required unless there is a reason to issue a nonscheduled revision. 0.3.1.3.2
Operation Manual Part B Updating
OM Part B updated in 6 months cycle or if required. In case of revision issue has safety or operational impact, Operation Notice shall be issued to deliver the issue to respective personnels. 0.3.1.4
Conflict
In case of any doubts of the contents in the Operation Manual, clarifications should be addressed to related Chiefs and/or Flight Standard and Technical Department. In case of a conflict of the dates in the application of a new procedure, then the new procedure shall be used. If there is a conflict between the contents of a paper and digital format, they should be clarified to Flight Standard and Technical (JKTOFSQG).
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0.3.1.5 Approval The contents of the Operation Manual have been approved by internally and DGCA prior to initial issue. Further, the contents of all amendments or revisions to the Operation Manual must be acceptable to, or, where applicable, approved by, the DGCA. The following procedure shall apply: 1. Amendments Not Requiring DGCA approval: Citilink Indonesia shall supply the DGCA with intended amendments and revisions in advance of the effective date. Acknowledgement from DGCA shall be obtained before the publication of the amendment. 2. Amendments Requiring DGCA approval: When the amendment concerns any part of the Operation Manual which must be approve, this approval shall be obtained before the publication of the amendment. Exceptionally, if the amendment has an implication on safety, then it may be published and applied immediately provided that the approval required has been applied for. 0.3.1.6
Publication Authority
Manager Operation Support Publication shall be responsible for the publication of the amendments to the Operations Manual. 0.3.1.7
Annotation of Changes
Amendments will be in the form of replacement pages. They will be accompanied by: 1. An updated List of Effective Pages (LEP); and 2. A solid vertical black bar will indicate all changes to text and diagrams, (change-bar) or an ‘R’ in the margin closest to the page edge; and 3. Amended electronic copies shall be made available to all recipients. 0.3.1.8
Temporary Revisions
Temporary Revision (TR) is issued to cover matters that require promulgation between scheduled Operation Manual Revisions. Normally, TR will be issued in exceptional circumstances only, where flight safety would be otherwise compromised. TR categorized as amendements not requiring DGCA approval as per OM Part A - Chapter “0.3.1.5 Approval”. Temporary Revision should be printed in yellow paper and will be ammended in white paper in the next revision cycle. TR shall be promulgated, as appropriate, in: 1. Flight Crew Notice (FCN) 2. Cabin Crew Notice (CCN) 3. Flight Dispatch Notice (FDN) 4. Flight Training Notice (FTN) 5. Technical Notice (TN)
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Revision & Issue : if there are more than 25% changes in the relevant manuals it will be published as a new issue, followed by revision 00.
Revision : if there are changes in the relevant manuals less than 25%, it will be a new revision with the same issue.
0.3.2 Nomenclature 0.3.2.1
Page Layout
The Operation Manual is sub-divided:
0.3.2.2
Manual Special Notice
A special Notification on the manual will be written to be the criteria of the information, such as: WARNING A warning immediately precedes an operating procedure or maintenance practice, which, if not correctly followed, could result in loss of life or personal injury.
CAUTION A caution immediately precedes an operating procedure or maintenance practice which, if not correctly followed, could result in damage to or destruction of equipment, or corruption of data.
Note : A note immediately precedes or follows an operating procedure, maintenance practice or condition that requires highlighting.
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0.3.3
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The main body of the Operation Manual is divided into the following parts and chapters, and distributed in accordance with the following table: OM Part A
B
Library
Flight Operation Library
√
√
√
√
√
√
√
√
√
√
√
√
Aircraft Library
Pilot
Cabin Crew
FOO
DGCA
GENERAL
√
√
√
√
Description
Station
AFM
√
√
√
FCOM
√
√
√
CCOM / FAM
√
√
FCTM
√
√
MEL
√
√
√
√
√
√
CDL
√
√
√
√
√
√
QRH
√
√
√
√
√
√
√
√
√
WBM
√
√
√
Airport and Route Manual
√
√
√
√
√
Runway Analysis
√
√
√
√
√
C
Airport Pictorial Information (API)
√
√
√
√
√
Approved Airways Manual
√
√
√
√
D*
Training Manual
√
√
√ √
√
√
√
Note: * Some Parts of the OM Part D - Training Manual (and its applicable appendices) shall only be distributed to personnel involved in Flight Training and Checking.
0.3.3.1
Destruction and Disposal of Obsolete Operational Documents
On receipt of new documents either in paper and/or digital format, the previous version of the document shall be removed, destroyed and disposed-off in an appropriate manner. To maintain a “current” status of all the documents, they are regularly updated through Company Mail issued by Operation Support Publication if applicable. 0.3.3.2
Management and Control of Flight Operations Documents / Publications
Documents and Publications relating to Flight Operations are controlled and managed by Library Team (Manager Operation Support Publication and Flight Standard Officer). All publications / documents from a vendor shall be documented and record of subscription / purchase shall be retain a period of two years. The validity of subscription shall be monitored. On receipt of updates / revision to the publications, records of such updates / revision shall be maintained. Library team shall be responsible for the documentation, control and updates. All obsolete documents in all forms shall be suitably destroyed and disposed off by Operation Support Publication as per the airline operations practices and procedures in force. Library Team shall ensure that all documents / publications: 1. Are reviewed and approved for adequacy prior to issue. 2. Are updated, reviewed, revised and approved for re-issue as necessary. 3. The current revision status is displayed. 4. Are available at point of use.
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5. Are legible, readily identifiable and retrievable. 6. Documents of external origin are identified and their distribution suitably managed. 7. Protected against damage, deterioration or loss 8. The current versions of relevant documents are available at all locations where operations essential to the effective functioning of the SMS are performed; 9. That all obsolete are withdrawn to prevent unintended use by removing them from circulation and destroying / disposing them as per the procedure in force. Should any document be retained for any purpose with the Flight Operations, they shall be suitably identified and annotated as such. 10. Are stored in suitable electronic media in a designated digital storage. 11. Record retention times shall be documented. A distribution list for all operational documents to manage its dissemination shall be maintained. All operational documents shall be duly signed by the issuing authority and these signed copies shall be deemed as original copy and shall be maintained at Operation Support Publication Library. Dissemination shall essentially be via electronic means like email and suitable digital storage shall be used to establish that the individual user has received the correct document. All documents shall be published in PDF format for electronic dissemination. A record of receipt of all documents sent by Operation Support Publication to individual users shall be maintained for a period of 6 months. All relevant documentation update shall be reflected in the Operation Notice (FCN, CCN, FDN, FTN and TN) issued (if applicable) and shall be handed over to the all operation personnel. After receiving the latest Operation Notice (FCN, CCN, FDN, FTN and TN), all receiver must confirm by email that indicates that they have received and read notice submitted. Monitoring and controlling of the Pilot, Cabin Crew and FOO carried out by the respective Deputy Chief Cabin Crew, Chief Pilot and Chief FOO. Warning will be given to the personnel that does not confirm within the specified time. 0.3.3.2.1 Documents The following publications are considered “ORIGINAL” documents: 1. Any documents prepared and issued by Flight Operations with signature in ink is deemed as an original document. 2. Document not generated by Flight Operations but received from manufacture of aircraft and associated vendors. Library Team shall maintain controlled copies of documents / publications marked “Controlled Copy” in red. An updated list of ‘Controlled Copy’ issued shall be available with the Library. A designated person shall cross check availability of all the issued ‘Controlled Copy’ at the intended location on a bi-annual basis and corrective action shall be taken in case of discrepancy as per company policy / procedure in force. Controlled Copies are not photocopied. Controlled Copies of relevant documents shall be maintained in main libraries and on board the aircraft. Library Team shall be responsible to update the controlled copies in case of revision / changes to the original. All copies when printed by individual user shall be deemed to be uncontrolled copies and need to be updated by the user as required.
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Uncontrolled copies shall be marked as UNCONTROLLED COPY in red stamp. The set of Documents available at the Flight Operation Library are detailed and updated regularly. They are detailed and updated regularly by Library Team through the Flight Dispatches at respective places. 0.3.3.2.2
Station Library
The set of documents maintained in all libraries at individual station shall be in paper or digital format in a computer designated for this purpose. A registry of all documents available along with their sources of procurement shall be made available on each station and the original shall be at Library. 0.3.3.2.3
Manual and Aeronautical Chart Dissemination
Citilink Indonesia manual dissemination is responsible by JKTOFDQG with CTV-Cloud web base. The CTV-Cloud Administrator under JKTOFD2QG will have a 2 weekly monitoring for every flight operation personnel manual / document / notices download. The CTV-Cloud Administrator will inform the respective Chief if there is any personnel has not downloaded the update manual / document / notices and the respective Chief will give a reminder to the respective personnel via email. Manual Dissemination
Note : For detail, refer to CTV-Cloud SOP.
Aeronautical Chart Dissemination
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0.4 Information 0.4.1 Abbreviation Abbreviation
Definition
A/P
Auto Pilot
ACFT
Aircraft
ACL
Aircraft Condition and Limitation
ADF
Automatic Direction Finding
AFM
Aircraft Flight Manual
AFL
Aircraft Flight Log
AGL
Above Ground Level
AHM
Airport Handling Manual
AIREP
Air Report
AML
Aircraft Maintenance Log
AOC
Air Operator Certificate
AOG
Aircraft On Grounded
APU
Auxiliary Power Unit
ARPI
Airport & Route Pictorial Information
ARQ
Airport & Route Qualification
ASD
Accelerate Stop Distance
ASR
Air Safety Report
ASR
Approach Surveillance Radar
ATA
Actual Time of Arrival
ATC
Air Traffic Controller
ATFM
Airport Traffic Flow Management
ATP
Airlines Transport Pilot
ATS
Air Traffic Services
BMKG
Badan Meteorologi Klimatologi dan Geofisika
C
Celcius
C of G
Center of Gravity
CANPA
Constant Angle Non-Precision Approach
CASR
Civil Aviation Safety Regulation
CAT
Category / Clear Air Turbulence
CC
Cabin Crew
CCN
Cabin Crew Notice
CCP
Company Check Pilot
CDL
Configuration Deviation List
CFP
Computerized Flight Plan
CI
Cost Index
CIC
Cabin Crew In Charge
CL
Centerline Light
CM1
Crew Member 1
CM2
Crew Member 2
COWADS
Composition Work Area Duties and Station
CRM
Crew Resource Management
CROPA
Crew Operation Pattern
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Abbreviation DA
MANUAL
Definition Decision Altitude
DAC
Directorate of Airworthiness Certification
DGCA
Directorate General of Civil Aviation
DH
Decision Height
DME
Distance Measuring Equipment
DRM
Dispatcher Resource Management
EFIS
Electronic Flight Instrument System
ELT
Emergency LocaterTransmitter
F/D
Flight Director
FAF
Final Approach Fix
FAM
Flight Attendant Manual
FAP
Final Approach Point
FAR
Federal Aviation Regulation
FMGC
Flight Management Guidance Computer
FCN
Flight Crew Notice
FDN
Flight Dispatch Notice
FliFo
Flight Following
FO
First Officer
FOO
Flight Operation Officer
FT
Feet
FTN
Flight Training Notice
GI
Ground Instructor
GP
Glide Path
HAT
Height Above Touchdown
GPS
Global Positioning System
HDA
High Density Altitude
HF
High Frequency
HIL
Hold Item List
HIRL
High Intensity Runway edge Lights
IAS
Indicated Air Speed
IATA
International Air Transport Association
ICAO
International Civil Aviation Organization
ID
Identity
IFR
Instrument Flight Rules
ILS
Instrument Landing System
IMC
Instrument Meteorological Condition
IRS
Inertia Reference System
KG
Kilogram
kHz
Kilohertz
Km
Kilometer
Kts
Knots
lbs
Pounds
LH
Left Hand
LLZ
Localizer
LOSA
Line Operation Safety Audit
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Abbreviation
Definition
LVO
Low Visibility Operation
M
Mach Number
MAC
Mean Aerodynamic Chord
MAP
Missed Approach Point
Mb
Milibars
MDA
Minimum Descent Altitude
MDH
Minimum Descent Height
MEA
Minimum En-route Altitude
MEL
Minimum Equipment List
MHz
Mega hertz
MOCA
Minimum Obstacle Clearance Altitude
MORA
Minimum Off Route Altitude
MSA
Minimum Sector Altitude
N/A
Not Applicable
NDB
Non Directional Beacon
NOTAM
Notice To Airman
NOTOC
Notice To Captain
OAT
Outside Air Temperature
OCA
Obstacle Clearance Altitude
OCH
Obstacle Clearance Height
OM
Operation Manual
OM
Outer Marker
OTM
Operation Training Manual
PA
Public Address
PANS-OPS
Procedures for Air Navigation - Aircraft Operation
PAPI
Precision Approach Path Indicator
PAR
Precision Approach Radar
PAS
Public/Passenger Address System
PBN
Performance Base Navigation
PF
Pilot Flying
PIC
Pilot In Command
PM
Pilot Monitoring
PNF
Pilot Not Flying
QFE
Height above elevation based on local station pressure
QNE
Altimeter set 29.92’HG/1013.2Mb
QNH
Altitude above sea level at local pressure
RA
Radio Altimeter
RAC
Resolution Advisory Complement
RH
Right Hand
RI
Route Instructor
RNAV
Area Navigation
RNP
Required Navigation Performance
RPL
Repetitive Flight Plan
RTA
Return To Apron
RTB
Return To Base
Issue 02 - Rev. 03 Nov 15th, 2016
Chapter 0 13
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OPERATION
MANUAL
GENERAL Administration and Control of The Operation Manual
Abbreviation Runway Visual Range
SCD
Subject Captain Discretion
SELCAL
Selective Call System
SI
Simulator Instructor
SIC
Second In Command
SID
Standard Instrument Departure
SRE
Surveillance Radar Element
SRS
Speed Reference System
SSR
Secondary Surveillance Radar
STAR
Standard Arrival
TAF
Tabular Aerodrome Forecast
TAS
True Air Speed
TCAS
Traffic Alert & Collision Avoidance System
TCH
Threshold Crossing Height
TDZ
Touch Down Zone
TGT
Turbine Gas Temperature
TMA
Terminal Control Area
TN
Technical Notice
UN Number
United Nation Number
UTC
Universal Time Coordinated
VAR
Volcanic Activity Reporting
VASI
Visual Approach Slope Indicator
VFR
Visual Flight Rules
VGPI
Visual Glide Path Indicator
VHF
Very High Frequency (30-300Mhz)
VIS
Visibility
VOR
VHF Omni directional Range
VRS
Vibration Reporting Sheet
VSR
Voluntary Safety Report
W/V
Wind Velocity
MANUAL
A
MANUAL
Definition
RVR
OPERATION
A
OPERATION
Chapter 0 14
Issue 02 - Rev. 04 Aug 1st, 2017
A
GENERAL
OPERATION
MANUAL 0.4.2
Administration and Control of The Operation Manual
Definition
Subject
Definition
Air Carrier / Air Operator Certificate Holder
A person who undertakes directly by lease or other arrangements to engage in air transportation.
Airtime - (Flt in the ACARS/ ATSU)
Is the period of time between Airborne (“Off” in the ACARS/ATSU) until Touchdown (“On” in the ACARS/ATSU).
Air Transportation Service
The operation for remuneration, including positioning flights, of any aircraft, which is listed on the air carrier’s Air Operating Certificate.
Aircraft
Any machines that can derive support in the atmosphere from the reaction of the air other than reactions of the air against the earth’s surface.
Airplane
A power driven, heavier than air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on surfaces, which remain fixed under given conditions of flight.
Air Operator Certificate (AOC)
A certificate authorizing an operator to carry out specified commercial air transport operations.
Block Off
Is the first movement of the aircraft for the purpose of departure (In the ACARS it is recognized by the word Out.
Cabin Altitude
Means the pressure inside the cabin of an aircraft in flight, expressed in feet above Mean Sea Level (MSL).
Cabin Crew (May also be called as Flight Attendant)
A crewmember who performs, in the interest of safety of passengers, duties assigned by Citilink Indonesia or the Pilot In Command of the aircraft, but who shall not act as flight crewmember.
Cabin Crew In Charge (CIC)
The Cabin Crew designated by Citilink Indonesia or the Pilot In Command of the aircraft as being in command and charge of all cabin crew in a flight.
Calendar Day
Is the period of time beginning at 00.00 and ending 24 hours later. For the purpose of calculation, calendar day refers to Local Time (anywhere), as long as it is consistent from the beginning until the end of the calendar day(s).
Captain
A pilot qualified on an aircraft and responsible for the safe operation of that aircraft.
Competency Check (CC)
Any required operational check performed on company personnel (other than flight crewmembers), by company supervisory personnel duly authorized to perform that check.
Certificate
A document issued by, or on behalf of DGCA, which confirms a regulatory standard, as described in the document, has been met. A certificate does not convey any authority to act.
Company
PT. Citilink Indonesia
Company Check Pilot (CCP)
An employee of an air carrier who is the holder of a delegation of authority issued by the Director, authorizing the conduct of certain types of flight checks.
Contracting State
Any country or state, which is a signatory to the Convention of the International Civil Aviation Organization, or any other country acceptable to the Director.
Crewmember
A person assigned by Citilink Indonesia to duty on an aircraft during a flight duty period. Also known as Aircrew.
Director or DGCA
The Director of the Directorate General of Civil Aviations, or any person authorized to act on his behalf.
Duty Free
Rest Period of 24 consecutive hours (NOT 1 calendar day) during any 7 consecutive days, which can be granted at Home Base or at Layover Station.
Extended Over Water Operation
A flight operated over water at a distance of more than 93 km (50 NM), or 30 minutes at normal cruising speed, whichever is the lesser, away from land suitable for making an emergency landing
Extra Crew / Deadheading
Any crew member who is conducting extra crew / deadheading before and after duty without actively working and receive the same treatment as common passengers.
Issue 02 - Rev. 03 Nov 15th, 2016
Chapter 0 15
A
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MANUAL
GENERAL Administration and Control of The Operation Manual
A
OPERATION
MANUAL
Subject
Definition
First Officer (FO)
A pilot qualified on an aircraft to perform the duties of second in command. May also be taken to mean co-pilot.
Flag Air Carrier
An air carrier whose operations specifications authorize operations outside of Indonesia.
Flight
An aircraft is deemed to be in flight any time it is no longer in contact with the earth’s surface as the result of its weight being supported by the aerodynamic principles and design features of that particular aircraft.
Flight Altitude
Means the altitude above mean sea level at which the aircraft is operated.
Flight Crew Member
A licensed crewmember charged with duties essential to the operation of an aircraft during flight duty period as a pilot.
Flight Dispatch
Is the process by which the PIC and the Flight Dispatcher acknowledge that all preflight requirements have been met.
Flight Deck Duty Time
A period of time where a flight crew member who actively works in a sector and occupies the left or right cockpit-seat on an enlarge crew composition.
Flight Duty Time
The total elapsed period from the time a crewmember is required to report for duty, to the time that crewmember has completed all official duties with respect to a flight or series of flights and is released for an official crew rest.
Flight Following
Mean maintaining current information on the progress of a flight and monitor all factors and condition that might affect.
Flight Operations Officer (FOO)
A licensed person designated by Citilink Indonesia to engage in the control and supervision of flight operations, suitably qualified, who supports, briefs and/or assists the Pilot In Command in the safe conduct of the flight.
Flight Time
The total time from the moment an aeroplane first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight. Also known as Block Time or Block To Block Time.
Flight Watch
The process by which a qualified flight operations officer provides flight following services to a flight, and provides any operational information as may be requested by the pilot in command or deemed necessary by the flight operations officer.
Government Check Pilot (GCP)
A DGCA inspector authorized to perform flight checks.
Large Aircraft
Any aircraft having a maximum certified take-off weight, (MCTOW) of greater than 5,700 kg (12,500 pounds).
Layover Time
The perioid of time between end of a journey until the beginning of the next journey.
Licence
A document issued by, or under a delegation of authority from the Director, which authorizes the holder to exercise certain privileges as specified in that license, subject to the conditions and limitations contained therein.
Net Takeoff Path
Means the one-engine-inoperative flight path that starts at a height of 35 feet at the end of the takeoff distance required and extends to a height of at least 1,500 feet AGL, reduced at each point by a gradient of climb equal to 0.8 per cent for two-engine aeroplanes, 0.9 per cent for three-engine aeroplanes and 1.0 percent for four-engine aeroplanes.
Office Time
Any crew member, who is conducting office duties before a flight, shall count this office time in full as duty time.
Open Water
Means a water mass which does not have any landmasses within the maximum times or distances prescribed by a regulation.
Operational Control System (OCS)
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.
Operation Dispatch
Is the exercise of the authority over the formulation, execution and amendment of an operational Flight Plan in respect of a flight.
A
OPERATION
MANUAL
Chapter 0 16
Issue 02 - Rev. 03 Nov 15th, 2016
A
GENERAL
OPERATION
MANUAL
Administration and Control of The Operation Manual
Subject
Definition
Operational Flight Plan
Is the company’s document provided for execution of a flight taking all factors into consideration.
Passenger
Any person on board an aircraft during flight time, who is not acting as a crewmember.
Person
In respect of an air carrier, means any person who is an owner, or operator of an aircraft listed on that air carrier’s operations specifications or, is otherwise acting as an employee or agent of that air carrier.
Pilot Flying (PF)
The flight crewmember who is manipulating the flight controls of an aircraft during flight time.
Pilot In Command (PIC)
The pilot designated by Citilink Indonesia as being in command and charge with the safe conduct of flight.
Pilot Not Flying (PNF) / Pilot Monitoring (PM)
The pilot who is performing tasks during flight time, in support of the pilot flying. May also be called Pilot Monitoring (PM).
Pilot Proficiency Check (PPC)
A flight check performed in whole or in part, in an airplane type simulator or an aircraft. Conducted by a CCP, or DGCP / DPER for the purpose of establishing the level of proficiency, of a flight crewmember.
Remote Area
Means an area of land considered hostile to survival, which lies beyond a specified radius from any known civilization, development or surface conveyance, through which refuge could reasonably be sought. Such radius is equal to 25 nautical miles in the case of mountainous or jungle areas, 50 nautical miles in the case of unoccupied land mass surrounded by water and in all other areas, 100 nautical miles. The Director may designate other areas as remote based upon unique consideration.
Required Day Off
A period of time consisting of 24 consecutive hours, commencing at 00.00 local time, in which a pilot, cabin crew or flight operations officer are free from all duties or contact by the company. A required day off is considered to be taken at a person’s residence and is exclusive of any travel time between that person’s residence, and the place where such person reports for, or is released from duty.
Reserve
The backup crew resource in the airport. Proceeding prior duty calculated as 100%.
Rest Period
The period of time during which a crewmember is released form all official duty or contact by the company. This period must exclude all time spent commuting by the most direct route, between the company designated rest facility and assigned duty station and, a specified period of prone rest with at least one additional hour provided for physiological needs.
Seating Capacity
The maximum number of passenger seats authorized by, the type certificate, type approval, or other equivalent document.
Second in Command (SIC)
A pilot assigned to act as a first officer or co-pilot of an aircraft.
Second Officer (SO)
A pilot who is the holder of a commercial or higher pilot license and is endorsed on an aircraft type, as competent on the flight engineers panel and may act as a flight crewmember with respect to the flight engineer duties.
Senior Cabin Crew (also known as Senior Flight Attendant)
A Cabin Crew qualified as Cabin Crew In Charge (CIC) on an aircraft.
Supplemental Air Carrier
An air carrier whose operations specifications authorize charter or all cargo operations.
Taxi
The time where the aircraft start moving with its own power on the surface of an airport.
Threshold Time
Is the flight time from as adequate en-route alternate aerodrome beyond which time operations by airplanes with two turbine power units must be authorized by DGCA. This threshold time should be 60 minutes.
Issue 02 - Rev. 03 Nov 15th, 2016
Chapter 0 17
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GENERAL
A
OPERATION
MANUAL
Administration and Control of The Operation Manual
Subject
Definition
Transit Passenger
Passenger who arrives at and departs from the airport on the same flight number, with the same or different aircraft. They are counted only ONCE, either upon arrival or departure.
VOLMET
(French origin VOL (flight) and METEO (weather)), or meteorological information for aircraft in flight, is a worldwide network of radio stations that broadcast TAF, SIGMET and METAR reports on shortwave frequencies, and in some countries on VHF too.
0.4.3
Units Conversion Table METRIC --> US
LENGTH
SPEED WEIGHT
FORCE PRESSURE
VOLUME
MOMENTUM TEMPERATURE
A
OPERATION
MANUAL
US ---> METRIC
1 mm = 0.0394 in
1 in = 25.4 mm
1 m = 3.281 ft
1 ft = 0.3048 m
1 m = 1.094 yd
1 yd = 0.914 m
1 km = 0.540 NM
1 NM = 1.852 km
1 km = 0.6215 statute mile
1 statute mile = 1.609 km
1 m/s = 3.281 ft/s = 1.944 kt
1 ft/s = 0.3048 m/s
1 km/h = 0.54 kt
1 kt = 1.852 km/h = 0.514 m/s
1 g = 0.353 oz
1 oz = 28.35 g
1 kg = 2.2046 lb
1 lb = 0.4536 kg
1 t (tonne) = 2 204.6 lb
1 lb = 0.0004536 t
1 N = 0.2248 lb
1 lb = 4.448 N
1 daN = 2.248 lb
1 lb = 0.4448 daN
1 bar = 14.505 PSI
1 PSI = 6892 Pa = 0.0689 bar
1 mbar = 1 hPa = 0.0145 PSI
1 PSI = 68.92 hPa = 68.92 mbar
1 mbar = 1 hPa = 0.02953 in Hg
1 in Hg = 33.864 hPa = 33.864 mbar
1 l = 0.2642 US Gallon
1 US Gallon = 3.785 l
1 m3 = 264.2 US Gallons
1 US Gallon = 0.003785 m3
1 l = 1.0567 US Quart
1 US Quart = 0.94635 l
1 m.daN = 88.5 lb.in
1 lb.in = 0.0113 m.daN
°C = 5/9 (°F - 32)
°F = (°C x 1.8) + 32
°C = 5/9 (°F + 40) - 40
°F = 9/5 (°C + 40) - 40
Chapter 0 18
Issue 02 - Rev. 04 Aug 1st, 2017
A
GENERAL
OPERATION
MANUAL 0.4.4
Administration and Control of The Operation Manual
International Standard Atmosphere (ISA)
Altitude (feet)
Temp (OC)
hPa
PSI
40,000
- 56.5
188
39,000
- 56.5
197
38,000
- 56.5
37,000
- 56.5
Pressure
Pressure Ratio
Density s = r/ro
Speed Of Sound (kt)
Altitude (metres)
In.Hg
d = P/Po
2.72
5.54
2.58
5.81
0.1851
0.2462
573
12,192
0.1942
0.2583
573
11,887
206
2.99
217
3.14
6.10
0.2038
0.2710
573
11,582
6.40
0.2138
0.2844
573
11,278
36,000
- 56.3
227
3.30
6.71
0.2243
0.2981
573
10,973
35,000
- 54.3
238
3.46
7.04
0.2353
0.3099
576
10,668
34,000
- 52.4
250
3.63
7.38
0.2467
0.3220
579
10,363
33,000
- 50.4
262
3.80
7.74
0.2586
0.3345
581
10,058
32,000
- 48.4
274
3.98
8.11
0.2709
0.3473
584
9,754
31,000
- 46.4
287
4.17
8.49
0.2837
0.3605
586
9,449
30,000
- 44.4
301
4.36
8.89
0.2970
0.3741
589
9,144
29,000
- 42.5
315
4.57
9.30
0.3107
0.3881
591
8,839
28,000
- 40.5
329
4.78
9.73
0.3250
0.4025
594
8,534
27,000
- 38.5
344
4.99
10.17
0.3398
0.4173
597
8,230
26,000
- 36.5
360
5.22
10.63
0.3552
0.4325
599
7,925
25,000
- 34.5
376
5.45
11.10
0.3711
0.4481
602
7,620
24,000
- 32.5
393
5.70
11.60
0.3876
0.4642
604
7,315
23,000
- 30.6
410
5.95
12.11
0.4046
0.4806
607
7,010
22,000
- 28.6
428
6.21
12.64
0.4223
0.4976
609
6,706
21,000
- 26.6
446
6.47
13.18
0.4406
0.5150
611
6,401
20,000
- 24.6
466
6.75
13.75
0.4595
0.5328
614
6,096
19,000
- 22.6
485
7.04
14.34
0.4791
0.5511
616
5,791
18,000
- 20.7
506
7.34
14.94
0.4994
0.5699
619
5,406
17,000
- 18.7
527
7.65
15.57
0.5203
0.5892
621
5,182
16,000
- 16.7
549
7.97
16.22
0.5420
0.6090
624
4,877
15,000
- 14.7
572
8.29
16.89
0.5643
0.6292
626
4,572
14,000
- 12.7
595
8.63
17.58
0.5875
0.6500
628
4,267
13,000
- 10.8
619
8.99
18.29
0.6113
0.6713
631
3,962
12,000
- 8.8
644
9.35
19.03
0.6360
0.6932
633
3,658
11,000
- 6.8
670
9.72
19.79
0.6614
0.7156
636
3,353
10,000
- 4.8
697
10.10
20.58
0.6877
0.7385
638
3,048
9,000
- 2.8
724
10.51
21.39
0.7148
0.7620
640
2,743
8,000
- 0.8
753
10.92
22.22
0.7428
0.7860
643
2,438
7,000
+ 1.1
782
11.34
23.09
0.7716
0.8106
645
2,134
6,000
+ 3.1
812
11.78
23.98
0.8014
0.8359
647
1,829
5,000
+ 5.1
843
12.23
24.90
0.8320
0.8617
650
1,524
4,000
+ 7.1
875
12.69
25.84
0.8637
0.8881
652
1,219
3,000
+ 9.1
908
13.17
26.82
0.8962
0.9151
654
914
2,000
+ 11.0
942
13.67
27.82
0.9298
0.9428
656
610
1,000
+ 13.0
977
14.17
28.86
0.9644
0.9711
659
305
0
+ 15.0
1013
14.70
29.92
1.0000
1.0000
661
0
- 1,000
+ 17.0
1050
15.23
31.02
1.0366
1.0295
664
- 305
Issue 02 - Rev. 01 Jun 1st, 2016
Chapter 0 19
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MANUAL
GENERAL
MANUAL
Administration and Control of The Operation Manual
0.5
A
OPERATION
List of Distribution
No
Name
Code
No. Manual
Remark
OFL
A – 01
hardcopy
01
Operation Office Library
02
CGK Operation Library
CGKLIB
A – 02
hardcopy
03
Direktorat Kelaikan Udara dan Pengoperasioan Pesawat Udara
DKUPPU
A – 03
softcopy
04
Keamanan Penerbangan
Kampen
A – 04
softcopy
05
Chief Executive Officer
CEO
B – 01
softcopy
06
Chief Operating Officer
COO
B – 02
softcopy
07
Chief Financial Officer
CFO
B – 03
softcopy
08
Chief Commercial Officer
CCO
B – 04
softcopy
09
VP Flight Operation (Director of Flight Operation)
DFO
C – 01
softcopy
10
VP Safety, Security and Quality
CASO
C – 02
softcopy
11
VP Maintenance and Engineering (Director of Maintenance)
DEM
C – 03
softcopy
12
VP Ground Operation
OG
C – 04
softcopy
13
VP Human Capital
HC
C – 05
softcopy
14
SM Operation Control Center
OFT
D – 01
softcopy
15
SM Training
OFQ
D – 02
softcopy
16
SM Flight Standard and Technical
OFS
D – 03
softcopy
17
Chief Pilot
OFA
D – 04
softcopy
18
Chief Cabin Crew
OFP
D – 05
softcopy
19
SM Operation Support & Dispatch
OFD
D – 06
softcopy
20
Pilot
PILOT
E – 01
softcopy
21
Cabin Crew
22
Flight Operation Officer
CC
E – 02
softcopy
FOO
E – 03
softcopy
23
Flight Dispatch CGK
FDCGK
E – 04
hardcopy
24
Flight Dispatch SUB
FDSUB
E – 05
hardcopy
25
Flight Dispatch BTH
FDBTH
E – 06
hardcopy
26
Operation Control Center
OCC
E – 07
hardcopy
27
Ambon (Pattimura)
AMQ
F – 01
softcopy
28
Balikpapan (Sepinggan)
BPN
F – 02
hardcopy
29
Banda Aceh (Sultan Iskandar Muda)
BTJ
F – 03
softcopy
30
Bandung (Husein Sastranegara)
BDO
F – 04
softcopy
31
Banjarmasin (Syamsudin Noor)
BDJ
F – 05
softcopy
32
Batam (Hang Nadim)
BTH
F – 06
hardcopy
33
Bengkulu (Fatmawati)
BKS
F – 07
softcopy
34
Biak (Frans Kaisiepo)
BIK
F – 08
RESERVED
35
Denpasar (Ngurah Rai)
DPS
F – 09
hardcopy
36
Gorontalo (Djalaluddin)
GTO
F – 10
softcopy
37
Jakarta (Halim Perdanakusumah)
HLP
F – 11
hardcopy
38
Jakarta (Soekarno Hatta)
CGK
F – 12
hardcopy
39
Jambi (Sultan Thaha)
DJB
F – 13
softcopy
40
Jayapura (Sentani)
DJJ
F – 14
softcopy
41
Jogjakarta (Adi Sutjipto)
JOG
F – 15
hardcopy
42
Kendari (Wolter Monginsidi)
KDI
F – 16
softcopy
43
Kupang (Eltari)
KOE
F – 17
softcopy
44
Lombok (Lombok Praya)
LOP
F – 18
softcopy
A
OPERATION
MANUAL
Chapter 0 20
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MANUAL
Administration and Control of The Operation Manual
45
Makasar / Ujung Pandang (Hassanudin)
UPG
F – 19
softcopy
46
Malang (Abdul Rahman Saleh)
MLG
F – 20
softcopy
47
Manado (Sam Ratulangi)
MDC
F – 21
softcopy
48
Medan (Kualanamu)
KNO
F – 22
softcopy
49
Merauke (Mopah)
MKQ
F – 23
softcopy
50
Padang Pariaman (Minangkabau)
PDG
F – 24
softcopy
51
Palangkaraya (Tjilik Riwut)
PKY
F – 25
softcopy
52
Palembang (Sultan Mahmud Badaruddin II)
PLM
F – 26
softcopy
53
Palu (Mutiara SIS Al-Jufrie)
PLW
F – 27
RESERVED
54
Pangkal Pinang (Depati Amir)
PGK
F – 28
softcopy
55
Pekanbaru (Sultan Syarif Kasim II)
PKU
F – 29
softcopy
56
Pontianak (Supadio)
PNK
F – 30
softcopy
57
Semarang (Ahmad Yani)
SRG
F – 31
softcopy
58
Solo (Adi Soemarmo)
SOC
F – 32
softcopy
59
Surabaya (Juanda)
SUB
F – 33
hardcopy
60
Tanjung Pandan (Hanandjoeddin)
TJQ
F – 34
softcopy
61
Tanjung Pinang (Raja Haji Fisabilillah)
TNJ
F – 35
softcopy
62
Tarakan (Juwata)
TRK
F – 36
RESERVED
63
Timika (Moses Kilangin)
PIM
F – 37
softcopy
64
Changsha (Huanghua International)
CSX
F – 38
RESERVED
65
Changzhou (Benniu International)
CZX
F – 39
RESERVED
66
Chengdu (Shuangliu International)
CTU
F – 40
RESERVED
67
Chongqing (Jiangbei International)
CKG
F – 41
RESERVED
68
Dili (Presidente Nicolau Lobato)
DIL
F – 42
RESERVED
69
Fuzhou (Changle International)
FOC
F – 43
RESERVED
70
Guangzhou (Baiyun International)
CAN
F – 44
RESERVED
71
Guiyang (Longdongbao International)
KWE
F – 45
RESERVED
72
Haikou (Meilan International)
HAK
F – 46
RESERVED
73
Hangzhou (Xiaoshan International)
HGH
F – 47
RESERVED
74
Hefei (Xinqiao International)
HFE
F – 48
RESERVED
75
Hongkong (Hongkong International)
HKG
F – 49
RESERVED
76
Jeddah (King Abdulaziz International)
JED
F – 50
RESERVED
77
Kunming (Changsui International)
KMG
F – 51
RESERVED
78
Mumbay (Chhatrapati Shivaji International)
BOM
F – 52
RESERVED
79
Nanchang (Changbei International)
KHN
F – 53
RESERVED
80
Nanjing (Lukou International)
NKG
F – 54
RESERVED
81
Nanning (Wuxu International)
NNG
F – 55
RESERVED
82
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VP Internal Audit
VP Safety, Security & Quality
VP Flight Operation (Director of Flight Operation)
Chapter 1
1 VP Ground Operation VP Marketing & Communication
VP Sales & Distribution
Chief Commercial Officer
VP Revenue Management
VP Treasury & Financial Accounting
Note: Names of the officials in the structure are not including revision's report for this manual
VP Maintenance & Engineering (Director of Maintenance)
Chief Operating Officer
VP Financial Planning
Chief Financial Officer Officer
Procurement & General Affairs
1.1.1
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VP Strategy Network & Regulatory Affairs
President & Chief Executive Officer
MANUAL
VP Corporate Secretary & Legal
VP Information Technology
OPERATION
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Organization and Responsibilities
Chapter 1
Organization and Responsibilities
Citilink Indonesia Organization Structure Citilink Indonesia Organization Chart
PT Citilink Indonesia (JKTQG) Head Office Menara Citicon, 16th Floor Jl. S. Parman Kav. 72 Slipi, West Jakarta 11410 Phone : +62 21 2934 1000 Fax : +62 21 2930 8786
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Managers Operation Control Center (OFT2)
Manager On Time Performance (OFT1) Agussafar
Senior Manager Operation Control Center (OFT) Zagoza Busye
Manager FOO Standard (OFS3) Nizarudin
Manager Flight Operation Development (OFA3) Toriq Ainin
Crew Planning Unit
Deputy Chief Pilot 2 (OFA2) Capt. Iprialdi
Deputy Chief Pilot 1 (OFA1) Capt. Irvan Riswanto
Chief Pilot (OFA) Capt. Sugeng Rahardjo
Manager Cabin Crew Culture (OFP5) Nila Widyajanti
Deputy Chief Cabin Crew 4 (OFP4) Reyza Aryana Sahita
Deputy Chief Cabin Crew 3 (OFP3) Cecep Awaludin
Deputy Chief Cabin Crew 2 (OFP2) Talita Rachmawati
Deputy Chief Cabin Crew 1 (OFP1) Esther Takumansang
Chief Cabin Crew (OFP) Virna Puspitarani
Manager Flight Operation System & Administration (OFE 2) Rizki Amalia
Manager Navigation & Tech. Compliant (OFD3) Yudiansyah
Manager Ops Support Publication (OFD2) Teddy Rezadiansyah
Manager Ops Support Engineering (OFD1) Achmad Budi Setia
Senior Manager Ops Support & Dispatch / Chief FOO (OFD) Deni Sanusi
Manager Crew Health Care (OFE 3) dr. Tyas Idealistyana
Organization and Responsibilities
Note: Names of the officials in the structure are not including revision's report for this manual
Manager Cabin Crew Service Training (OFQ5) Lisa Listyani Winolo
Manager Cabin Crew Ground Training (OFQ4) Muyassaroh
Manager Cabin Crew Flight Training (OFQ3) Ratri Widyastuti
Manager Cabin Crew Standard (OFS2) R. Bimo Arianto
Manager Technical Pilot (OFS1) Capt. Agus Setiono
Manager Pilot Training (OFQ1) Capt. Febry Kunto Manager FOO Training (OFQ2) Risma
Senior Manager Flight Standard & Technical (OFS) Capt. Bambang Tarunaning
Manager Operation Liaison (OFE 1) Yuma Sukma Budaya
VP Flight Operation (DFO) JKTOFQG Capt. Fattahullah
Senior Manager Training (OFQ) Capt. Bayu Widiatmoko
JKTOFQG (Flight Operations) Office GMF Management Building 1st Floor Soekarno-Hatta Airport Phone +62 21 55912610
1.1.2
Chief Operating Officer (COO) JKTDOQG Capt. Arry Kalzaman S.
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Managers Operation Control Center (OFT2)
Manager OTP Analyst (OFT1) Agussafar
Station Permormance
SQC
Station Support & SVC Delivery
Line Station
SQC
Duty Manager (CGK, SUB, HLP)
Station
ADM & SEC
Service Development
JKTOGQG (Ground Operations) Office GMF Management Building 2nd Floor Soekarno-Hatta Airport Phone +62 21 55912610
Quality Assurance
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Operation Control Center
1.1.3
VP Ground Operation and Services
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Chief Operating Officer (COO)
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Ground Operations and Services Division Organization Chart
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Accountable Executives
1.2.1
Chief Executive Officer (CEO)
Direct Reports : Chief Operating Officer, Chief Commercial Officer, Chief Financial Officer Meetings
: Safety or Safety Action Board - monthly or if required
Corporate - monthly
The CEO of Citilink Indonesia hereafter referred to as the Accountable Executive is responsible for the development and maintenance of the Citilink Indonesia SMS. The Accountable Executive has in turn delegated to each management personnel such as Chief Officers, VP’s, Senior Manager, Manager and non-management personnel related to Corporate Organization & Management, Flight Operations, Flight Dispatch, Aircraft Engineering & Maintenance, Cabin Operations, Ground Handling Operations, Cargo Operations and Security Management the authority to act on behalf of, and is responsible to, the Accountable Executive to: 1. Develop and maintain of SMS within their respective Business Unit by identify hazard and 2. Ensure operations are conducted in accordance with applicable Citilink Indonesia policies and regulations. The authority to make decision that affects the safety and/or security of day-to-day aircraft operations is delegated by CEO to Senior Manager of Operation Control Center (OCC). The Accountable Executive is responsible to ensure that: 1. The Citilink Indonesia SMS is properly established, and maintained. 2. Adequate human and financial resources are made available to support all corporate safety and quality objectives. 3. Ensuring that Safety and Quality activities are led by individuals who are appropriately trained and qualified to perform those activities. 4. Safety and quality is actively promoted throughout the organization. 5. Corporate safety and quality performance goals are clearly defined. 6. Operations authorized to be conducted under the Air Operator Certificate (AOC), and in compliance with applicable regulations and Citilink Indonesia standards.
1.2.2
Chief Operating Officer (COO)
Reports to
: Chief Executive Officer
Direct Reports : VP Flight Operation (Director of Flight Operation), VP Ground Operation and VP Engineering and Maintenance (Director of Maintenance) Meetings
: Flight Operation - monthly
Safety or Safety Action Board - monthly or if required
Corporate - monthly
Chief Operating Officer is responsible to Chief Executive Officer of Citilink Indonesia to whom as direct report and responsibility for the organization, administration, development and control of the company operations (Flight Operation, Ground Operation, Engineering and Maintenance) aspect to achieve an efficient and safe operations inline with the Safety Policy.
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Chief Operating Officer is accountable to the Chief Executive Officer for safe and efficient operational management of Citilink Indonesia. In discharging this accountability, Chief Executive Officer is responsible for: 1. Uppermost responsibility for safety management at Citilink Indonesia; 2. Ensuring adequate resource allocation for design, implementation and administration of a safety management system (SMS); 3. Assuming the leadership role to ensure commitment throughout the Operations & Engineering / Maintenance Division to the safety management policy intent and safety management system requirements; 4. Ensuring that Operations, Engineering & Maintenance executives and staff are aware of safety guidelines and are held accountable for their safety performance; 5. Ensuring provision of adequate resource levels in Operations, Engineering & Maintenance; 6. Ensuring provision of adequate trained and competent manpower to permit safe and operational management of the flight and; 7. Ensuring adequate liaison is conducted between various partners and other stakeholders for safe and efficient aircraft operations.
1.3
Nominated Persons
The nominated persons are: Chief Executive Officer
:
Juliandra Nurtjahjo
Chief Operating Officer
:
Capt. Arry Kalzaman Sudarmadji
VP Safety, Security & Quality
:
Capt. Dani Faridansjah
VP Flight Operation
:
Capt. Fattahullah
VP Ground Operation and Services
:
M. Helmy
VP Engineering and Maintenance
:
Marnala Aruan
Chief Pilot
:
Capt. Sugeng Rahardjo
Chief Inspector
:
Kaslan
Chief Cabin Crew
:
Virna Puspitarani
:
Deni Sanusi
SM Operational Support & Dispatch
Note : 1. For VP Ground Operation requirements and responsibilities refer to Station Handling Manual - Chapter 1.10.1.1. 2. For VP Engineering and Maintenance requirements and responsibilities refer to Company Maintenance Manual - Chapter II-4.
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Personal Qualification, Responsibilities and Duties of Flight Operation Personnel
1.4.1
Vice President Flight Operation (Director of Flight Operation) – OF
Reports to
: Chief Operating Officer
Direct Reports : SM Operation Control Center, SM Training, SM Flight Standard & Technical, Chief Pilot, Chief Cabin Crew, SM Operation Support & Dispatch Meetings
: Flight Operation - monthly or if required
Corporate - monthly
VP Flight Operation is responsible to ensure that in developing a company plan, full recognition is given to the need for safe, effective and efficient operations and he must ensure that every flight is conducted in accordance with the provisions of the Operations Manual and that aircraft are equipped and crews are qualified and trained, as required for the area and type of operation. Accountability for ensuring compliance throughout the Flight Operation Department, with Citilink Indonesia procedures and standards, as published, together with the requirements of the Company AOC, the DGCA and other applicable authorities. Personal Qualification VP Flight Operation (Director of Flight Operation) shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Authorization Condition and Limitations and Operations Specifications, and the provisions of this part necessary to the proper performance of his duties; and 2. Holds, an airline transport pilot licence; with at least 3 years supervisory or managerial experience within the last 6 years in a position that exercise operational control over any operation conducted with large airplane under part 121. 3. In the case of a person becoming a VP Flight Operations (Director of Flight Operation): a) For the first time ever, have at least 3 years experience, within the past 6 years, as pilot in command of a large airplane operated under part 121 or part 135, if the certificate holder operates large airplanes; b) In the case of a person with previous experience as a VP Flight Operations (Director of Flight Operation), have at least 3 years experience as pilot in command of a large airplane operated under part 121 or part 135, if the certificate holder operates large airplanes. Responsibilities and Duties 1. General a) Sustainable improvements in operational performance through consistent achievement of set targets within agreed budgets and timelines in support of the airlines business model & objectives. b) Actively implement and support the Citilink Indonesia Safety Management System. c) In conjunction with individual business unit managers to develop and drive effective change management strategy to produce necessary company goals. d) Ensure all relevant department heads are fully informed of operational objectives. e) Development and maintenance of a professional relationship with the DGCA.
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f) Responsible for the functioning of the Flight Operations Department including planning, implementation, revision and monitoring of the organizational structure of Flight Operations to ensure safe and effective operations on a daily, tactical and strategic basis. g) Planning and projection of the aircrew to conduct line operations efficiently and economically. h) Review and evaluate the operating costs of the department to ensure that cost effectiveness is achieved within the total divisional needs and take corrective action where necessary. i) Make sure that the Flight Operations Department operates efficiently to achieve Citilink commercial plan without compromising safety. j) Liaison with other Citilink division whenever there is a need or it is advisable to do so in relation to operations safety relate matters. 2. Standard, Policies and Procedures a) Executive responsible for the development and implementation of flight operations policies, and direct supervision of the line operations. b) Ensuring that all Flight Operations are conducted in full compliance with conditions and restrictions of Air Operators Permit, State Regulations, DGCA requirements and company operation standard. c) Determine the standard of line operations in accordance with the DGCA licensing requirements and where necessary beyond that, and ensure that those standards are maintained. d) Maintain current knowledge of rules and regulations, policies and procedures for the operation of the aircraft and ensure that they satisfy all regulatory requirements. e) Execution of the overall responsibility over Citilink Operations Manual. 3. Personnel a) Production, development and establishment of qualified and professional personnel in the Flight Operations Division. b) Select, develop, motivate and appraise all management personnel to assure that the Flight Operation Division goals and objectives are met. 4. Administrative a) Develop annual budget for Flight Operation Division, exercise control technical expenditures. b) Delegation responsibilities and duties to Chief Operation Officer or Chief Pilot if absent from the workplace. 1.4.1.1
Manager Operation Liasion (OFE1)
Reports to
: VP Flight Operation
Meetings
: Flight Operations – monthly or if required
Personal Qualification 1. Knows the contents of Citilink Indonesia OpSpecs and Authorization Condition and Limitation. 2. 1 (one) year experience in Flight Operation Division. Responsibilities and Duties 1. Manage and organize internal Flight Operation meeting schedule 2. Organize all divisions in Flight Operation to achieve good corporate governance
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3. Manage Internal Admin and filing Flight Operations inter-departmental letter and documents. 4. Compile and establish report Flight Operation Key Personnel Indicator (KPI) to meet Corporate KPI 5. Monitor achievement progress monthly and establish Flight Operations performance achievements report yearly 6. Notifies to, distribute and/or coordination with the DGCA of proposed changes (Company Manual, OpSpecs and ACL) and for changes (Company Manual, OpSpecs and ACL) requiring approval. 7. Establish Flight Operations efficiency program report. 8. Assist to formulate and develop Flight Operations long term program. 9. In coorporation with Manager Operation & System Development to set “internal rule revision” up in Geneva System in order to comply with internal / Flight Operations policy. 10. Inform / advise VP Flight Operations for new government / minister decree issued relate to domestic operator which must be complied. 11. Assist VP Flight Operation to keep relationship and communication with third party and perform specific task assigned by VP Flight Operations. 12. Delegation responsibilities and duties to Manager Operation & System Development if absent from the workplace. 1.4.1.2
Manager Operation and System Development (OFE2)
Reports to
: VP Flight Operation
Meetings
: Flight Operations – monthly or if required
Personal Qualification 1. 1 (one) year experience in Flight Operation Division. 2. Proficient in Geneva System (CrewNet) 3. Good managerial and administrative skill Responsibilities and Duties 1. Supporting of Geneva System (CrewNet) 2. Managing and organize crewmember database in Geneva System 3. Managing and monitoring user of Geneva System including create new user base on function for each department. 4. Coordination with IT Division in managing the administrative process of rules in Geneva System 5. Coordination with Human Capital for additional Ground Staff in Flight Operation Division 6. Planning and manage meetings and event in Flight Operations and ensuring the Person In Charge is well prepared and attend for meetings. 7. Ensuring availability of personnel and facilities in Flight Operation Division 8. Scheduled meeting internal or extenal for Flight Operation Department and Unit, other division or with the external party. 9. Support all operational activities of the Flight Operation Division to carry out the process of of all equipment needs work (such as stationary etc) as well as means or other supporting facilities with a fast, accurate / quality and in accordance with a specified budget.
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10. Conduct analysis of budget requirements for the procurement and maintenance of the entire facility in Flight Operation Division. 11. Manage and maintaining office systems, including data management and filling 12. Delegation responsibilities and duties to Manager Operation Liaison if absent from the workplace. 1.4.1.3
Manager Crew Health Care (OFE3)
Reports to
: VP Flight Operation
Meetings
: Flight Operations – monthly or if required
Personal Qualification 1. 1 (one) year experience in Flight Operation Division. 2. Good managerial and administrative skill Responsibilities and Duties 1. Manage blood pressure and alcohol examine for aircrew before first flight according to OM Part A 2. Coordinate with Station Manager and/or Station Quality Control and/or Flight Dispatcher in case of any discrepancies in medical examiner result. 3. Filing the medical examined result 4. Responsible of medical tools 5. Submit monthly report to VP Flight Operation 6. Delegation responsibilities and duties to Manager Flight Dispatch and Following if absent from the workplace.
1.4.2 Reports to
Chief Pilot – OFA : VP Flight Operation
Direct Reports : Deputies Chief Pilot Meetings
: Flight Operations – monthly or if required
Personal Qualification The Chief Pilot shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations Specifications and Authorization Condition and Limitation, and the provisions of this part necessary to the proper performance of his duties. 2. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the airplane used by the Citilink Indonesia. 3. Have at least 3 (three) years experience, within the past 6 (six) years, as a pilot in command of a large airplane operated under part 121. 4. Instructor authorized for the aircraft operated by Company. 5. Have a good managerial and administrative skill
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The Chief pilot must have sufficient piloting skill and knowledge to establish: 1. The standard of competency of all company pilots 2. The standard flight practices and flight deck procedures on type of aircraft operated by company. 3. The training standards, flight tests and examination required to establish a pilot’s competency as Instructor, Captain or First Officer. Responsibilities and Duties 1. General a) Ensure all pilots are aware of their involvement in the flight safety. b) To ensure effective man management, discipline and development of flight deck crew, ensuring performance to the highest standards of flight safety and passenger care. c) Monitoring crew flight time on daily basis and generating weekly and monthly reports. d) Analyze exceptional delays and trends related to flight crew. e) Coordination with Deputy Chief Pilot in the selection and employment of sufficient numbers of qualified Pilots to operate published flight schedules. f) Monitoring the Check Pilots program to fulfill the needs of proficiency and line checks to ensure a high level of pilot competency, satisfactory to the Company and DGCA. g) Maintaining at all times own flight proficiency by regularly flying in scheduled operations, in addition to the administration of the proficiency checks, line checks and flight training. h) Ensuring that all Pilots comply with all NOTAM and ATC procedures. i) To support VP Safety, Security & Quality with any investigation or enquiry, as required, including the analysis of trend data from the FOQA program. 2. Standards, Policies and Procedures a) Control and monitor the operational standard of Flight Crew, and ensure compliance with Operation Manual. b) The development and administration of policies and procedures necessary to ensure compliance with regulations of the Company and the DGCA pertaining to flight crew members their duties and responsibilities. c) To monitor, respond to and effectively manage, ensuring prompt closure Aircraft Flight Log, liaising with other Company departments as required. d) Coordination with Flight Standard & Technical to propose changes or adoption of new procedures to improve efficiency and safety of operations to VP Flight Operation through a policy of continuous improvement. e) Coordination with the SM Training and SM Flight Standard & Technical to maintain and revise as necessary flight training manuals, procedural manuals and bulletins. f) Assists the VP Flight Operation in establishing new policies and procedures for aircraft operations, new routes studies, flight crew duties, cabin crew duties and operational administration. 3. Personnel a) Responsible for the establishment of standards and the maintenance of discipline within the flight crew group. b) Participating in the selection and recruitment of aircrew, including training personnel and oversight of pilot resource planning.
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c) Maintaining adequate pilot numbers to ensure maximum standardization, safety and efficiency in compliance with DGCA regulations and guidelines. d) Monitoring the performance of pilots and making recommendations to VP Flight Operation on Flight Crew for development and up-grading. e) Maintaining responsibility for presenting new hire pilots with instructions on company policies, procedures and basic indoctrination. 4. Administrative a) Fulfilling the administrative responsibilities of those duties generally considered being those of a Chief Pilot and ensuring proper filing of all pilot data, (including training records in accordance with DGCA regulations). b) Issuing Operations Notices (Flight Crew Notice) as required c) Delegation responsibilities and duties to VP Flight Operation or Deputy Chief Pilot, if absent from the workplace. 1.4.2.1
Deputy Chief Pilot
Reports to
: Chief Pilot
Meetings
: Flight Operations – monthly or if required
Personal Qualification The Deputy Chief Pilot shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations Specifications and Authorization Condition and Limitation, and the provisions of this part necessary to the proper performance of his duties. 2. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the airplane used by the Citilink Indonesia. 3. Have at least 1 (one) year experience as a Pilot In Command of a large airplane in the Company operated under part 121. 4. Have a good managerial and administrative skill 1.4.2.1.1
Deputy Chief Pilot 1 (OFA1)
Responsibilities and Duties: The Deputy Chief Pilot is responsible to the VP Flight Operations, through the Chief Pilot, for the following: 1. General a) Ensure all pilots are aware of their involvement in the flight safety. b) Monitoring the overall operating standards of Company flight crew to ensure that they are in compliance with DGCA directives and the relevant volumes of the Operations Manual. c) Responsible for the safe and economic operation of their fleet. d) Being conversant with all relevant literature as laid down in Operations Manual. 2. Technical a) Involve in the process of the Operations Manual amendment.
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b) Advising the Chief Pilot and coordination with VP Engineering and Maintenance and VP Ground Operation of any difficulties within the operation regarding maintenance and ground handling procedures and making any necessary recommendations. c) Monitoring for the completion and updated for aircraft documentation in coordination with Operation Support Publication. d) Identifying any anomalies or deficiencies in SOPs. Advising the Chief Pilot via the SOP Committee of these anomalies or deficiencies and recommending corrective action. e) Assisting the Chief Pilot and Manager Technical Pilot in maintaining the validity and integrity of the Company’s aerodrome categorisation list. f) When necessary, participation in charter project. 3. Administrative a) Ensure that a fair and equitable Crew Roster (via Geneva System) and Aircraft Flight Log (AFL) are in place, monitor, set systems and procedures to ensure no flight crew duty time limitation violations are made and proper operational experiences are maintained. b) Delegation responsibilities and duties to Chief Pilot, if absent from the workplace. 1.4.2.1.2
Deputy Chief Pilot (OFA2)
Responsibilities and Duties: The Deputy Chief Pilot is responsible to the VP Flight Operations, through the Chief Pilot, for the following: 1. General a) Ensure all pilots are aware of their involvement in the flight safety. b) Monitoring the overall operating standards of Company flight crew to ensure that they are in compliance with DGCA directives and the relevant volumes of the Operations Manual. c) Responsible for the safe and economic operation of their fleet. d) Being conversant with all relevant literature as laid down in Operations Manual. e) Responsible for managing the production of crew rosters and on the day crewing, ensuring all flights are correctly crewed in accordance with DGCA and Company requirements. f) Managing and implementing of a computerized crew scheduling system. g) Production of roster patterns for Flight and Cabin Crew. h) Continually develop, adjust and ensure rostering processes and systems to enhance quality and fairness of the rosters to achieve efficiency and optimization of crew resources and in compliance with all regulatory and company requirements with consideration of Fatigue Risk Management (FRM). i) Responsibility for the establishment, supervision and approval of crew scheduling to ensure effective and fairness of the roster. j) Liaison with the Network Planning Division with regards to commercial changes which may be required. k) Liaison with Training Department to ensure all training requirements are rostered. l) Provide continuous adjustments based on the operating plan modifications to ensure that crew resource levels support an efficient airline operation.
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m) Developing crew rosters based on: -
Monthly flight schedule
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Medical check schedule
-
Flight duty limitation
-
Licenses expiry date
-
Annual leave plan
-
Mandatory training expiry date
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Standby crew requirement
n) Maintain Crew Planning and Crew Tracking unit with safety, efficiency, and company standard. o) Responsible monitoring flight duty, flight hours and rest hours of crew member in monthly basis. 2. Personnel a) Take care of all flight crew matters. In the event that he is unable to resolve any personnel issue directly it should be referred to the Chief Pilot, or, in his absence, the VP Flight Operations. b) Responsible for the maintenance of discipline and a high standard of Crew Resource Management within the fleet. c) Coordination with SM Training to ensure adequate crew ratio requirements. d) Responsibility with the Chief Pilot in the selection and employment of sufficient numbers of qualified personnel for Crew Planning and Crew Tracking units. e) Coordinate with Human Capital to organize crew recruitment f) Coordination in working groups dealing with type specific matters. 3. Administrative a) Processing of all fleet discretion reports. b) Liaising with all relevant Air Traffic Control Authorities. c) Delegation responsibilities and duties to Chief Pilot, if absent from the workplace. 1.4.2.2
Manager Operation Development (OFA3)
Reports to
: Chief Pilot
Meetings
: Flight Operations – monthly or if required
Personal Qualification: 1. 1 (one) year experience in Flight Operation Division 2. Have a good managerial and administrative skill Responsibitilies and Duties: 1. Monitoring and updating Flight Crew database. 2. Monitoring all flight crew documents validation to support data neatness and completeness of Citilink Flight Crew. 3. Manage all updated data from headquarter and send the data to crew planning to keep data valid and help flight crew in Geneva System sign on. 4. Assist Chief Pilot and VP Flight Operation in operation development review and strategy. 5. Organize Chief Pilot Department to perform managerial task 6. Preparing all documents needed for audit. 7. Managing crew resource system. 8. Flight Crew Monitoring from planning, recruitment process until release training.
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9. Monitoring crew employment status (contract issue, renewal, termination etc) 10. Monitoring cooperative contract between Citilink Indonesia with crew agent, including all activity of Citilink Expatriate Crew conduct by the agent. 11. Managing crew accommodation. 12. Delegation responsibilities and duties to Deputy Chief Pilot, if absent from the workplace.
1.4.3
Chief Cabin Crew - OFP
Reports to
: VP Flight Operation
Direct Reports : Deputies Chief Cabin Crew Meetings
: Flight Operations – monthly or if required
Personal Qualification The Chief Cabin Crew shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations Specifications and Authorization Condition and Limitation, and the provisions of this part necessary to the proper performance of his/her duties. 2. Has a minimum of 5 (five) years holding Flight Attendant Certificate. 3. Instructor authorized for the aircraft operated by the Company. 4. Good managerial and administrative skills. The Chief Cabin Crew must have sufficient skill and knowledge to establish: 1. The standard of competency of all company cabin crew 2. The standard flight practices procedures on type of aircraft operated by the Company. 3. The training standards and examination required to establish a cabin crew competency as Instructor. Responsibilities and Duties 1. General a) Ensuring safe, effective, efficient operation with inflight service excellence maintained within regulatory guidelines as established by DGCA. b) Ensure operation compliance with Safety Management System (SMS) c) Carrying out any other duties or responsibilities as may be reasonably assigned by the VP Flight Operation. d) Managing an integrated computerized cabin crew resource manager e) To support Safety, Security & Quality Division with any investigation or enquiry, as required. 2. Standard, Policies and Procedures a) The development and administration of policies and procedures necessary to ensure compliance with DGCA regulations and the company pertaining to cabin crew members, their duties and responsibilities. b) Responsible for revising and updating the Operation Manual in conjunction with Cabin Crew Standard.
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c) Coordination with Cabin Crew Standard ensuring that company standards are maintained and subject to regular review to ensure continuous improvement process. 3. Personnel a) Responsible for the establishment of standards and the maintenance of discipline within the flight crew group. b) Participating in the selection and recruitment of aircrew, including training personnel and oversight of cabin crew resource planning. c) Maintaining adequate cabin crew ratio to ensure maximum standardization, safety and efficiency in compliance with DGCA regulations and guidelines. d) Monitoring the performance of cabin crew and making recommendations to VP Flight Operation on Flight Crew for development and upgrading. e) Maintaining responsibility for presenting new hire cabin crew with instructions on company policies, procedures and basic indoctrination. 4. Administrative a) Coordination with Crew Planning and Deputies Chief Cabin Crew, allocation of annual leaves for cabin crew and other administrative management. b) Issuing directives and notices to Cabin crews as required. c) Liaise with regulatory authorities, in operationally relevant external entities on matters concerning operational policies and procedures. d) Validates and approves cabin crew roster e) Issued CCN (Cabin Crew Notice) f) Delegation responsibilities and duties to VP Flight Operations or Deputies Chief Cabin Crew if absent from the workplace. 1.4.3.1
Deputy Chief Cabin Crew
Qualification: 1. Holds a current cabin crew license for type of aircraft operated by the company; 2. Shall know and understand the content of Operation Manual; 3. Shall be a cabin crew instructor; 4. Has been promoted by Chief Cabin Crew. 1.4.3.1.1
Deputy Chief Cabin Crew 1 (OFP1)
1. Supervises the Senior Cabin Crew. 2. Daily duties at Head Office related to: a) Permits the exchange of flight schedule b) Permits the request day off 3. Replacing and assisting Chief Cabin Crew duties if unable to attend. 4. Coordinate with Operation Control and Crew Scheduling related to Cabin Crew’s attendance. 5. Monitors the distribution of flight hours of all Senior Cabin Crew. 6. Implementing and monitoring guidance to all Senior Cabin Crew related to misconduct or violation of company rules.
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7. Surveillance executes periodically and programmed to ensure all Senior Cabin Crew perform their duties in accordance with the applicable Rules & Regulations and SOP of Citilink Indonesia. 8. Provide the report to the Chief Cabin Crew and the Manager Cabin Crew Standard. 9. Assessment to carry out all the Senior Cabin Crew associated with their performances and promotion. In coordination with Human Capital division and the Manager Cabin Crew Standard and shall provide a report on the same day to the Chief Cabin Crew. 10. Responsible for “Personal Record” all Senior Cabin Crew. When required to provide such data to the Chief Cabin Crew. 11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Senior Cabin Crew training and flight document in accordance with applicable rules. 12. Coordinate with the Manager Cabin Crew Standard and Chief Cabin Crew to update Rules & Regulations book and Operation Manual. Socialize and make sure all the Senior Cabin Crew comply wih applicable regulations. 13. Coordinate with the Marketing and Communications Department, In-Flight Service Coordinator and Chief Cabin Crew to improve service to Citilink passenger. Follow up all reports relating to the Service. 14. Must provide a written monthly report to the Chief Cabin Crew. 15. Shall switch on the phone who can be contacted 24 hours. Shall be concerned with the purposes of the company above personal interest. 16. Shall reports to Chief Cabin Crew for all day to day operational matters 17. Delegation responsibilities and duties to Chief Cabin Crew or Deputy Chief Cabin Crew 3 if absent from the workplace. 1.4.3.1.2
Deputy Chief Cabin Crew 2 (OFP2)
1. Supervises the Cabin Crew HUB. 2. Daily duties at Head Office related to: a) Permits the exchange of flight schedule b) Permits the request day off 3. Replacing and assisting Chief Cabin Crew duties if unable to attend. 4. Coordinate with Operation Control and Crew Scheduling related to Cabin Crew’s attendance. 5. Monitors the distribution of flight hours of all Cabin Crew HUB. 6. Implementing and monitoring guidance to all Cabin Crew HUB related to misconduct or violation of company rules. 7. Surveillance executes periodically and programmed to ensure all Cabin Crew HUB perform their duties in accordance with the applicable Rules & Regulations and SOP of Citilink Indonesia. 8. Provide the report to the Chief Cabin Crew and the Manager Cabin Crew Standard. 9. Assessment to carry out all the Cabin Crew HUB associated with their performances and promotion. In coordination with Human Capital division and the Manager Cabin Crew Standard and shall provide a report on the same day to the Chief Cabin Crew. 10. Responsible for “Personal Record” all Cabin Crew HUB. When required to provide such data to the Chief Cabin Crew. 11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Cabin Crew HUB training and flight document in accordance with applicable rules.
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12. Coordinate with the Manager Cabin Crew Standard and Chief Cabin Crew to update Rules & Regulations book and Operation Manual. Socialize and make sure all the Cabin Crew HUB comply wih applicable regulations. 13. Coordinate with the Marketing and Communications Department, In-Flight Service Coordinator and Chief Cabin Crew to improve service to Citilink passenger. Follow up all reports relating to the Service. 14. Must provide a written monthly report to the Chief Cabin Crew. 15. Deputy Chief Cabin Crew 2 shall switch on the phone who can be contacted 24 hours. Shall be concerned with the purposes of the company above personal interest. 16. Shall reports to Chief Cabin Crew for all day to day operational matters. 17. Delegation responsibilities and duties to Chief Cabin Crew or Deputy Chief Cabin Crew 4 if absent from the workplace. 1.4.3.1.3
Deputy Chief Cabin Crew 3 (OFP3)
1. Supervises the Junior Cabin Crew with an even number of employees. 2. Daily duties at Head Office related to: a) Permits the exchange of flight schedule b) Permits the request day off 3. Replacing and assisting Chief Cabin Crew duties if unable to attend. 4. Coordinate with Operation Control and Crew Scheduling related to Cabin Crew’s attendance. 5. Monitors the distribution of flight hours of all Junior Cabin Crew with an even number of employees. 6. Implementing and monitoring guidance to all Junior Cabin Crew with an even number of employees related to misconduct or violation of company rules. 7. Surveillance executes periodically and programmed to ensure all Junor Cabin Crew with an even number of employees perform their duties in accordance with the applicable Rules & Regulations and SOP of Citilink Indonesia. 8. Provide the report to the Chief Cabin Crew and the Manager Cabin Crew Standard. 9. Assessment to carry out all the Junior Cabin Crew with an even number of employees associated with their performances and promotion. In coordination with Human Capital division and the Manager Cabin Crew Standard and shall provide a report on the same day to the Chief Cabin Crew. 10. Responsible for “Personal Record” all Junior Cabin Crew with an even number of employees. When required to provide such data to the Chief Cabin Crew. 11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Junior Cabin Crew with an even number of employees training and flight document in accordance with applicable rules. 12. Coordinate with the Manager Cabin Crew Standard and Chief Cabin Crew to update Rules & Regulations book and Operation Manual. Socialize and make sure all the Junior Cabin Crew with an even number of employees comply wih applicable regulations. 13. Coordinate with the Marketing and Communications Department, In-Flight Service Coordinator and Chief Cabin Crew to improve service to Citilink passenger. Follow up all reports relating to the Service. 14. Must provide a written monthly report to the Chief Cabin Crew.
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15. Deputy Chief Cabin Crew 3 shall switch on the phone who can be contacted 24 hours. Shall be concerned with the purposes of the company above personal interest. 16. Shall reports to Chief Cabin Crew for all day to day operational matters. 17. Delegation responsibilities and duties to Chief Cabin Crew or Deputy Chief Cabin Crew 1 if absent from the workplace. 1.4.3.1.4
Deputy Chief Cabin Crew 4 (OFP4)
1. Supervises the Junior Cabin Crew with an odd number of employees 2. Daily duties at Head Office related to: a) Permits the exchange of flight schedule b) Permits the request day off 3. Replacing and assisting Chief Cabin Crew duties if unable to attend. 4. Coordinate with Operation Control and Crew Scheduling related to Cabin Crew’s attendance. 5. Monitors the distribution of flight hours of all Junior Cabin Crew with an odd number of employees. 6. Implementing and monitoring guidance to all Junior Cabin Crew with an odd number of employees related to misconduct or violation of company rules. 7. Surveillance executes periodically and programmed to ensure all Junior Cabin Crew with an odd number of employees perform their duties in accordance with the applicable Rules & Regulations and SOP of Citilink Indonesia. 8. Provide the report to the Chief Cabin Crew and the Manager Cabin Crew Standard. 9. Assessment to carry out all the Senior Cabin Crew associated with their performances and promotion. In coordination with Human Capital division and the Manager Cabin Crew Standard and shall provide a report on the same day to the Chief Cabin Crew. 10. Responsible for “Personal Record” all Junior Cabin Crew with an odd number of employees. When required to provide such data to the Chief Cabin Crew. 11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Junior Cabin Crew with an odd number of employees training and flight document in accordance with applicable rules. 12. Coordinate with the Manager Cabin Crew Standard and Chief Cabin Crew to update Rules & Regulations book and Operation Manual. Socialize and make sure all the Junior Cabin Crew with an odd number of employees comply wih applicable regulations. 13. Coordinate with the Marketing and Communications Department, In-Flight Service Coordinator and Chief Cabin Crew to improve service to Citilink passenger. Follow up all reports relating to the Service. 14. Must provide a written monthly report to the Chief Cabin Crew. 15. Deputy Chief Cabin Crew 4 shall switch on the phone who can be contacted 24 hours. Shall be concerned with the purposes of the company above personal interest. 16. Shall reports to Chief Cabin Crew for all day to day operational matters. 17. Delegation responsibilities and duties to Chief Cabin Crew or Deputy Chief Cabin Crew 2 if absent from the workplace.
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Manager Cabin Crew Culture (OFP5)
Qualification: 1. Hold or held Flight Attendant Certificate 2. Must has 12 months experience as Citilink employee 3. Show good communication skill and leadership particularly in service and culture area 4. Proven as good role model 5. Shall know and understand the content of Operation Manual and Cabin Crew Rules and Regulation; Responsibilities: 1. Provide leadership across cabin crew areas of the company. 2. Creates, plans and promotes community of Citilink Indonesia Cabin Crew and heritage programs and events 3. Prepare and update corresponding work plans. Duties: 1. Co-ordinates with Chief Cabin Crew and Deputies Cabin Crew on monitoring work performance of Citilink Indonesia Cabin Crew 2. Coordinates with Training Department on scheduling service training 3. Coordinate adequate planning, implementation and follow up of activities of the assigned programmes to live the vision of the company. 4. Assist with Marketing Communication division for fundraising, partnership program related with Operation Manual. 5. Carry out research to support program activities. 6. Solicist volunteer support and co-ordinates with Chief and Deputies Cabin Crew 7. Report to Chief Cabin Crew regarding work performance and activities of Cabin Crew 8. Shall report to Chief Cabin Crew for all day to day operational matters. 9. Delegation responsibilities and duties to Chief Cabin Crew or Deputies Cabin Crew if absent from the workplace.
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SM Training – OFQ
Reports to
: VP Flight Operation
Direct Reports : Manager Pilot Training, Manager Pilot Ground Training, Manager Cabin Crew Flight Training, Manager Cabin Crew Ground Training, Manager FOO Training Meetings
: Flight Operations – monthly or if required
Personal Qualification SM Training shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations Specifications and Authorization Condition and Limitation, and the provisions of this part necessary to the proper performance of his duties. 2. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the airplane used by Citilink Indonesia. 3. Have at least 3 (three) years experience as a pilot in command of a large airplane operated by Company. 4. Instructor authorized for the aircraft operated by Company. 5. Good managerial and administrative skills. The SM Training must have sufficient piloting skill and knowledge to establish: 1. The standard of competency of all company pilots 2. The standard flight practices and flight deck procedures on type of aircraft operated by company. 3. The training standards, flight tests and examination required to establish a pilot’s competency as Instructor, Captain or First Officer. Responsibilities and Duties 1. General a) Initiating, establishing and maintaining procedures for the establishment and maintenance of training programs, and the entire training, for Pilot, Cabin Crew and Flight Operation Officer, to ensure safe and compliant operations of Citilink Indonesia. b) Coordination with Manager Pilot Training, Manager Pilot Ground Training, Manager Cabin Crew Flight Training, Manager Cabin Crew Ground Training and Manager Flight Operation Officer Training on selection of candidate instructor to adequate sufficient ratio of qualified crewmembers. c) To personally conduct sufficient training and testing to maintain competency and any regulatory recency requirements, as required. d) To strategically plan for all training input to ensure all requisite training and checks are rostered in order to comply with regulations and currency. e) To strategically plan for all training input, smoothing requirements wherever possible, assisting roster planning. f) Managing an integrated computerized crew resource manager in training area g) To ensure all regulatory approvals are obtained and maintained for all training facilities, including simulator approvals. h) To support VP Safety, Security & Quality with any investigation or enquiry, as required.
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i) To compile and monitor flight training department budget, advising VP Flight Operations of any anomalies, as required. j) To represent, and act on behalf of the Company in all matters related to flight training, with the Authority. k) In conjunction with Flight Standard & Technical Department to review and updating of all training program, curricula / syllabi for further development and improvement. 2. Standards, Policies and Procedures a) To ensure the Company complies with all regulatory requirements related to flight operation personnel training, including, in conjunction with Chief Pilot, Chief Cabin Crew, Chief Flight Operation Officer and Flight Standard & Technical Department, the setting of standards and procedures. b) To co-ordinate and manage training policy for flight, cabin crew and flight operation officer, ensuring that appropriate operational and safety standards are achieved. c) In conjunction with Flight Standard & Technical Department to ensure that all documentation and training programs are reviewed and amended to comply with regulatory and Company requirements. d) To maintain individual pilot, cabin crew and flight operation officer training records, ensuring compliance with all regulatory requirements. e) In conjuntion with Flight Standard and Technical Department to maintain revisement and update of Operations Manual Part D. 3. Personnel a) To manage, in conjunction with Chief Pilot, Chief Cabin Crew, Chief Flight Operation Officer and Flight Standard & Technical Department, the selection, appointment, welfare and control the training of all training personnel. b) Coordination with Flight Standard & Technical and Chief Pilot to assign selected crewmember as a check airman to maintain and improve company standards of crewmembers training programs. 4. Administrative a) To maintain an adequate departmental Quality Assurance system which includes the regular auditing of training paperwork, training facilities and the monitoring of and auditing of any third party training provider. b) In conjunction with Operation Control Center department to maintain a crew records system to adequately determine compliance with company and regulatory authority requirements. c) The development and administration of procedures necessary to ensure compliance with those regulations of the Company and DGCA pertaining to flight operation personnel training programs. d) Issued FTN (Flight Training Notice) e) Delegation responsibilities and duties to respective personal to VP Flight Operation or Manager Pilot Training if absent from the workplace. Note : For Training Department Managers responsibilities and duties details, refer to OM Part D Chapter 1.2
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SM Flight Standard and Technical – OFS
Reports to
: VP Flight Operation
Direct Reports : Manager Technical Pilot, Manager Cabin Crew Standard, Manager FOO Standard Meetings
: Flight Operations – monthly or if required
Tech - Ops Meeting - monthly or if required
Personal Qualification SM Flight Standard and Technical shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations Specifications, Authorization Condition and Limitation and, other state regulations, and the provisions of this part necessary to the proper performance of his duties. 2. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the airplane used by Citilink Indonesia. 3. Has at least 3 (three) years experience as a pilot in command of a large airplane operated by Company. 4. Has an experience as Technical Pilot. 5. Instructor authorized for the aircraft operated by Company. 6. Good managerial and administrative skills. The SM Flight Standard and Technical must have sufficient piloting skill and knowledge to establish: 1. The standard of competency of all company pilots 2. The standard flight practices and flight deck procedures on type of aircraft operated by company. 3. The training standards, flight tests and examination required to establish a pilot’s competency as Instructor, Captain or First Officer. Responsibilities and Duties 1. General a) Supervise all Company Instructor and Company Facilitator related with Safety and Airworthiness in accordance with the CASR, International Standards and Company requirement. b) Participating in flight crew recruitment and promotion criteria. c) Coordination with SM Training to establish and maintain training programs to achieve the company standard level for all flight operation personnel. d) Participating in the development of general policies on flight technical aspects. 2. Standard, Policies and Procedures a) Identification analysis and presentation of suggested changes to VP Flight Operations in company policies and procedures for improvement of safety and operational efficiencies. b) Coordination with the SM Training and Chief Pilot, Chief Cabin Crew and Chief Flight Operation Officer to identify and implement improvements in training and operating procedures. c) Coordination with Chief Pilot, Chief Flight Operation Officer and VP Flight Operation in obtaining approval for and advising on SOP for new route(s) and special flights. d) Develop and upkeep of operation manuals related and required for line operation are complied with the Civil Aviation Safety Regulation (CASR), in coordination with related divisions.
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e) In conjunction with Chief Pilot, conduct periodic monitoring of all flight procedures, including departure, enroute and approach, to ensure they are in safe, efficient and standard operations. f) Coordination with SM Training in establishing a program of procedures for simulator or other training devices to maintain pilot proficiency at high standards in a cost efficient manner. g) Coordination with SM Training to maintain and revision of the Operation Manual Part D and establishment of system of training bulletins with training information / training circulars. 3. Technical a) To monitor the technical configuration of the fleet b) To establish the operational and technical differences between aircraft of a same fleet c) To review aircraft operating procedures/flight standard in coordination with the Chief Pilot and SM Training d) To inform Chief Pilot, SM Training and flight crew on any change in the procedures and especially when an Airbus OEB and Boeing Operation Technical Bulletin is applicable e) To work with the aircraft manufacturer for operational issues f) To co-ordinate with the maintenance all technical matters including the establishment of the MEL g) To co-ordinate with Chief Pilot to issue technical information to the pilots h) To liaise with the Operation Support Engineering unit for aircraft performance matters i) To liaise with Engineering and Maintenance to ensure the correct setting of the Airbus OEB and Boeing Operation Technical Bulletin reminder function and of the correct associated update of procedures in QRH and FCOM and to follow the Airbus OEB and Boeing Operation Technical Bulletin cancellation process. j) If required, give inputs to Safety Division for Flight Data Analysis 4. Personnel Coordination with SM Training to assign selected crewmember as Check Airman to maintain and improve company standards or crewmembers training programs. 5. Administrative a) Issued TN (Technical Notice) b) Liaison with regulatory authorities, original equipment / aircraft manufacturers and other operationally relevant external entities on matters concerning operational policies and procedures c) Delegation responsibilities and duties to VP Flight Operation or Manager Technical Pilot if absent from the workplace.
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Manager Technical Pilot (OFS1)
Personal Qualification Manager Technical Pilot shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations Specifications, Authorization Condition and Limitationand, other state regulations, and the provisions of this part necessary to the proper performance of his duties. 2. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the airplane used by Citilink Indonesia. 3. Has at least 3 (three) years experience as a pilot in command of a large airplane operated by Company. 4. Instructor authorized for the aircraft operated by Company. 5. Good managerial and administrative skills. Manager Technical Pilot must have sufficient piloting skill and knowledge to establish: 1. The standard of competency of all company pilots 2. The standard flight practices and flight deck procedures on type of aircraft operated by company. 3. The training standards, flight tests and examination required to establish a pilot’s competency as Instructor, Captain or First Officer. Responsibilities and Duties: Manager Technical Pilot shall be acceptable to the authority and is responsible for the following basic functions: 1. Assist Senior Manager Flight Standard and Technical in development company policies and procedures for improvement of safety and operational efficiencies. 2. In cordination with Training Department to develop and design company standard training programs for enhance safety, security and high competency pilot skills and knowledge. 3. Supervise all pilot instructor related to safety and airworthiness regarding, international standards and company policy. 4. Advise and coordination with Chief Pilot on establishing new procedures and/or new route. 5. Development and updating Operation Manual and other related manual for line operation are comply with local / state regulation. 6. Develop and recomend change of company policies, standard operating procedures and training policies to SM Flight Standard and Technical, Chief Pilot and SM Training. 7. In conjunction with Maintenance and Engineering Department to review, revise and evaluate MEL, OEB and Technical Aircraft Status. 8. To liaise closely with Operation Support Engineering : Aircraft performance, routes and airport studies, specific operations 9. Delegation responsibilities and duties to SM Flight Standard and Technical if absent from the workplace.
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Manager Cabin Crew Standard (OFS2)
Personal Qualification: 1. Holds a current cabin crew license for type of aircraft operated by the company; 2. Shall know and understand the content of Operation Manual; 3. Shall be a Cabin Crew Instructor; Responsibilities and Duties The Manager Cabin Crew Standard shall be acceptable to the authority and is responsible for the following basic functions: 1. Assisting Senior Manager Flight Standard and Technical in developing company policies and procedures for the improvement of safety and operational efficiencies in cabin crew area. 2. In conjunction with Chief Cabin Crew to develop, revise and update the Operation Manual. 3. Supervise all Cabin Crew Instructor related to safety and airworthiness in accordance, international standards and company policy. 4. Ensuring that safety related cabin crew company operating standards are maintained and subject to regular review to ensure process of continuous improvement aligned to best practice LCC operations model. 5. Conduct surveillance to the cabin crew to control and monitor the operational standard of cabin crew, and ensure compliance with company operating standards. 6. Issue an immediate notice in the form of suggestion and/or correction of deviations from the implementation of the procedures performed by a cabin crew. 7. Working with Cabin Crew Training to develop, design and implement efficient training programs for effective safety, security and in-flight service outcomes. 8. Working with the Chief Cabin Crew to develop, design and implement controlling methods of the cabin crew’s working performance. 9. Develop and recommend change of company policies, standard operating procedures and training policies to SM Flight Standard, Chief Cabin Crew and SM Training related to cabin crew. 10. Delegation responsibilities and duties to SM Flight Standard and Technical if absent from the workplace. 1.4.5.3
Manager Flight Operation Officer Standard (OFS3)
Personal Qualification: 1. Flight Operation Officer licence holder endorsed with aircraft type rating operated by Citilink Indonesia. 2. Have experience as an Flight Operation Officer for at least 3 years. 3. Shall be an FOO Instructor 4. Shall know and understand the content of Operation Manual; 5. Meet Flight Operation Officer requirements and competency as discribed in chapter 1.10.4 The Manager Flight Operation Officer Standard shall be acceptable to the authority and is responsible for the following basic functions: 1. Assist Senior Manager Flight Standard and Technical in development company policies and procedures for improvement of safety and operational efficiencies.
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2. In coordinations with Training Department and Flight Operation Support and Dispatch Division to develop, revise and update the Operation Manual. 3. Supervise all Flight Operation Officer Instructor related to safety and airworthiness regarding, international standards and company policy. 4. Advise and cordination with Chief Flight Operation Officer on establishing new procedures and/or new route. 5. Development and updating Operation Manual and other related manual for line operation are comply with local / state regulation. 6. Ensure high adherence of company standard by all station and prevent unnecessary violation against company and/or state rules and regulation. 7. Develop and recomend change of company policies, standard operating procedures and training policies to SM Flight Standard and Technical, Chief FOO and Manager Flight Operation Officer Training. 8. Delegation responsibilities and duties to SM Flight Standard and Technical if absent from the workplace.
1.4.6
SM Operation Control Center - OFT
Reports to
: VP Flight Operation
Direct Reports : Managers Operation Control Center, Manager On Time Performance Meetings
: Flight Operations – monthly or if required
Personal Qualification SM Operation Control Center shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual to the proper performance of his duties. 2. Good managerial and administrative skills. Responsibilities and Duties 1. General a) Day to day monitoring of flight schedule and crew roster. b) Responsible monitoring flight duty, flight hours, rest hours of crewmember. c) Responsible with technical and commercial on rescheduling, cancellation, of flight to ensure most efficient solution and minimize disruption to passenger. d) Monitoring and tracking pilot’s and cabin crew’s duty, based on issued roster to ensure the availability of the crew for each flight. e) Monitoring, tracking flight and aircrafts movement. f) Managing day to day operation of Flight Movement Control and Crew Tracking. g) Responsible for updating on time performance and delay information. h) Responsible for daily movement reports and aircraft rotation diagrams. i) Managing an integrated computerized crew tracking
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j) Responsible in managing daily operations with other divisions and/or departements to achieve the highest on time performance level and provide regularly on time performance report to management. 2. Personnel a) Provide management report on crew duty performance. b) Regular meetings with Chief Pilot to ensure progress of recruitment and training are inline with crew ratio requirements and highlight concerns when required. 3. Administrative a) Responsible for reporting / controlling delays, diversion and cancellation and for follow up and action item. b) Responsible for updating via email on time performance and delay information. c) Input of flight time data of crewmembers. d) Delegation responsibilities and duties to VP Flight Operation or Managers Operation Control Center if absent from the workplace.
1.4.6.1
Manager On Time Performance (OFT1)
Reports to
: SM Operation Control Center
Meeting
: On Time Performance - monthly or if required
Personal Qualification: 1. Shall know and understand the content of Operation Manual; 2. Good managerial and administrative skills. 3. Had or has experience(d) in Flight Operation Responsibilities and Duties: 1. Managing and monitoring daily on time performance. 2. Provide a regular (monthly and yearly or as required) report to BOD. 3. Analyzing and summarizing the cause of delay and report to BOD. 4. Delegation responsibilities and duties to SM Operation Control Center if absent from the workplace.
1.4.6.2 Reports to
Manager OCC (OFT2) : SM Operation Control Center
Personal Qualification: 1. Shall know and understand the content of Operation Manual; 2. Good managerial and administrative skills. 3. Had or has experience(d) in scheduling or as an Flight Operation Officer or in Operation Control Responsibilities and Duties: 1. Prepare and coordination with the respective units including rotation of the crew and aircraft for a flight including special flight.
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2. Analyze any irregularities due to technical problem. 3. Analyze daily aircraft and crew rotation. 4. Monitoring of the Flight Duty Limitation by Geneva System. 5. Coordinate to the respective unit(s) for any irregularities including incident or accident. 6. Delegation responsibilities and duties to SM Operation Control Center if absent from the workplace
1.4.7
SM Operation Support & Dispatch (Chief FOO) - OFD
Reports to
: VP Flight Operation
Direct Reports : Manager Operation Support Engineering, Manager Operation Support Publication, Manager Navigation & Technical Compliance, Manager Flight Following & Dispatch Meetings
: Flight Operations – monthly or if required
Personal Qualification SM Operation Support & Dispatch (Chief FOO) shall: 1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations Specifications and Authorization Condition and Limitation, and the provisions of this part necessary to the proper performance of his duties. 2. Have at least 3 (three) years experience as a Flight Operation Officer of an airplane operated by Company. 3. Instructor authorized for the aircraft operated by Company. 4. Good managerial and administrative skills. Responsibilities and Duties 1. General a) Ensuring operational support of route and operational information and situations, such as serviceability of navigation aids, airport facilities and situations, meteorological, aircraft technical status, crew duty and flight time limitations and other matters of operational significance. b) Support with any enquiries on any matter relating to Operation Support and Dispatch e.g. FMS issues, aircraft library difficulties, etc. c) Identify areas within Operation Support and Dispatch which require improvement or change, and to initiate such change accordingly in order to improve overall efficiency within the department. d) Ongoing assessment of NOTAMS and AIP supplements, and to act accordingly on information received, where applicable. e) Responsible for aircraft monitoring and flight following. f) Control of FMS Aircraft Nav database information as received and distributed on an agreed timescale basis. g) Produce of amendments to Operations Manuals, Revisions, Operation Notices and coordinate to Flight Standard & Technical Department in the production of such amendments. h) Manage and control all Operation Manuals to effectively distributed to all holders and aircraft where applicable. i) Control of the aircraft fleet and simulator approved Route Manual amendment service to ensure all sets within the Citilink Indonesia fleet receive such a service and are continually up to date.
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j) Control, amendment and assessment of Company aircraft performance, and their effective distribution. k) Managing routes that require tankering of fuel, on an agreed time scale. l) Liaise with the Commercial Division to provide information to assist with charter inquiries, as well as route analysis (e.g. flying times, fuel usage, payloads etc.) m) Evaluation and feasibility studies of new projects and equipment. n) Liaise with third party agents to ensure all required operational support is available whether for schedule service, adhoc or route assessment. o) In conjunction with Flight Standard and Technical department develop safe and efficient routes and performance calculations base on route and airport analysis. 2. Standard, Policies and Procedures a) Initiating, establishing and maintaining procedures for the efficient and compliant operation of the Operation Support and Dispatch Division. b) Contributing to formulate on operational and technical policies and other matters. 3. Personnel a) Responsible for the establishment of standards and the maintenance of discipline within the Flight Dispatch group. b) Participating in the selection and recruitment of Flight Operation Officer, including training personnel and oversight of Flight Operation Officer resource planning. c) Maintaining adequate Flight Operation Officer ratio to ensure maximum standardization, safety and efficiency in compliance with DGCA regulations and guidelines. d) Monitoring the performance of Flight Operation Officer and making recommendations to VP Flight Operation for development and up-grading. e) Maintaining responsibility for presenting new hire Flight Operation Officer with instructions on company policies, procedures and basic indoctrination. 4. Administrative a) Maintaining liaison activities with the DGCA to determine compliance with directives and regulations. b) Maintaining liaison activities between Crewmembers and Dispatchers and the company on all operational matters. c) Production of all Company weight and balance data and associated information and effective liaison on all matters concerning Citilink Indonesia weight and balance, and the provision of accurate information for all relevant parties. d) Implementation and maintenance of a system of document control within the Operation Support Publication. e) Managing, monitoring and reporting of cost efficiency for fuel conservation program f) Monitoring budget and continually improving efficiency. g) Re-analysis the use of fuel after flight commencement for purposes other than originally intended during preflight planning for adjustment of the planned operation. h) Issued FDN (Flight Dispatch Notice) i) Delegation responsibilities and duties to VP Flight Operation or Manager Flight Following and Dispatch if absent from the workplace.
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Manager Operation Support Engineering (OFD1)
Reports to
: SM Operation Support & Dispatch
Personal Qualification: 1. Flight Operation Officer licence holder endorsed with aircraft type rating operated by Citilink Indonesia. 2. Knows and understands the contents of Operation Manuals. 3. Have experience as an Flight Operation Officer for at least 3 years. 4. Have comprehensive knowledge in aircraft performance. 5. Able to manage Runway Analysis, Flight Planning and Weight & Balance data for operational use. 6. Meet Flight Operation Officer requirements and competency as discribed in chapter 1.10.4 Responsibilities and Duties: 1. Developing and maintaining Runway Analysis 2. Developing and maintaining Loadsheet, Trimsheet and the system 3. Developing and maintaining Weight and Balance data 4. Developing and maintaining Engine Out Standard Instrument Departure (EOSID) 5. Developing and maintaining takeoff, cruising and landing performance database for flight planning system 6. Managing, monitoring and reporting fuel consumption 7. Developing and maintaining fuel efficiency program 8. Developing safe, efficient and economic company routes 9. Assisting SM Operation Support and Dispatch in new airport assessment 10. Delegation of responsibilities and duties to SM Operation Support & Dispatch if absent from the workplace 1.4.7.2
Manager Operation Support Publication (OFD2)
Report to
: SM Operation Support and Dispatch
Personal Qualification: 1. Flight Operation Officer licence holder endorsed with aircraft type rating operated by Citilink Indonesia. 2. Knows and understands the contents of Operation Manuals. 3. Have experience as an Flight Operation Officer for at least 3 years. 4. Able to manage operation manuals library and distribution. 5. Meet Flight Operation Officer requirements and competency as discribed in chapter 1.10.4 Responsibilities: 1. Responsibility with the SM Operation Support & Dispatch in the selection and employment of sufficient numbers of qualified Library personnel for distributing, up dating and keeping of all company manual / document. 2. Managing administration of document control, such as manual / document production, distribution and record keeping.
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3. Ensuring aircraft documents and operational library in head office and all dispatch office are complete, up to date and in good condition. 4. Ensuring all company manuals are accessible and/or distributed to the appropriate personnel. 5. Ensuring all obsolete manual / document are withdrawn to prevent unintended use by removing them from circulation and destroying / disposing. 6. Ensuring all obsolete manual / document that were retained for any purpose are clearly identified and annotated as such. 7. Publishing by email to all operational personnel and keeping the record of Flight Dispatch Notice (FDN). 8. Liaison with vendor in manual / document production. 9. Delegation of responsibilities and duties to SM Operation Support & Dispatch if absent from the workplace. 1.4.7.3 Report to
Manager Operation Navigation and Technical Compliant (OFD3) : SM Operation Support & Dispatch
Personal Qualification 1. Flight Operation Officer licence holder endorsed with aircraft type rating operated by Citilink Indonesia. 2. Knows and understands the contents of Operation Manuals. 3. Have experience as an Flight Operation Officer for at least 3 years. 4. Able to manage navigation data base and flight planning system. 5. Meet Flight Operation Officer requirements and competency as discribed in chapter 1.10.4. Responsibilities and Duties 1. Download new Navigation Database from external service provider approved by DGCA and Citilink Indonesia based on AIRAC cycle. 2. Coordinate with engineering department to upload Navigation Database into the aircraft. 3. Monitor and ensuring the Navigation Database in aircraft and simulator are up to date. 4. Monitor and ensuring the navigational chart in aircraft, simulator and library are up to date. 5. Developing and ensuring the company and alternate routes are in accordance with regulations and latest Navigation Database. 6. Administrating, maintaining and ensuring flight planning system data base are in accordance with regulations and latest Navigation Database. 7. Ensuring RVSM and RNP / RNAV procedures are applied correctly in the flight planning system. 8. Liaison with regulator and external service provider in matters of navigation regulation compliance. 9. Delegation of responsibilities and duties to SM Operation Support & Dispatch if absent from the workplace.
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1.4.7.4
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Manager Flight Following and Dispatch (OFD4)
Report to
: SM Operation Support & Dispatch
Personal Qualification 1. Flight Operation Officer licence holder endorsed with aircraft type rating operated by Citilink Indonesia. 2. Knows and understands the contents of Operation Manuals. 3. Have experience as an Flight Operation Officer for at least 3 years. 4. Able to manage day to day operation of flight dispatch and Flight Following / Watch. 5. Meet Flight Operation Officer requirements and competency as discribed in chapter 1.10.4 Responsibilities 1. The supervision of day to day management of the dispatch and Flight Following / Watch unit. 2. Maintain Flight Dispatch and Flight Following / Watch unit with maximum standardization, safety and efficiency. 3. Coordinate with OCC for rescheduling, cancelation, addition or re-route of a flight. 4. Monitoring, tracking flight and aircraft movement. 5. Coordinate to the respective unit(s) for any irregularities including incident or accident. 6. Responsibility with the SM Operation Support & Dispatch in the selection and employment of sufficient numbers of qualified Flight Operation Officer and Flight Movement Control officer to dispatch and monitoring published flight schedules. 7. Maintains liaison activities between the Flight Operation Officer and SM Operation Support & Dispatch in all operational matters. 8. Conducts periodic review of all flight procedures, including departure, enroute and approach, to ensure they are safe, efficient and economically practical. 9. Fulfill the administrative responsibilities and duties generally considered to be those of a Flight Following / Watch and Dispatch Manager. 10. Assists and recommends to the SM Operation Support & Dispatch of changes or adoption of new procedures in company policies for the improvement safety, efficiency and economy. 11. Assures that all Flight Operation Officer are current and comply with all company procedures and regulations. 12. Delegation of responsibilities and duties to SM Operation Support & Dispatch if absent from the workplace.
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Personal Qualification, Responsibilities and Duties of Ground Operation and Services Personnel
Reports to
: Chief Operating Officer
Direct Reports : SM Ground Operation Standard, SM Line Station, SM Service Quality Meetings
: Ground Operations Meeting – weekly
Corporate - monthly
Personal Qualification 1. Academic qualification (at least Diploma) or Working experience 5 years 2. Work experience at GRH area (at least 5 years) 3. Quality experience (at least 2 years) 4. Station management Certified 5. Training Of Trainers (TOT) Certified Responsibilities and Duties The Vice President Ground Operation and Services is straight under and responsible to the COO and BOD (Board of Director), for: 1. The highest policy maker related with safety aspect for the Aircraft Ground Handling. 2. Improve services in getting customer satisfaction and determine Ground Services quality standard. 3. Responsible for Ground Handling Performance and services in the manner of: a) Aviation Security b) Safety Aspects c) Passenger and baggage d) Cargo and Mail service e) Catering service f) Aircraft handling g) Unit Load Devices h) Loading and Unloading i) Load Control and Weight & Balance j) Flight Operation support. k) Ramp Service l) GSE m) Fueling Service n) Cabin Service o) Departure and Arrival Movement report 4. Responsible to improve station human resources to maintain and increase the safety and services for customer satisfaction. 5. The highest policy maker for station services in considering to safety, smooth and on time by having the continually that can be measured according to company regulation, ICAO, IATA and others commercial aviation regulation to enhance customer satisfaction. 6. The overall functioning of the Company’s Ground Operation and Services.
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7. To perform in monitoring safety performance measure by Service Level Agreement system 8. Station Manager conduct meeting with subcontractor related SLA/OTP 9. Ensuring all procedures and instructions issued or laid down in respect of the company’s services and those of airline for which the company Operational Handling agents are complied with. 10. Ensuring that procedures in the Ground Operations Manual of the company and airlines Operationally handled by Citilink Indonesia are complied with. 11. The Preparation, compilation and dissemination of delay statistic and report relating to the company’s services. 12. Determine Ground Operation and Services Quality Standard. 13. Improve station human resources qualifications. 14. Delegation duties and responsibilities to SM. Line Station, SM Ground Operations Standard and SM Service and Quality if absent from work place. Note : for Ground Operation Managers Personal Qualification, Responsibilities and Duties, refer to Station Handling Manual - Chapter 1.10
1.6
Safety Management System
1.6.1
Vice President Safety, Security and Quality
Reports to
: Chief Executive Officer
Direct Reports : SM Safety Management, SM Aviation Security, SM Quality Assurance Meetings
: Safety or Safety Action Board – monthly or if required
Corporate - monthly
VP Safety, Security and Quality shall develop and manage the Citilink Safety Management System and shall report to Chief Executive Officer. In addition, VP Safety, Security and Quality shall have direct access to all other levels of management in flight safety matters. VP Safety, Security and Quality is also authorized to seek guidance from DGCA and/or NTSC in safety related matters. VP Safety, Security and Quality has the authority to provide the corporate oversight of the Citilink SMS. This includes the oversight and development of safety and quality assurance mechanisms. The company will ensure that the Safety Management System will be staffed sufficiently to ensure that no official duty contained herein will be neglected on an ongoing basis, as the result of workloads assigned to the VP Safety, Security and Quality. Responsibility for the day-to-day administration and oversight of SMS operation throughout the organization on behalf of the Accountable Executive and senior management is being discharged to Vice President Safety, Security and Corporate Quality (VP SSQ) as Safety Manager or Company Aviation Safety Officer (CASO) which is equivalent to Safety Manager as stipulated in CASR 121.59. The post of Company Quality Manager (CoQM) is also held by VP Safety, Security & Quality. The CoQM is responsible to the Accountable Executive to manage the Quality Assurance Program that includes internal Safety and Quality functions.
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Responsibilities and Duties 1. Vice President (VP) Safety, Security & Quality as Corporate Quality Manager (CoQM) is responsible for: a) Monitoring compliance with, and the adequacy of, procedures required to ensure safe operational practices and airworthy aircraft as required by applicable civil aviation regulations. This function may be carried out by more than one person by means of separate, integrated, and complementary, quality assurance programs. b) Monitoring activity in the areas of flight operations, cabin operations, operations control, maintenance and engineering, aircraft ground handling, cargo, and aviation security, that the standards required by the DGCA, and any additional requirements defined by the airline, are being carried out. c) Ensuring that the Quality Assurance Program is properly established, implemented, and maintained d) Ensuring that the Corporate Quality Manager (CoQM) shall: -
Have direct access to the Accountable Manager.
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Not hold any Operational or Technical Department Head position.
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Have full access to all functional areas of the airline, and as necessary, any sub-contractor’s organization.
e) Ensuring that the CoQM shall have appropriate qualifications, authority and independence and be responsible for: -
The performance of the Quality Assurance program.
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Ensuring communication and coordination with operational managers in the management of operational risk.
f) Ensuring the persons available within the airline who have the experience, responsibility, and authority to: -
Perform quality inspections and audits as part of ongoing Quality Assurance Program.
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Identify and record any concerns or findings, and the evidence necessary to substantiate such concerns and/or findings.
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Initiate or recommend solutions to concerns or findings through designated reporting channels.
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Verify the implementation of solutions to concerns or findings within the designated time frame.
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Report directly to the Department or Corporate Quality Manager.
g) Conducting the safety, security and quality audit for internal and external entities: -
Establishing yearly master safety audit plan including budgeting.
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Monitoring the status of safety; security; quality audit execution and fol-low-up including corrective action(s).
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Evaluating and analyzing safety; security; quality audit results for potential safety hazards or safety hindrance area(s).
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Reporting periodic and/or annual audit activities.
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Ensuring all audit manuals & checklists are updated.
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Ensuring the maintenance and development of evaluator professionalism and skills.
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Safety, security and quality evaluations conducted by external entities.
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2. Vice President (VP) Safety, Security & Quality is responsible for managing the Company SMS by: a) Managing the SMS implementation on behalf of Accountable Executive, such as: -
Monitoring and advising on all flight safety activities which may have an impact on aviation safety;
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Establishing a reporting system which provides for a timely and free flow of flight safety related information;
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Conducting safety surveys;
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Developing and maintaining a safety awareness program, to include communication and education;
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Identifying safety deficiencies and making suggestions for corrective action;
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Monitoring corrective actions and evaluating their results;
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Monitoring the response and measuring the results of safety initiatives to include internal safety and audit;
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Investigating and reporting on incidents/accidents and making recommendations to preclude a recurrence;
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Performing / facilitating hazard identification and safety risk analysis
Planning and organizing staff safety training
b) Maitaining close liaison with any DGCA, NTSC, other state’s authority, industry safety association and aircraft manufacture; c) Maintaining SMS records and documentation by developing and maintaining a safety data base to monitor, analyze trends and providing periodic reports on safety performance; d) Soliciting and processing safety improvement suggestions and/or recommendation to provide independent advice to all Division including to senior management; e) Monitoring industry safety concerns which may have an impact on aircraft operations; f) Developing and maintaining the emergency response plan; g) Ensuring that all occurrences are reported to the appropriate agency; h) Resolving any findings which may be identified during safety or regulatory audits or other inspections conducted by the any Regulator; i) Manage Corporate Safety Committee and Safety Action Board review; Any other duty that would contribute to the overall safety of Citilink shall be considered to be an approved duty of VP SSQ. 3. Vice President (VP) Safety, Security & Quality is responsible for Aviation security organization in ensuring that: The implementation of aviation security is accordance with aviation security policy which is delegated to the Senior Manager Aviation Security. Responsibility of aviation security organization are described in PKPCI Chapter 1.4.2.
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Senior Manager Quality Assurance
Reports to
: VP Safety, Security and Quality
Direct Reports : Manager Quality Audit, Manager Quality Standard and Compliance Meetings
: Safety or Safety Action Board - monthly
Corporate - monthly
Responsibility: 1. Actively promoting safety and quality within corporate unit. 2. Providing direction and coordinating the activities of Quality Assurance organization. 3. Ensuring that safety assurance activities are led by individuals who are appropriately trained and qualified to perform those activities. 4. Establishing and publishing Line Operation Assessment System (LOAS), In Flight Audit report. 5. Establishing the interval and frequency internal safety and security audit to the whole station domestics, internationals, departmental within Citilink Indonesia. 6. Planning and implementing a continuing analysis and surveillance program to meet regulatory authority requirements and company goals. 7. Conduct quality audit and surveillance for continuing airworthiness and safety of aircraft, engines and component 8. Establishing and maintaining the corporate unit compliance program to maintain compliance standard to any authority and industrial best practice. 9. Responsible for the investigation of relevant Maintenance occurrence and monitoring corrective and preventive action being taken. 10. Performing liaison functions between Citilink Indonesia and DGCA and NTSC. 11. Ensuring compliance with Regulations within Engineering & Maintenance Division 12. To reveal area of operational flight safety activities that are deficient and/or not in accordance with the required relevant regulations and industry best practices requirements 13. Capable to identify operational and technical safety hazards that are potential to become causal or contributing factors to incident and accident 14. To maintain safety awareness level 15. In turn, appropriate corrective measures could be implemented to maintain all operational safety activities in compliance and conformance with the required company and/or national and/or international regulations and best aviation industry practice requirements 16. Act as EMC Secretary in case of Emergency Arise 17. Manage management review of Safety Action Board (SAB) and assist VP Safety, Security and Quality in conducting a CSC.
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Senior Manager Safety Management
Reports to
: VP Safety, Security and Quality
Direct Reports : Manager Safety Data Management, Manager Flight Safety, Manager Ground Safety Meetings
: Safety or Safety Action Board - monthly
Corporate - monthly
Responsibility: 1. To determine the facts, conditions and circumstances pertaining to the incident or accident so that conclusions as to the cause or contributory causes may be drawn, recommendation and corrective action may be taken to prevent recurrence by systemic approach; 2. Conduct Incident / Accident Investigation; 3. Prepare incident/ accident and Hazardous investigation report; 4. To define hazard identification, assessed the risk and mitigate the risk to acceptable level; 5. Managing the Flight Operation Quality Assurance (FOQA)/ Flight Data Monitoring (FDM) System; 6. Liaison with provider FOQA/ FDM program (Garuda FDM); 7. Evaluating and analyzing the implementation and corrective actions of FOQA/FDM results for potential safety hazards; 8. Preparing and reporting of FDM activity report; 9. Develop and update Emergency Response Procedure, manual and checklist; 10. Maintaining and updating the ERP Manual and Equipment; 11. Prepare and maintenance of Emergency Room and Emergency Kit; 12. Prepare and conduct ERP exercise periodically; 13. Act as Go Team on ERP Dispatch Team; 14. Prepare the Internal Safety Reporting System (ISRS) including the report forms; 15. Planning, maintaining, Safety Reporting System & data analysis, such as, Flight Data Monitoring in implementing safety program in particular purposes to support the achievement of Company Goal; 16. Manage the flow of report to database and to Safety Action Team of the unit in charge/affected department; 17. Monitoring and implementing corrective actions as the result of safety report; 18. Maintenance of all the records of SMS report data base & results; 19. Prepare Annual Report and trend monitoring of ISRS; 20. Summarized all the data and coordinate all safety data for quarterly and annually report to the corporate; 21. To maintain safety awareness for the whole employee as a part of safety education; 22. Any safety information & publication as a tool for education for the whole personnel; 23. Develops & update Safety Management System manual, procedure and checklist; 24. To maintain liaison to the DGCA and NTSC.
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Senior Manager Aviation Security
Reports to
: VP Safety, Security and Quality
Direct Reports : Manager AVSEC Standard, Analysis and Training, Manager AvSec Operation, Manager AvSec Quality Control and Investigation Meetings
: Safety or Safety Action Board - monthly
Corporate - monthly
Detail duties and responsibilities of Senior Managers Aviation Security are described in Citilink Indonesia Security Program.
1.7
Authorities, Duties and Responsibilities of The PIC
Reports to
: Chief Pilot
Direct Reports : First Officers Nomination The PIC shall be nominated by Citilink Indonesia when 2 qualified pilots roster together for one flight or series of flights. Authorities The PIC has: 1. Direct responsible and final authority for the operation of the aircraft. 2. Have authority to give all commands he deems necessary for the purpose of securing the safety of the aircraft and of persons or property carried therein, and all persons carried in the aircraft shall obey such commands. 3. Have authority to disembark any person (who appears to be under the influence of alcohol or drugs) or any part of the cargo, or to refuse transportation of inadmissible passengers, deportees or persons in custody if carriage poses any risk to the safety of the aircraft or its occupants. 4. Have authority to give all commands and take any appropriate actions for the purpose of securing the safety of the aircraft and of persons and/or property carried; 5. Have authority to disembark any person, or any part of the cargo, that may represent a potential hazard to the safety of the aircraft or its occupants; General Responsibilities The PIC shall: 1. Maintain familiarity with and be responsible for ensuring that the provisions to airworthiness, maintenance status, equipment and operation of the aircraft are fully complied with, and 2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his functions. Specific Responsibilities The PIC shall: 1. Be responsible for the safety of all crew members, passengers and cargo onboard, as soon as the PIC arrives on board the aircraft, until the PIC leaves the aircraft at the end of the flight;
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2. Be responsible for the operation and safety of the aircraft from the moment the aircraft is first ready to move for the purpose of taxiing prior to takeoff, until the moment it finally comes to rest at the end of the flight and the engine(s) used as primary propulsion unit(s) is(are) shut down; 3. Be responsible for the safe and efficient conduct of flight operations, the commercial nature of the Company’s endeavour. 4. Be responsible for the safety and comfort of the passengers from the time of embarkation to the time of disembarkation, keeping passengers informed of the progress of the flight by regular inflight announcements. 5. Be capable of efficiently executing all technical duties and procedures required in the appropriate manuals. 6. Ensure that all operational procedures and checklists are complied with, in accordance with the Operations Manual. 7. Ensuring that the weather forecast and reports for the proposed operating area and flight duration indicate that the flight may be conducted in accordance with any operating minima. 8. Use his initiative and act within company regulations and procedures, in the best interests of the safety and efficient, after taking into account all known factors. 9. Maintain a high standard of discipline, conduct and appearance as a representative of the Company, whilst developing a high level of esprit de corps amongst his crew, and prevent any instance of unappropriate manor on the part of his crewmembers. 10. Take responsibility for developing his subordinate crew and provide, where required, reports on his crew in the form of observations of performance and conduct in accordance with any assessment scheme pertaining at that time. 11. Ensure that the necessary preflight safety briefing of passengers (location of emergency exits and use of relevant safety and emergency equipment) is conducted in accordance with the Operations Manual prior to departure. 12. Ensure that the aircraft is operated within the requirements of the CDL and/or MEL. 13. Ensure that all required documents and manuals are carried and remain valid throughout the flight or series of flights. 14. The sole point of contact between the management and the crew of the flight. 15. Be responsible to ensure prior to flight that his/her crew is: a) Adequately rested for the proposed duty by the company regulations b) Not under the influence of drugs and alcohol c) Not consumed any sedating drugs and/or alcoholic substance within 12 hours d) Not been deep diving (more than 10 meters) within 48 hours e) Not donated blood within 48 hours 16. Not permit any crew member to perform any activity during critical phases of flight, except duties required for the safe operation of the aircraft; 17. All crew are briefed and an effective working relationship between pilot and cabin crew is established. 18. There is sufficient fuel, oil, oxygen and provisions for the proposed flight. 19. Fully comply with the company Safety Management System, ensuring to report all incidents that may affect the safety, either immediately or in the future, of Company operations, whether defined as a mandatory occurrence or not. 20. All the preflight inspections have been carried out.
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21. At the end of the flight, the Captain will ensure that all documents and reports requiring his signature are properly completed and duly signed. 22. PIC shall not permit: a) Any recorded data to be manually erased during or after flight in the event of an accident or an incident subject to mandatory reporting. b) The inflight simulation of emergencies while passengers and/or cargo are being transported onboard the aircraft. c) The simulation of Instrument Meteorological Conditions by artificial means.
1.8
Authorities, Duties and Responsibilities of Crewmembers Other Than The PIC
1.8.1
First Officer
Reports to
: PIC (when on duty), Chief Pilot
Authorities 1. The First Officer normally reports to the Chief Pilot, but from the reporting time prior to departure until termination of duty period, he/she report to, is subordinate to, and is deputy to the PIC of the flight. 2. Is expected to report facts, which may influence the quality of the general flight execution to the PIC and/or the Chief Pilot. 3. In the event of the incapacitation of the PIC, the First Officer will take the authority for the airplane and the crew. General Responsibilities The First Officer must take all reasonable steps to: 1. Maintain familiarity with and be responsible for ensuring that the provisions to airworthiness, maintenance status, equipment and operation of the aircraft are fully complied with. 2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his functions. 3. To carry out such duties concerning the flight, in accordance with the Standard Operating Procedures, including procedures, limitations and performance relating to the specific aircraft type, as allocated to him by the PIC. 4. To advice, inform and assist PIC, as may contribute favourable towards the safe and efficient conduct of the flight. Notwithstanding the overriding authority of the PIC, the First Officer should not hesitate to suggest a better course of action if he is convinced that a decision of the PIC merits discussion. 5. Has no doubts about his condition and proficiency before starting the flight execution. Specific Responsibilities The First Officer shall: 1. Be capable of efficiently executing all technical duties and procedures in the appropriate manuals and documents. 2. Responsible for ensuring that all the documents and manuals required are available onboard the aircraft before a flight. 3. Support the PIC in the management of the flight and decision making.
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4. Execute the tasks and duties assigned to him/her by the procedures specified in the Operations Manual, or delegated to him/her by the PIC. 5. Safely and properly conduct the flight in compliance with the current flight plan. Any change to the current flight plan has to be notified to the PIC. 6. Execute the function of the PF or PM, according to the decision of the PIC, obtaining and utilizing the information necessary for the safe conduct of the flight, including cases of re-routing, re-clearance and/or diversion. 7. Ensure that all operational procedures, limitations and checklists are complied with in accordance with the FCOM and Operations Manual. 8. To confirm the safe navigation of the aircraft, maintaining a continuous and independent check upon both the geographical position of the aircraft and its safe terrain clearance. 9. Managing all necessary flight documents in accordance with the requirements of the Operations Manual to be handover to Flight Operation Officer. 10. Report to the PIC any hazard and/or incident that has or may endanger safety. 11. Maintain a high standard of discipline, conduct and appearance as a representative of the Company, whilst developing a high level of esprit de corps amongst his crew, and prevent any instance of unappropriate manor on the part of his crewmembers. 12. Seek and receive such information and/or explanation from the PIC, as may be necessary to enable him/her to fulfill his function. 13. Ensure that the flight deck is left neat and tidy and that all post flight documents are deposited in the proper place prior to leaving the flight deck at the end of the flight.
1.8.2
Cabin Crew In Charge (CIC)
Reports to
: PIC (when on duty), Chief Cabin Crew
General Responsibilities Cabin Crew In Charge (CIC) shall: 1. Maintain familiarity with and be responsible for ensuring that the provisions to airworthiness, maintenance status, equipment and operation of the aircraft are fully complied with. 2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his /her functions. 3. Responsible to the PIC and shall carry out his/her instructions and assist him/her in the safe operation of the aeroplane, including the safe and expeditious evacuation of all passengers from the aircraft, when required. 4. Maintain of a proper standard of crew discipline, conduct and personal appearance. Specific Responsibilities Cabin Crew In Charge (CIC) shall: 1. Direct and supervises Other Cabin Crews in duty and completion of all administrative work relating to the flight; primary responsibility is the welfare of passengers in all aspects of cabin and safety and service. 2. Ensure all Cabin Crew are fully prepared for duty and in compliance with appearance / grooming standards and uniform regulations established by the company.
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3. Conduct crew emergency / service briefings prior to flight to ensure that Cabin Crews are knowledgeable about required procedures and assignments. 4. Ensure that all documentation and any additional information relating to the flight are complied. 5. Coordinates preflight activities to ensures the following: a) Inspection for proper maintenance of emergency equipment. b) Emergency briefing of passengers. c) Adequate provision of food / beverage tents, service equipment, and supplies. d) Proper cleaning of the aircraft cabin. e) Smooth, efficient, and controlled boarding process. 6. Coordinates with PIC, ground personnel, and other Cabin Crews regarding any delays, non-routine incidents, or passenger problems. 7. Coordinates all communication with the Cockpit Crew, ensures adequate in-flight service is provided to cockpit crew. 8. Performs all required passenger information announcements accurately and completely. 9. Inform passengers of emergency procedures, safety requirements, cabin facilities, and inflight service, 10. Coordinates cabin service and monitors workload to ensure equal distribution among Cabin Crews. Service duties are not complete until the service in all cabins has been successfully completed. 11. Performs duties of assigned working position, providing maximum safety, service, and attention to passengers. 12. Communicates with passengers and Citilink Indonesia’s personnel in a pleasant, considerate, and attentive manner. 13. Completes all company and government documentation, including the filing of informative and objective Trip Report. 14. Ensures that passengers requiring special handling are properly attended during the flight and escorted to the Citilink Indonesia ground representative at destination. 15. Completes all landing and post-landing duties, including accurate accounting for and proper distribution of revenues collected in-flight. 16. Attends and participates in annual recurrent training, instructional courses or other meetings necessary or requested by the company to ensure the development of skills, knowledge, experience, and confidence in the duties and responsibilities associated with the Cabin Crew In Charge (CIC) position.
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1.8.3
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Other Cabin Crew
Reports to
: PIC, Cabin Crew In Charge (CIC), Chief Cabin Crew
General Responsibilities Cabin Crew shall: 1. Maintain familiarity with and be responsible for ensuring that the provisions to airworthiness, maintenance status, equipment and operation of the aircraft are fully complied with, and 2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his/her functions. 3. Maintain of a proper standard of crew discipline, conduct and personal appearance. Specific Responsibilities Cabin Crew shall: 1. Maintains knowledge of all emergency and service equipments and procedures for its use. 2. Provides maximum safety and attention at all times while passengers are onboard the aircraft. 3. Performs all assigned preflight duties to ensure proper maintenance of safety / service equipment, adequate provision of food / beverage items, proper cleaning of the aircraft cabin, and emergency briefing of passengers. 4. Reports all discrepancies to the Cabin Crew In Charge (CIC). 5. Performs all safety and service-related functions in accordance with procedures. 6. Maintain a neat, orderly, and safe cabin environment. 7. Responsible for accurate accounting for all revenues collected onboard the aircraft. 8. Communicates with all passengers and ground handling personnel in a pleasant, considerate, and attentive manner. 9. Complies with all landing and post-landing duties.
1.8.4
Flight Dispatch Officer
Reports to
: SM Operation Support and Dispatch (Chief Flight Operation Officer), Manager Flight Following and Dispatch
Personal Qualification Flight Operation Officer shall: 1. Knows the contents of Citilink Indonesia Operations Manual and OpSpecs, and the provisions of this part necessary to the proper performance of his duties. 2. Hold a valid Flight Operation Officer license of airplane operated by Company issued by the DGCA. Authorities 1. A flight may not be commenced unless an FOO specifically authorized that flight 2. A flight from an intermediate airport may not continue without re-dispatch if the airplane has been on the ground more than 1 hour for domestic flight and more than 6 (six) hours for international flights.
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Responsibilities 1. Joint responsibility with the PIC for the safety and operational control of the flight. 2. Supporting the PIC in flight preparation and provide the relevant information required such as: a) Aircraft Technical Status b) Suitability of weather, airport and navigational facilities and NOTAMs, etc c) Planning the most efficient flight (route and fuel calculation) consistent with safety d) Passenger and load information e) Special informations f) Other related aspect required 3. Signing the Operational and ATS flight plans. 4. Filing the ATS flight plan with the appropriate ATS unit. 5. Providing the PIC when required, with appropriate information that may be necessary for the safe conduct of the flight. 6. Cancelling or re-dispatching a flight if, in his/her opinion the flight cannot operate or continue to operate safely as planned or released by Company regulations and procedures. 7. In the event of emergency that endangers the safety of the aircraft or persons: a) Initiating relevant procedures, refer to Emergency Response Plan (ERP), while avoiding taking any action that would conflict with ATC procedures. b) Notify the appropriate authorities (refer to ERP), without delay, of the nature of the situation. c) Request for assistance (refer to ERP), if required. d) Conveys, by any available means, safety-related information to the PIC that may be necessary for the safe conduct of the flight, including information related to any amendments to the flight plan that become necessary in the course of flight. Duties 1. Receive and provide hand-off briefing at duty change over times. 2. Maintain a log of information exchanges with respect to all flight operated under his/her authority. 3. If there is changes in an ATS flight plan that occur prior to departure, coordinating with the appropriate ATS unit before transmission to the aircraft. 4. Provide a Dispatch Release Form to all aircraft dispatched. 5. Recommend delay or canceling of flight when deemed necessary or advisable for operational reason. 6. Inform Flight Movement Control of conditions present or anticipated, which may cause delays or disruption to the on time performance of company flights. 7. Conduct proper in-person briefings to cockpit crew. All significant information, which may affect the operation of the flight, will be discussed. The PIC and the FOO should agree that the flight could be carried out safety in accordance with applicable state and company regulation.
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Flight Following Officer
Report to
: Manager Flight Following and Dispatch
Personal Qualification Flight Following shall: 1. Knows the contents of Citilink Indonesia Operations Manual and OpSpecs, and the provisions of this part necessary to the proper performance of his duties. 2. Hold a valid Flight Operation Officer license of airplane operated by Company issued by the DGCA. Responsibilities: 1. Joint responsibility with the PIC for the safety, security and operational control of flights under his/her guidance during in flight. 2. Advice, support, briefs and/or assist the PIC in providing required information. 3. Monitoring RPL, ATS flight plan, over flying permit, and takeoff / landing permit for all flights. If there is changes in an ATS flight plan that occur prior to departure, coordinating with Flight Dispatch unit before transmission to the aircraft. 4. Monitoring and plotting into Computerized Flight Plan system, volcanic ash activity and tropical cyclone report. 5. Updating aircraft technical status (MEL & CDL) into Computerized Flight Plan system. 6. Relaying aircraft technical status from PIC that may affect the assigned aircraft performance and coordinating with OCC and MCC. 7. Deliver information realated to operational conduct from OCC to PIC. 8. Re-dispatching or coordinate with OCC in cancelling a flight, if in his/her opinion and/or the opinion of the PIC, the flight cannot operate or continue to operate safely as planned or released. 9. Flight following, monitoring, and tracking of aircraft movement as well as providing information to the PIC to support the flight. 10. Maintain a log of information exchanges of all flights operated under his/her authority. 11. In an emergency situation arising during flight that requires immediate decision and action, he shall: a) Advices the PIC of the emergency, ascertains the decision of the PIC, and have the decision recorded. If he cannot communicate with the pilot, he shall inform OCC to declare an emergency (refer to ERP). b) Keep the appropriate ATC facility and OCC fully informed of the progress of the flight.
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Succession of Command
The succession of command in connection with the execution of flights will be in the following order: 1. Pilot in Command / Captain 2. Second in Command / First Officer / RHS Captain Order of Rank The Order of Rank within a crew unrelated to the execution of a flight (e.g. introductions ceremonies, mentioning in documents) will be: 1. Pilot in Command / Captain 2. Second in Command / First Officer / RHS Captain 3. Cabin Crew In Charge (CIC) 4. Other Cabin Crews Description for Flight Crew Member: Rank 1. Captain 2. RHS Captain 3. First Officer
1.9.1
Function
Operation
PIC
PF / PM
PIC / SIC
PM
SIC
PF / PM
Key Personal Backup
During a period of absence of more than one (7) days, the Senior Staff Members and Post Holders ensure that backup staff is appointed. This backup staff will be appropriate qualified and briefed prior to accepting the delegated responsibilities. The delegation will be as follows: Function
Delegated to
VP Flight Operation
Chief Pilot or Senior Manager delegated by VP Flight Operation
SM Operation Support & Dispatch
VP Flight Operations or Manager Operation Support Engineering
SM Training
VP Flight Operations or Manager Pilot Training
Chief Pilot
VP Flight Operations or Deputies Chief Pilot
Note: Delegation of duty from key personnel shall be reported to DGCA.
1.10 Personal Competency It is the responsibility of the company, each pilot and each person involved in the operations of the airline to ensure that all required licenses, certificates and ratings are current and relevant before flying or maintaining company aircraft. Any suspected or known medical condition that might invalidate a license is to be brought to the attention of the Chief Pilot immediately.
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Pilot In Command / Captain
PIC must be holder of a current ATPL endorsed for the type of aircraft to be flown. In order to maintain competency as PIC and his route qualification, he must: 1. Have demonstrated to the satisfaction of the Chief pilot or CCP within proceeding 12 months that he has knowledge of: a) Seasonal meteorological conditions b) Communication and Navigation facilities including airport visual aids c) Kind of terrain and obstruction d) Minimum safe flight levels e) Enroute terminal area SID and STAR, holding and authorized instrument procedures for the airport involved. f) Congested area and physical layout of each airport in terminal area involved g) Notices to Pilot h) The location of emergency facilities which are associated with the route along which he/she expected to fly. 2. Demonstrated to the satisfactory of the Annual Line Check in piloting technique, SOP and emergency procedures check flight performed in aircraft of the same type for which the competency is sought or to be maintained within the preceding 12 months his assigned to any flight. 3. In the preceding 12 calendar months has made an entry (including a takeoff and landing) as PIC or First Officer into special areas and airport. 4. Have performed within preceding 90 days at least 3 takeoff and landing in aircraft of the same type he expected to fly. 5. For recurrent purpose 2 times preceeding 12 calendar month at least one at FFS (Full Flight Simulator) with 6 axis and one at FBS (Fixed Based Simulator) with 3 axis. 6. Demonstrate English language proficiency minimal ICAO level 4. 7. In the preceding 12 months satisfactory completed all mandatory training stated in OM Part D Chapter 2.
1.10.2
Second In Command / First Officer
A first officer must be the holder at least current CPL, Instrument Rating and multi engine endorsed for the type of aircraft he expected to fly and to maintain competency First Officer must: 1. Have at least 75 flying hours on type of aircraft flown. 2. Have performed within preceding 90 days at least 3 takeoff and landing in aircraft of the same type he expected to fly. 3. For Recurrent purpose at least twice in FFS (Full Flight Simulator) within 12 calendar months (once in FFS within 12 calendar months for Second In command in RHS Qualification). 4. Minimum Language Proficiency (English) ICAO Level 4. 5. In the preceding 12 months satisfactory completed all mandatory training stated in OM Part D Chapter 2.
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Cabin Crew
Cabin Crew authorized to perform their duties on company’s aircraft must have: 1. Demonstrated to the satisfactory of the Competency Check within the 12 months 2. The ability to perform all emergency procedures and normal services to satisfactory standards for the type of aircraft their certificate endorsed. 3. In the preceding 12 months satisfactory completed all mandatory training stated in OM Part D Chapter 2.
1.10.4
Flight Operation Officer
Citilink Indonesia will not use any person as an aircraft dispatcher for a particular airplane group unless that person has, with respect to an airplane of that group, satisfactorily completed the following: 1. Met the New Hire FOO requirements as stated in OM A Chapter “5.3.1 New Operation Officer”.
Hire
Flight
2. In the preceding 12 months satisfactory completed all mandatory training stated in OM Part D Chapter 2: 3. In the preceding 12 months have passed FOO competency and 3rd class medical check.
1.10.5
Medical Requirement
Each crew member must prove their physical fitness by medical examination every: 1. 6 (six) months for Flight Crew 2. 12 (twelve) months for Cabin Crew and Flight Operation Officer
1.11 Crew Regulations 1.11.1
Accident / Illness
Accidents or illness before performing duty must be reported immediately to: 1. The PIC and/or the Station Manager (when away from home base) and 2. OCC when not on duty. The crew member must inform the OCC about the expected duration of illness, and any change in duration. The crew member must produce a medical certificate for such period of illness from a medical practitioner recognized by the company within 48 hours of reporting sick. A crew member who wishes to leave base during his period of sick leave must first obtain permission from his respective Chief Pilot and Chief Cabin Crew provide with a contact telephone number and/or address.
1.11.2
Behaviour in Public
Each crew member must be aware that he is a representative of the Company and that people will identify his appearance with it. The image of Citilink Indonesia depends largely on the behaviour of every employee. Discussions on Company confidential subjects must not be held in public or with other crews or other crew members on duty, nor should negative statements be made about the Company.
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No person is allowed to upload any photo and/or video and/or statement in social media related to Citilink Indonesia that might have negative consequences to the Company. Locations shall not be visited if the possibility exists of creating a wrong impression, which may be detrimental to the reputation and image of the Company. This rule equally applies to crew members not in uniform, and especially during night stops. All crew members should ensure that they and their colleagues always comply with the above regulations.
1.11.3
Cabin Circuit Breaker Procedures
Cabin Crew are not allowed to reset any Circuit Breaker in-flight. Cabin crew must inform the PIC and Cabin Maintenance Log will be filled accordingly, if the aircraft is on ground Maintenance personnel must be consulted and a Cabin Maintenance Log must be filled.
1.11.4
Company Identity Card
At the beginning of employment an Identity Card will be issued to the crew member. This Identity Card shows the holder to be an employee of the Company. The date of employment is the basis for requests for FOC tickets for flights with the company. The loss of any personal document must be reported immediately to the respective Department and the OCC. When leaving the company all documents, which have been provided by the company, must be returned. The usage of imitation Company ID Card and/or other attributes is not allowed. Wearing the ID Card is mandatory during any duty assignment.
1.11.5
Contact of Crew Abroad
Crew members shall keep the PIC informed of their whereabouts. Crew members shall checked-in and must be back at the hotel from trips outside at least 1 hour before the scheduled pick up time from the hotel. Crew members shall leave a contact number with the PIC where they can be reached. In cases where no contact numbers are available, it is the responsibility of the crew to contact the hotel reception for any absence of more than 6 hours.
1.11.6
Crew Baggage
It is the Company’s requirement that the same type of baggage be used when on duty. Only personal luggage will be considered as Crew Baggage. It must have a special label identifying it as such. Crew Baggage will be transported in the cargo compartment apart from briefcases required in the flight deck. If the Crew baggage is missing then crew member should file an official ‘missing baggage’ complaint at the station.
1.11.7
Crew Deadheading and Positioning
Deadheading and positioning crew have to be at check-in counter at least 30 minutes before ETD. Crew do have priority over other staff passengers at the check-in counter. In Deadheading and Positioning, crew must be in uniform (for pilots without epaulette) or in office attire. Consumption of alcohol is not allowed when crew are deadheading or positioning.
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Crew Hotels / Stopovers Away From Base
All crew members shall comply with all instructions required for the specific country before leaving the aircraft. Citilink Indonesia will provide hotel accommodation for the crew when away from base. Citilink Indonesia will pay for the room and limited laundry. All other expenses are the responsibility of the individual crew member. All personal bills must be settled by the crew member prior to checking out. The Company or the handling agent will arrange crew transportation to and from the hotel. The PIC will make any complaints about the transportation to the Chief Pilot. In the case of unforeseen night stops, or when there is no reservation made by Citilink Indonesia, the PIC will decide which hotel (within Company standard hotel) is to be taken by the crew. Whenever possible, the whole crew shall stay in the same hotel. The Station Manager (or PIC when no Station Manager available) shall seek the assistance of the handling agent in arranging the transport. The PIC will advise crew of pick-up time for transportation to the airport. It should be arranged so that the crew will arrive at the airport for sign-on time before the scheduled time of departure. Usually all crew members will use crew transport and accommodation provided by Citilink Indonesia. Should a crew member not require accommodation he must inform the PIC and ask for permission prior to departing. He must leave his contact details with the PIC. Crew members shall checked-in and must be back at the hotel from trips outside at least 1 hour before the pick-up time from the hotel. At check-in for flight duty the crew members shall present themselves to the PIC. When staying in hotel accommodation, all crew members shall refrain from any action or behaviour that could lead to complaints from the hotel management; and refrain from making direct complaints to hotel personnel, but forward it to Citilink Indonesia by the proper channels.
1.11.9
Crew Activity During Layover
Crew during at a layover station are to refrain from participating in any dangerous sports or activities that may result in them being unable to continue with their flying duties.
1.11.10
Customs and Currency Regulations
All crew members have to pass through local customs, immigration, currency control, etc. as prescribed. Every person must comply with the local customs and other special immigration regulations, which may often be more restrictive for crew members than for passengers. Crew members must declare all goods liable for duty and are responsible for duty charges. The same policy applies to restrictions on import or export of currencies.
1.11.11
Dress Code
For Office Crews are expected to be properly attired while in Citilink Indonesia premises. The dress code shall be national dress or trousers, shirts with collars and shoes. No shorts, sandals or slippers are permitted. For Layover Crews are expected to be properly attired while in Citilink Indonesia premises. The dress code shall be t-shirt, shirt with collar, trousers in dining area and no pajamas, shorts and slippers are permitted.
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Handling of Company Material
All crew members are obliged to handle all company material with great care. The company may claim compensation from a crew member for damage caused by him. Crew members shall maintain the manuals, handbooks and other documents handed over to them in good condition. When the employment contract terminates everything belonging to the company must be returned. Crew members are strictly not allowed to take any articles, such as small gifts, (e.g. toys), catering items, parts of cabin or galley equipment, from the aircraft.
1.11.13
Flight Documents
Crews shall not write or scribble on the Manuals, plates/charts or any other flight documentation kept on board our aircraft. These are legal documents and must be maintained in immaculate conditions at all times.
1.11.14
Headsets on Aircraft
Personal use of any headsets other than the approved and indicated in aircraft publication is not allowed. Below is the list of headsets manufacture certified for Airbus A320.
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1.11.15 Leave All Flight Crew are entitled for annual leave as provided for in their service contract. The Flight Crew can avail their leave twice in a year. This yearly period commences from the date of joining. All leave is to be availed as per the rostered plan. In exceptional situations, Chief Pilot may revise the approved leave dates. The leave will be based on bids and will be allocated in a calendar year. The crew will be allocated leave in 2 bids.
1.11.16
Local Contact of Crew
All crew members must have a personal phone line and active company and/or personal email address.
1.11.17
Public Statement by Crewmembers
No crew members are allowed to make statements to the press, media or public, unless they are authorized by Citilink Indonesia.
1.11.18 Tips Any donations (tips or presents) offered by passengers should be politely refused.
1.11.19
Uniform and Appearance
1.11.19.1 Uniform The Company provides each crew member with a standard crew uniform and accessories. The uniform portrays the image of the Company and identifies the wearer as its representative. It is imperative that the best and uniformity image is presented to the public at all times and as per the policy, each crew member should be immaculate in appearance when wearing the Company uniform. The shirt and pants shall be properly sized. The pants shall be under the ankle. It is the PIC’s responsibility to ensure that his crew members are appropriately attired for the flight. 1.11.19.2 Appearance Each crewmember should be immaculate in appearance when on duty. Hair, moustaches, sideburns and beard shall be neatly shaved or trimmed. Moustaches and beard are not allowed for cabin crew.
1.11.20
Regulations for Wearing the Uniform
It is the responsibility of each crew member to ensure that only uniform items issued by the Company are worn. 1. All accessories (tie, pin, belt, shoes, epaulettes, etc...) shall be clean and worn in proper place. Earings only for female crewmember. 2. Hats are to be worn at all times when in public view outside or inside the aircraft. 3. The uniform must always be worn when on flight duty. It must not be worn off duty except when travelling to and from duty. Non-uniform items of clothing must not be visible when worn with the uniform. 4. To anticiapte for unforeseen night stops, crew should carry spare clothes (including uniform) with them.
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5. Shoes to be used to perform duty is the official shoes in black leather color. 6. Bags to be used to perform duty is the official bag in dominant black or dark color.
1.11.21
Violation of Customs or Currency Regulations
It must be clearly understood that non-compliance with the customs regulations and other official controls is a very serious offence against Company regulations and the laws and regulations of any country. Anybody caught smuggling or willfully breaking currency or other regulations can expect immediate dismissal from the Company as well as heavy fines or even imprisonment.
1.11.22
Water Bottles on the Flight Deck
Water bottles can be present in the flight deck provided they are always secured in the waster bins when not being used. At no time should water bottles be left unsecured on the flight deck and crews must ensure that the bottles are removed from the flight deck at the end of the flight.
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Operation Control and Supervision
2.1
Operational Control Center
2.1.1 Objectives The objective of the flight operations is achieved by: 1. Putting in place an organizational structure suitable to the scale and the scope of the operations with the application of the Safety Management System. 2. Defining the functions and the responsibilities within this organization 3. Defining in the Operations Manual, the policies and the procedures in compliance with the regulatory requirements, the content of the granted AOC and its associated Operations Specifications and Aircraft Condition and Limitation (ACL). 4. Ensuring that the aircraft are operated in accordance with the Operations Manual and within the approved limitations contained in its Airplane Flight Manual. 5. Ensuring that the aircraft are operated in accordance with the terms of the Certificates of Airworthiness and with the approved Minimum Equipment List (MEL). 6. Promulgating additional operational instructions and information when needed 7. Setting up operational procedures and instructions for all types of flight operations. 8. Putting in place an Operational Control Center (OCC) to supervise and manage all operational daily events in respect of the safety, the efficiency of the operations and the satisfaction of the passengers. In this aim, the OCC ensures with the Maintenance Control Center (MCC) that maintenance actions can be performed or planned in accordance with the aircraft flight planning to ensure the airworthiness of the aircraft during daily operations. 9. In case of force majeure, OCC may be backed-up from SUB Flight Operation. Note : OCC Address GMF Management Building 1st Floor Bandara Soekarno Hatta - Cengkareng Tangerang 19110 Indonesia Telp: +62 21 5591-5647
2.1.2
Before The Flight
1. OCC co-ordinates the latest information on the planned flight. Before PIC has started his flight duty, the OCC has authority to take the necessary decisions to ensure the flight or to cancel it. 2. Once the PIC has commenced his flight duty, the Flight Dispatcher or OCC must inform and consult him about all matters dealing with his flight, his crew and his aircraft.
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3. The Station Manager supervises all airport activities (passenger, ground handling, loading). He coordinates the progress of these activities with OCC and the PIC of the flight.
2.1.3
Initiation of The Flight
It is the responsibility of the PIC to initiate the flight.
2.1.4
Once The Flight Has Commenced
1. The authority to dispose of the aircraft is by the PIC 2. Flight Following Unit in Operations Control Centre (OCC) must provide the PIC with any information having an operational impact or with information requested by the PIC. Note : For detail of the Flight Following / Watch, refer to OM Part A - Chapter “8.2.2 Flight Following / Watch”
2.1.5
After The Flight
The PIC must report to the Chief Pilot and if necessary to the Safety Security and Quality division, any operational procedure deviation and any event providing useful information for the enhancement of flight safety.
2.2
Supervision of The Flight Operation
Under the authority of the Accountable Manager (CEO), the VP Flight Operations is responsible for the overall supervision of flight operations. He coordinates and supervises the flight operations department.
2.2.1
Operational Documentation
General Description 1. Citilink Indonesia shall establish an operations manual (OM). 2. The content of the OM shall reflect the requirements set out in DGCA as applicable, and shall not contravene the conditions contained in the Operations Specifications to the Air Operator Certificate (AOC). 3. The OM may be issued in separate parts. 4. All operations personnel shall have easy access to the portions of the OM that are relevant to their duties. 5. The OM shall be kept up to date. All personnel shall be made aware of the changes that are relevant to their duties. 6. Each crew member shall be provided with a personal copy of the relevant sections of the OM pertaining to their duties. Each holder of an OM, or appropriate parts of it, shall be personally responsible for keeping their copy up to date with the amendments or revisions supplied by Citilink Indonesia. 7. For Citilink Indonesia: a) For amendments required to be notified (changes not requiring prior approval), Citilink Indonesia shall supply the Principal Operation Inspector (POI) with intended amendments in advance of the effective date; and b) For amendments to procedures associated with prior approval items, approval shall be obtained before the amendment becomes effective.
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8. When immediate amendments or revisions are required in the interest of safety, they may be published and applied immediately, provided that any approval required has been applied for. 9. Citilink Indonesia shall incorporate all amendments and revisions required by the authority. 10. Citilink Indonesia shall ensure that information taken from approved documents, and any amendment thereof, is correctly reflected in the OM. This does not prevent Citilink Indonesia from publishing more conservative data and procedures in the OM. 11. Citilink Indonesia shall ensure that all personnel are able to understand the language in which those parts of the OM which pertain to their duties and responsibilities are written. The content of the OM shall be presented in a form that can be used without difficulty and observes human factors principles.
2.2.2
Competence of Flight Operations Personnel
Competence of operations personnel is monitored: 1. For Crewmembers: a) A training and checking program ensures that each crewmember is competent. b) The monitoring of the validity of the licences and qualifications ensures that crewmember without valid required licences or qualifications cannot be nominated as crewmember on a flight. c) Line checks also allow assessing flight crewmembers competence and adherence to the airlines policies and procedures. 2. For Flight Operation Officer: a) The Manager Flight Following and Dispatch must ensure that they are competent to perform their tasks and that they have received the needed training. b) Specific license or qualification are required to ensure that the required competence is fulfilled.
2.2.3
Licence and Qualification Validity
The supervision of licence and qualification validity is performed by: 1. The Training Department, which follows the qualifications and licence validity of the flight operation personnel. 2. Chief Pilot Department in coordination with Training Department shall check that the medical certificate, the licenses and the qualifications of the crewmembers designated to fly are valid and appropriate for the scheduled flights. 3. Operation Control Center, which checks the validities before the flight. Note: Each license entitles its holder to exercise its privileges, as long as its remains valid. Nevertheless, in the end, it is the holder’s responsibility not to perform a flight without having the required valid license and qualifications.
2.2.4
Flight Duty Time
The supervision of flight duty time and rest period is ensured by: 1. Crew Planning which takes account the flight / duty time and rest period of the crewmembers in the monthly planning. 2. Operation Control Center, which takes account the actual flight / duty time and rest period in the daily planning.
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Nevertheless, it is crewmember personal responsibility not to perform a flight without complying: 1. With the maximum Flight / Duty time requirements or with its authorized exceedance. 2. With minimum rest time or with its authorized reduction.
2.2.5
Airports, Routes and Areas of Operations
Flight crew must have current and suitable airport and route documentation to perform their flight and if needed, flight crew must be specifically trained and qualified to operate specific (Cat C) airports, routes or areas. Operations Support Engineering unit must provide: 1. The list of airports or of airport procedures adequate for the operations. This list must be kept updated. 2. The performance computations. They must be updated to take account of new operational constraints. Runway and obstacles data have a direct impact on takeoff and landing performance and must be especially monitored. For that AIP and NOTAM(s) can be used.
2.2.6
Documents Control Analysis and Records
Records, flight documents, and reports are used for the supervision of the flight operations. By examining and signing the documents used for the flight preparation, the PIC certifies that he is satisfied with the flight preparation. Flight documents to be retained on ground for at least the duration of the flight are: 1. Copy of the operational flight plan 2. Route specific NOTAM documentation if specifically edited by Citilink Indonesia 3. Trim and Load Sheet documentation 4. Special loads notification 5. Passenger Manifest These documents must be retained until they have been duplicated at the place at which they will be stored. 2.2.6.1
Aircraft Maintenance Log
After each flight the PIC must ensure the completion of the Aircraft Maintenance Log (AML). The AML is the link between flight crew and maintenance. It allows the supervision of the aircraft technical status and of the performed repairs. For detail refer to OM Part A - Chapter “8.1.7.8 Aircraft Maintenance Log System” 2.2.6.2
Aircraft Flight Log
General The aircraft journey log, or equivalent, should include the following items, where applicable: 1. Aircraft nationality and registration, 2. Date, 3. Name(s) of crew member(s), 4. Duty assignments of crew member(s), 5. Place of departure,
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6. Place of arrival, 7. Time of departure, 8. Time of arrival, 9. Hours of flight, 10. Nature of flight (scheduled or non-scheduled), 11. Incidents, observations, if any, 12. Signature of person in charge. The PIC is responsible for all entries made in Aircraft Fight Log. On enroute stations, after the refueling data has been entered, the completed sheets shall be filed as indicated on the Aircraft Flight Log. When the aircraft has to return to the airport of departure, this airport should be stated as the station of arrival, instead of the originally intended destination. The Time Log Entries can be referred to printed MCDU (ATSU/ACARS) data (if available) and consider as a part of flight document. 2.2.6.3
Safety Report
The PIC must report the occurrences and filled Safety Report foms (Air Safety Report or Operation Hazard Report or Trip Report or Vibration Reporting Sheet) that have or may have a hazard or safety impact on the operations to the Safety Security and Quality division. The Safety Report form shall be addressed to: PT. Citilink Indonesia Safety Security and Quality Division GMF Management Building 2nd Floor Bandara Soekarno-Hatta Tangerang, Banten - Indonesia Phone: 62 21 29341000 | Mobile: 62 8111 092 767 (hotline 24H) | Fax: 622129308786 PIN BB : 2AFFE466 [email protected] | www.citilink.co.id
2.2.7
Digital Flight Data Recorder (DFDR) and Cockpit Voice Recorder (CVR)
The PIC will assure that: 1. Flight data recorder is NOT disabled, switched off or erased, in the event of an accident or an incident. 2. Cockpit voice recorder is NOT disabled or switched off unless he believes that the recorded data (which otherwise would be erased) should be preserved for investigative purposes. 3. Data on a cockpit voice recorder is NOT manually erased in the event of an accident or incident. 2.2.7.1
Flight Data Recorder
The Flight Data Recorder recordings may not be used for purposes other than for the investigation of an accident or incident subject to mandatory reporting except when such records are: 1. Used by Citilink Indonesia for airworthiness or maintenance purposes only; or 2. De-identified; or 3. Disclosed under secure procedures.
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In this context, the flight data of each flight are analyzed through specific process and tool by the SSQ Division to identify hazardous situations or hazardous trends. Depending on the results of flight data analysis, the VP SSQ requests corrective or mitigating actions to improve the level of the safety of the operations. 2.2.7.2
Cockpit Voice Recorder Data
The Cockpit Voice Recorder recordings may not be used for purposes other than for the investigation of an accident or incident subject to mandatory reporting except with the consent of all crew members concerned.
2.2.8
Document Storage Period
In case not otherwise specified all physical documents and records will be stored in a clearly specified area within the relevant section of the Flight Operations Division. Table 1 - Flight Document Document
Retention
Responsibility
3 months
Operation Support and Dispatch Department
Aircraft Maintenance Log (AML)
6 months
Engineering & Maintenance Division
Aircraft Flight Log (AFL)
6 months
Chief Pilot Department
• Dispatch Release • Operational Flight Plan • Load Sheet and Trim Sheet • Passenger Manifest • Notification of special loads including Dangerous Goods • Notification of special categories of passengers such as handicapped persons, inadmissible passengers, deportees and person in custody, security personnel. • Route specific NOTAM/AIS briefing • Weather Information • Takeoff and Landing Data Card
Table 2 - Safety Reports Document Trip Report not related to Safety ASR, VSR and other report related to Safety Reports on exceedance of duty and/or reducing rest periods (discretion report)
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3 months
SSQ Division
5 years
SSQ Division
3 months
OCC Department
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Table 3 - Flight Operation Personnel Records Document Flight, Duty and Rest time Flight Crew License
Retention
Responsibility
6 months
OCC
as long as crewmember is servicing for Company
Initial Training (including command training) Physical Examination Certificate
6 months
Conversion Training and Checking
3 years
Recurrent Training
3 years
Training and checking on operating in either pilot’s seat
3 years
Airport and Route Qualification (ARQ)
3 years
Training Department
• Training and qualification for specific operations when required • Specific: LVP, RVSM
last 2 training records
• Equipment: TCAS, GPWS/EGPWS AVSEC, CRM Training
6 months
Dangerous Goods
3 years
Recency-of-experience
15 months
Release from employment or physical or professional disqualification of any Flight Crewmember or FOO
6 months
Table 4 - Records for Other Operations Personnel Document Training / qualification records of other personnel for whom an approved training program is required
Retention
Responsibility
last 2 training records
Training Department
Table 5 - Other Records Document Safety & Quality System records Document Distribution Records All records not listed in Table 1 to 4 above
Retention
Responsibility
5 years
SSQ Division
1 year
Operation Support Publication Dept.
6 months
Respective Department / Division
Table 6 - Backup Data Records Document All backup data records of operational personnel
Retention Minimum same period like paper documents in tables above
Responsibility Training Department
Citilink Indonesia shall maintain records of all training, checking and qualifications of each crew member. 2.2.8.1
Record Keeping
The record keeping system should ensure that all records are accessible whenever needed within a reasonable time. These records should be kept in proper storage and organized in a way that ensures traceability and retrievability throughout the required retention period. Training record keeping system in Citilink Indonesia is provided by both soft copies, hard copies and also controlled via Geneva System by Training Department.
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A summary of training should be maintained by Citilink Indonesia to show every crew member’s completion of each stage of training and checking. Flight Document Record Keeping Chart
CREW FINISHED DUTY
Flight Document and AFL
FLOPS
Collect Within 5 Days
OFD4 Doc Storage (hardcopy)
Flight Operation Office
Flight Doc
AFL
Softcopy
OFA Admin
Softcopy
Training Document Record Keeping Chart
Training Completed
Training Document and Certificate
Geneva System
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SSQ Admin
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Hardcopy
Softcopy
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Crew Email to SSQ & OFA
FLOPS
FOO Scan & Email to SSQ
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SSQ Admin
2.2.9
Flight Operation Information and Instruction
2.2.9.1
Flight Operation Notices
Flight Operation Notices are part of an administration & control that will not affect the manual to be revised. This temporary note could be a company policy / regulation / reminder, which does not affect the operations procedure and applies in certain periods or specific conditions. Flight Operation Notices which includes: 1. Flight Crew Notice (FCN) issued by Chief Pilot a) Changes of aerodrome approach procedures, minima, departure or missed approach procedures. b) Change in aircraft operating procedures. c) Safety information based on airline experience or studies. d) Safety information following aircraft manufacturers or authorities advises. e) Security measures f) Country regulations change (i.e. immigration, visa, health). g) Any company policy that has impact to daily operational. 2. Cabin Crew Notice (CCN) issued by Chief Cabin Crew a) Change in procedures b) Specific technical notices such as charter flight and the assosiated operational impact. c) Information and reminder which could have operational impact.
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3. Flight Dispatch Notice (FDN) issued by Chief Flight Operation Officer a) Change in dispatch procedures b) Specific technical notices such as weather fenomena which have operational impact. c) Information and reminder which could have operational impact. 4. Flight Training Notice (FTN) issued by SM Training Training program such as training syllabus. 5. Technical Notice (TN) issued by Technical Pilot and covers such as: a) General technical or engineering notices, such as information on the type and qualities of the anti-icing and de-icing fluids being used. b) Specific technical notices, such as information on the aircraft technical status, or modification being progressively carried out on an aircraft type and the associated operational impact. c) Any aircraft system issue and associated operational procedures, especially when an Airbus OEB or Boeing Technical Operation Notice is applicable. d) Airbus OEB or Boeing Technical Operation Notice reminder and associated update of procedures in QRH and FCOM and to follow the Airbus OEB or Boeing Technical Operation Notice cancellation process. e) Operational and technical differences between aircraft of a same fleet. f) Aircraft performance, routes and airport studies, specific operations. 2.2.9.2
Safety Information
Safety Information is a means to disseminate Safety Information and/or Safety Campaign. The main aim is to publish any information regarding safety such as trend or event that happened and reported. 2.2.9.3
Inter Office Memo (IOM)
Issued by Aviation Security, Crew Scheduling, IT Division, Human Capital or other Administration: 1. Telephone number change. 2. Country regulations change (immigration, visa, and health…) 3. Security measures 4. Other internal management memo 2.2.9.4
Flight Operation Notice Record
1. When applicable, the information / instruction must state the issue date along with the beginning and end dates of its applicability. If unable to state the applicability period, it shall state “Valid Until Further Notice”. 2. All the FCN, CCN, FDN, FTN and TN shall be recorded as long as needed. 3. The issued of these notices in a softcopy form are responsibility of the department concerned. If a form of a hardcopy is needed, then the department concerned shall coordinate with Operation Support Publication for its publication. 4. Distribution of notices to all station is in a form of softcopy, unless a station which be a part of remain overnight station for crew shall keep the notice in hardcopy and put it in a suitable folder that can be quickly review by the crew and dispatcher and briefed when demanded by operation condition and requested.
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5. All notices which effecting SOP shall be noted and reviewd with coordination of Flight Standard Department at the end of the year, either to be revised in the Operating Manual and/or other related manual. 6. All notices shall be addressed to Flight Standard Department once they have been published or revoked. 7. The department concerned responsible for issuance of information or instruction is also responsible for its follow-up and cancellation.
2.2.10 Bases Citilink Indonesia has 2 bases, Jakarta as operational base, Surabaya as company and crew base and other crew bases which are determined by Company. For the Operation Control Center (OCC) resides at GMF Management Building, Cengkareng (CGK) and at Juanda International Airport Surabaya (SUB) as backup. The flight duty limitation detail for SUB base refer to OM Part A Chapter 7.
2.3 2.3.1
Power of Authority Air Operator Certificate (AOC)
DGCA has the power to deliver the right to operate commercial flights by means of an Air Operator Certificate (AOC). The AOC may be varied, suspended or revoked if the Authority is no longer satisfied with the safety of the operations. DGCA may direct, in the interest of safe operations, by means of Operational Directives that an operation shall be prohibited, limited or subjected to certain conditions. Operational Directive states: 1. The reason for issue; 2. Applicability and duration; and 3. Action required by Citilink Indonesia. DGCA has the power to: 1. Determine the adequacy, relevance and consistency of Citilink Indonesia’s compliance with the requirements; 2. Assess the efficiency of Citilink Indonesia’s internal monitoring procedures and confirm the availability of sufficient resources and proper processes, as documented by Citilink Indonesia’s Quality System; 3. Verify by means of inspections, compliance with the requirements and the effectiveness of Citilink Indonesia’s Quality System;
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2.3.2 Inspections DGCA has the power to assess the continued competence of Citilink Indonesia’s by inspection, auditing and monitoring Citilink Indonesia activities. Any time such a ground inspection is conducted in the premises of Citilink Indonesia, a competent member of the inspected department and a representative of the Quality Department of Citilink Indonesia can accompany the member of DGCA. For flight inspections, any person authorized by DGCA must be permitted at any time to board and fly in any aircraft that is operated in Citilink Indonesia and to enter and remain on the flight deck. However, at any time, the PIC may refuse access to the flight deck if, in his opinion, the safety of the aircraft would thereby be endangered.
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3.1 Introduction 3.1.1 Preface The purpose of this chapter is intended to serve as a guide for all Citilink personnel for the creation and operation of a flight safety function to aircraft operations within company. This chapter is guidance only as a quick reference guide; the detail procedure might be laid down on other manual. Refer to provision of the Civil Aviation Safety Regulation (CASR) Subparts C., CASR SMS, DGCA AC 120-01 Air Carrier Flight Safety Program and DGCA AC 120-92 Introduction to Safety Management System for Air Operators, an air carrier shall develop and maintain on continuing basis, a Safety Program, that is appropriate to the scope and size of its operation and has a high capability to detect, analyze and mitigate any risks which may pose or threat to the safety of the air carriers operations. To improve on existing levels of aviation safety in the light of the continuing growth of the industry, additional measures are needed. One such measure is to implement Safety Management System. Such a system is as important to business survival as a financial management system and the implementation of a Safety Management System should lead to achievement of one of civil aviation’s key business goal; enhanced safety performance aiming at best practice. The Citilink Safety Management System is an encompassing program designed to identify all possible hazards within the airline and its operations, and to seek and apply solutions to reduce risks to people and property.
3.1.2
General Concept
3.1.2.1
Considered Domain
The concept of management system can be applied to several domains, such as: 1. Safety (Safety Management System - SMS) 2. Crew fatigue (Fatigue Risk Management System - FRMS) 3. Environment This concept can be applied to other domains than Safety. 3.1.2.2 Framework Citilink Indonesia has defined a framework for the Safety Management System which includes 4 main components: 1. Policy and objectives a) Commitment of the CEO / Accountable Executive on the considered domain (Safety commitment) b) Maintain the Domain risks (Such as: Safety risks, …) at an acceptable level
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c) Assurance to reach and maintain the Domain objectives (such as: Safety objectives, …) 2. Risk Management a) Identification of hazards for the considered domain b) Assessment of the associated Domain Risks c) Mitigating actions to reduce and to maintain Domain risk at an acceptable level 3. Assurance a) Assurance aims to reach and to maintain objectives and targets b) Performance monitoring aims to measure the gaps with the objectives / targets c) Continuous improvement aims to enhance the overall performance of the considered Safety Management System by improving objectives and targets d) Management of operational and/or organizational changes. 4. Promotion a) Training programs b) Communication plan
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The management system described in this chapter includes the: 1. Safety Management 2. Compliance Monitoring Function 3. Security Function
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Management process chart:
Note: - The elements of the Management system are displayed in green in the Management Process Chart. - The activities of Citilink Indonesia and their management are displayed in blue in the Management Process Chart. - The Management System can be operational only if its links with the management of Citilink Indonesia activities is well established. These links and the associated elements are displayed in orange in the Management Process Chart.
The Management System includes: 1. The Accountable Executive (CEO) 2. The Safety Action Board (SAB) 3. The Safety Action Team (SAT) 4. The Safety Manager (VP SSQ) 5. The Quality Assurance Manager 6. The Aviation Security Manager The Management System involves the Nominated Persons and the Operational Managers for safety delivery.
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Safety Management System Organization and Accountability
Safety is the responsibility of all personnel of Citilink Indonesia and must be the first concern in performing any task or taking any decision. The Safety Manager acts to: 1. Run the Management System 2. Inform operational managers on safety matters 3. Advise Citilink Indonesia Management on safety related issues. It is important to note that the VP Safety Secuity and Quality is not responsible for safety delivery. The operational managers are in charge to determine and to implement appropriate mitigations or corrective actions needed to: 1. Reduce the risks in their activities to an acceptable level 2. Ensure that their activities are performed in compliance with the regulatory requirements, and with the procedures and standards established by Citilink Indonesia.
3.2.1
Safety Security and Quality Organization Structure
Address: Safety Security and Quality Division GMF Management Building 2nd Floor Bandara Soekarno-Hatta Tangerang, Banten - Indonesia Phone: 62 21 29341000 | Mobile: 62 8111 092 767 (hotline 24H) | Fax: 622129308786 PIN BB : 2AFFE466 [email protected] | www.citilink.co.id
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For detail refer to Safety Management System Manual (SMSM).
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Chapter 4 Crew Composition
4.1 4.1.1
Crew Composition Crew Composition and Function
During the period of flight preparation and execution (flight duty time) the crew is subordinate to the PIC. If the PIC’s orders are contrary to company policy or written instructions, the crew members concerned should draw his/her attention there to, but they should nevertheless comply if he adheres to his/her decision. Outside this period, aircrew members remain responsible to behave in accordance with the interests of Citilink Indonesia, particularly when at an overnight-station and/or in uniform. The PIC may delegate his/ her duties, but he/she always remains responsible.
4.1.2
Crew Composition Determination
The following criteria, as a minimum, are to be considered in determining the crew composition: 1. Type of aircraft being used 2. The area and type of operation being undertaken (e.g. long range, etc.), non-revenue flight 3. The minimum number of crew requirement and flight duty period 4. Crew licences, qualification and experience 5. The designation of PIC, and, if necessitated by the duration of the flight, the procedures for his relief 6. The designation of Cabin Crew In Charge (CIC) and, if necessary by the duration of the flight, the procedures for the relief of Cabin Crew In Charge (CIC) and any other member of Cabin Crew. 7. Any requirements of the state of departure, destination or over flight. All crew members must: 1. Be properly trained 2. Demonstrate their capabilities in the performance of their assigned duties 3. Be aware of their responsibilities, and 4. Be aware of the relationship of their duties with the operation as a whole.
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Over and above this minimum, there may be additional crew onboard, as given below: 1. Relief Crew For long haul flights. 2. Safety Pilot A safety pilot is normally required to act as a safety pilot, during aircraft training and line training. He is intended to fulfil the following functions: a) To take over functions of the pilot who is not able to complete the training or check. b) To act as an extra ‘pair of eyes’ during critical periods of the flight. c) To remind the active pilots any incorrect configuration, in case he is distracted. d) To provide support to the active pilots (paperwork, etc.). 3. Supernumerary Cockpit or Cabin Crew on Familiarization Flights They are crew who have completed conversion training and will fly initially as an additional crew member for familiarization 4.1.2.1 Supernumerary A person in addition to the active crew member that is neither Deadhead Crew (DHC) nor ordinary passenger and is assigned to have particular duty in the aircraft during flight is categorized as a Supernumerary Crew, which: 1. Is necessary for the safety of operations (e.g. Safety Pilot, onboard engineer etc); or 2. That has a relationship with the Citilink Indonesia (e.g. Cockpit Observer, Cabin Observer, Flight Checker, jump-seat travel, Medical Doctor checking crewmember health, etc); or 3. A state or Citilink Indonesia authorized inspector (e.g. DGCA Flight Operations Inspector), Auditor (e.g. IOSA auditor), or Observer (e.g. LOSA auditor) in the performance of their duties; or 4. Has certain (Citilink Indonesia-required) knowledge and abilities gained through selection and mandatory training (e.g. Loadmaster, Animal Handler, etc.); or 5. For the purpose of maintaining proficiency required by regulation (e.g. FOO Familiarization Flight, Cabin Crew Trainee, etc); or 6. To conduct certain customer service activities (e.g. Immigration Onboard, conducting customer relations, etc) in the cabin; not designated to perform any safety duties. Criteria and limitations: 1. Physically and mentally in good health, especially for a woman she is not in pregnant condition. 2. Has capability to conduct his/her assigned duties. Duties and responsibilities: 1. Report to the PIC prior and post flight; 2. To receive briefing and direction from the PIC and/or Cabin Crew In Charge (CIC); 3. Obey the Aviation Safety and Security, and/or as directed by PIC; 4. To wear the Company ID; 5. Conduct assigned duties in accordance with his/her authorities and responsibilities; 6. Conduct assigned duties in accordance with the related SOP;
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7. Shall not impede flight crew members and/or cabin crew members in the performance of their duties; 8. For the Supernumerary occupying cockpit jumpseat, if there is any urgent situation / condition that endanger to the safety of flight (such as near collision, etc), he/she must inform pilot on duty in timely manner; 9. For the Supernumerary in the passenger cabin, if there is any urgent situation / condition that endanger to the safety of flight, he/she must inform Cabin Crew; 10. In case of Emergency, follow direction given by PIC; Note: The presence of the Supernumerary does NOT change the Flight Duty Time / Duty Period limitation. Supernumerary from Flight Crew is not eligible to record Flight Time although from the FATA point of view. Supernumerary Other than Flight Crew is neither eligible to record Flight Time nor FDT / Duty Period.
4.1.2.1.1
Cockpit Travel (Paxing)
Cockpit Crew in addition to the active crew member that is neither Deadhead Crew (DHC) nor ordinary passenger and is NOT assigned to have particular duty in the aircraft during flight is categorized as a cockpit travel (paxing). Criteria and limitations: Physically and mentally in good health, especially for a woman she is not in pregnant condition. Duties and responsibilities: 1. Report to OCC and Chief Pilot at least 6 hours prior to ETD. 2. Report to the PIC prior and post flight; 3. To receive briefing and direction from the PIC and/or Cabin Crew In Charge (CIC); 4. Obey the Aviation Safety and Security, and/or as directed by PIC; 5. To wear pilot uniform without stripes (bar) and Company ID Card; 6. Shall not impede flight crew members and/or cabin crew members in the performance of their duties; 7. For the Cockpit Travel occupying cockpit jumpseat, if there is any urgent situation / condition that endanger to the safety of the flight (such as near collision, etc), he/she must inform pilot on duty in timely manner; 8. For the Cockpit Travel in the passenger cabin, if there is any urgent situation / condition that endanger to the safety of flight, he/she must inform Cabin Crew; 9. In case of Emergency, follow direction given by PIC and/or Cabin Crew In Charge (CIC); Note: The presence of the Cockpit Travel does NOT change the Flight Duty Time / Duty Period limitation, Cockpit Travel from Flight Crew is not eligible to record Flight Time although from the FATA point of view.
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General Requirements 1. The composition of the flight crew and the number of flight crew members at designated crew stations shall be not less than the minimum specified in the aircraft flight manual or operating limitations prescribed for the aircraft. 2. The flight crew shall include additional flight crew members when required by the type of operation and shall not be reduced below the number specified in the operations manual. 3. All flight crew members shall hold a valid licence and appropriate rating for the type of airplane. 4. The flight crew member may be relieved in flight of his/her duties at the controls by another suitably qualified flight crew member. Composition of flight crew 1. There shall not be more than one inexperienced flight crew member in any flight crew. 2. The PIC may delegate the conduct of the flight to another duty pilot suitably qualified. The minimum flight crew for any flight is define by the following table: PIC
Co-pilot
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1
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1
4.1.3.2
Crew Pairing
4.1.3.2.1
Inexperience Pilot
A flight crew member is categorized as inexperienced, following completion of type rating or command course, and the associated Line Training under supervision, until he has achieved 250 flying hours and flown 20 sectors within a consolidation period of 5 calendar months. Crewing together of inexperience pilot is not authorized, unless exceptionally approved by the VP Flight Operation. To meet the above requirements the following procedure applies: 1. Crew-Planning shall not plan together Inexperience Flight Crew Members; 2. Operation Control Center (OCC) has to check that Inexperience Pilots are not scheduled on the same flight; 3. An Inexperience Pilot according the above definition will make sure that he/she is not flying together with an Inexperience Pilot as well. 4.1.3.2.2
Expatriate Pilot
Crewing together of expatriate pilot is not authorized, unless exceptionally approved by the VP Flight Operation. To meet the above requirements the following procedure applies: 1. Crew Schedulling shall not plan together Expatriate Flight Crew Members; 2. Operation Control Center (OCC) must check that Expatriate Flight Crew Members are not scheduled on the same flight; 3. An Expatriate Pilot according the above definition will make sure that he is not flying together with an Expatriate Pilot as well.
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Pilot in Training
The presence of a Third Pilot who is in Route Training does NOT make the crew composition into an Enlarged Crew except 1 (one) additional qualified pilot (2 sets crew) or 2 (two) instructors provided in the flight. To have a correct Flight Time recorded, it is the PIC’s responsibility to fill in the Flight Remarks column in the AFL with RT, as the abbreviation for Route Training. Not fulfilling this necessity will result in the consideration of the Third Pilot as a Supernumerary. In recording the Flight Time, PIC will still obtain 100% of Flight Time, whilst the Co-pilot and Third Pilot will each get 50% of Flight Time. For the importance of Flight Allowance, each Flight Crew will still receive a Flight Time Component of 100% Flight Time. In the training stage, it is possible that in the beginning, the Third Pilot will never take the Pilot Seat in the cockpit (whether on the LHS or on the RHS). In such case, his presence will be noted as a Supernumerary by not writing RT in the Flight Remarks column in the AFL. NO Flight Time will be given to the Third Pilot although in terms of Flight Allowance he will obtain the whole Flight Time. 4.1.3.4
Inflight Relief of Flight Crew Member
Pilot In Command Specified for the type of operation, PIC may delegate the conduct of the flight only at cruising level to another qualified captain assigned by company. First Officer Specified for the type of operation, First Officer may delegate the conduct of the flight only at cruising level to another Qualified Pilot assigned by company. 4.1.3.5
Age Limitations
Citilink Indonesia shall not use the services of any pilots if he/she has reached his/her 65th birthday, or the amount of the age of both pilots in the cockpit exceed 115 years.
4.1.4
Cabin Crew
4.1.4.1
Minimum Number Required of Cabin Crew
In flight safety and service procedures required the carriage of a minimum number of Cabin Crew so satisfy the relevant service requirement for passenger evacuation. The minimum crew required is: Airplane
Cabin Crew In Charge (CIC)
Other Cabin Crew
A320
1
3
B737 300 / 500
1
2
Note : 1. No cabin crew may required on a non-revenue flight. However if any passengers are carried, the minimum required cabin crew shall be onboard. 2. In a full service flight and/or as company needed, the minimum 1 (one) additional cabin crew is required.
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Cabin Crew In Charge (CIC)
1. When more than one cabin crew is required, the composition of the cabin crew shall include a Cabin Crew In Charge (CIC) nominated by Citilink Indonesia. 2. Citilink Indonesia shall nominate cabin crew to the position of Cabin Crew In Charge (CIC) only if they: a) Have at least 24 months of experience as cabin crew; and b) Have successfully completed a Cabin Crew In Charge (CIC) training course and the associated check. 3. The Cabin Crew In Charge (CIC) training course shall cover all duties and responsibilities of Cabin Crew 1 and shall include at least the following elements: a) Preflight briefing; b) Cooperation with the crew; c) Review of Citilink Indonesia requirements and legal requirements; d) Accident and incident reporting; e) Human factors and crew resource management (CRM); and f) Flight and duty time limitations and rest requirements. 4. The Cabin Crew In Charge (CIC) shall be responsible to the PIC for the conduct and coordination of normal and emergency procedures specified in the operations manual, including for discontinuing non-safety-related duties for safety or security purposes. 5. If the nominated Cabin Crew In Charge (CIC) becomes unable to operate (incapacity), the function will be taken over by Cabin Crew 2. 4.1.4.3
New Hire Cabin Crew
A Cabin Crew is categorized as zero experience, following completion of type rating and the associated Flight Training under supervision, until he/she has flown 10 sectors within a consolidation period of 1 month. Maximum number of inexperienced Cabin Crew in a flight is 2 (two) Cabin Crew. 4.1.4.4
Additional Crew - Special Duties
For operational reasons it might be necessary to supplement the minimum required number of Cabin Crew with additional persons. These persons, to whom the qualifications and recency requirements for required cabin crew are not applicable, include the following but are not limited to: 1. Interpreters 2. Medical personnel 3. Ground engineers 4. Operations Auditors 5. Specialized service
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GENERAL Crew Composition
Designation of The PIC
4.2.1 General For each flight, Crew Scheduling Unit will designate a qualified PIC, who meets recency requirements. No pilot may accept a designation as a PIC unless, in addition to his qualifications and training, he/she has the recent experience and knowledge required considers him/her-self to be competent and fit for the task, in all respects. During training flights, supervision and check flights with the instructor occupying the RHS, the instructor will be nominated as the PIC of the flight. On flight which the instructor is observing the conduct of the flight from the observers seat he/she may not be the nominated PIC. He/she may assume command of the flight from a pilot only if, in his/her judgment, the safety of the flight necessitates it. Any change in command during flight shall be reported as soon as possible to Flight Following Unit and shall be entered in the Aircraft Flight Log. The Assigned PIC to a flight: 1. Must be qualified as PIC 2. Must be a captain and one of the pilots of the flight. 3. May delegate the conduct of the flight to a relief pilot (Captain), but remains PIC of the flight. 4. May delegate the handling of the aircraft to the co-pilot (pilot flying). 5. May in exceptional circumstances (e.g. unfit) assign another Captain as PIC for the remaining of the flight (any such change in command shall be reported as soon as possible to the Flight Following and the ATC). 6. Must have adequate knowledge of the route and the area to be flown and of the aerodromes including alternate aerodromes facilities and procedures to be use. No pilot may accept a designation as PIC unless, in addition to his qualifications and training, he has the recent experience and knowledge required and considers himself to be in all respects competent and fit for the task. 4.2.1.1
Period of Command
The period of command begins immediately when he/she reports for duty for his/her flights / series of flights and ends at the time of final relive. 4.2.1.2
Responsibility of Command
One Pilot will always be designated as PIC before each flight, when a crew consists of two qualified captains, one will be designated as PIC. The PIC shall be in command of the aircraft at all times and shall be responsible for the safety of persons and good carried, and for the conduct and safety of the crew members.
4.2.2
Two Captain Rostered Together
Whenever possible, command duties will be equitably shared amongst suitably qualified Captains. The Right Hand Seat Captain designated for First Officer is acting as PM only (NOT perform the takeoff and landing) unless abnormal / emergency situation is required.
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When two captains are paired together, it must be emphasized that task sharing during all normal and non-normal operations will be in accordance with the current SOPs. CM1 and CM2 as well as PF and PM duties remain the same. The following rules shall apply: 1. In case only one Captain is Right Hand Seat Qualified, then the Captain who is not right hand seat qualified will designated as the PIC. The captain designated co-pilot is responsible for accomplishing all of the duties required of a co-pilot. 2. In case both Captains are Right Hand Seat Qualified, then the Crew Scheduling shall designate a “Block PIC” who shall be responsible for all aspects of the non flying related block activities and shall be the contact point for the crew, Citilink Indonesia and for all other issues (transport, hotel, sickness, etc.). If both Captains are equally qualified, then the designation of the PIC shall be accomplished by Crew Scheduling taking into account: 1. The Managerial Pilots, for the position of: a) OFA; or b) OFQ; or c) OFS 2. The Training qualifications of the pilot. 3. ‘First Come First Served’ on that particular flight or block. Captain assignment as Co-Pilot (RHS) should has any: 1. Simulator and Flight Check by Company Check Pilot or 2. Current Flight Instructor License or Letter of Authorization by DGCA. Flight Crewmembers Responsibility In Case of Special Crewing
Line Training or Checking Commercial Flights No Training or Checking
Left hand seat
Right hand seat
Observer
CPT
FO
CCP
CPT
CCP
CPT/T
FIA/FIA1
FIA/FIA1
FO/T
Special flght (3)
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CPT
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FIA/FIA1
Lack of FO and No CPT Qulified on the Right Hand Seat
CPT
CPT(2)
FIA
FO/T
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Restriction may apply
CPT/T
FIA
FIA/FIA1
Restriction may apply
CPT/T
FIA
CPT/FO
FIA
FO/T
CPT/FO
Base Training
ZFTT Line Training
Remarks
Designated by the VP Flights Operations
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Note: 1. Safety additional pilot as required during Initial Line Training (Initial Operating Experience). 2. Captain trained on the right-hand seat, designated to be the FO for this flight and perform as PM. 3. Special flights = maintenance check, Aircraft positioning flight, acceptance flight, test flight etc. CPT
= Captain
FO
= First Officer
CCP
= Company Check Pilot
FIA
= Flight Instructor Aeroplane
FIA1
= Flight Instructor Aeroplane 1
CPT/T
= Captain on Training (Upgrading or Type Rating Qualification Training)
FO/T
= First Officer on Training (Initial or Type Rating Qualification Training)
OBS
= Observer
ZFTT
= Zero Flight Time Training
The Grey Box indicates the crewmember, who is designated to be the PIC of the flight.
Each time a CCP or FIA / FIA 1 is operating as Pilot Flying or Pilot Monitoring, he has to take the responsibility of the flight. When a CCP or FIA / FIA 1 is Observer, he must not interfere in any decision process except on the PIC request. Nevertheless, he may provide advice, at the appropriate time, about the management of the flight.
4.2.3
Manipulation of Controls
PIC must not allow any person to manipulate the controls of an aircraft during flight nor may any person manipulate the controls during flight unless that person is: 1. A qualified pilot of Citilink Indonesia operating that aircraft. 2. An authorized pilot safety representative of DGCA who has the permission of The PIC, is qualified in the aircraft, and is checking flight operations; or 3. For the safety of the flight, a pilot of another certificate holder who has the permission of The PIC, is qualified in the aircraft, and is authorized by the certificate holder operating the aircraft.
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4.3
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4.3.1
Flight Procedures
Refer to OM A Chapter “8.4.14 Incapacitation of Crew Members”.
4.3.2
Succession of Command In Case Of Incapacitation of The PIC
Flight crew composed of two pilots: The second pilot takes the authority over all persons on board the aircraft until the normal chain of command can be re-established. Flight crew composed of more than two pilots: The second pilot takes the authority over all persons on board the aircraft until a more qualified pilot (if any) takes the authority after having been informed by the second pilot and having acknowledged the overall situation and this until the normal chain of command can be re-established. Particular cases: 1. Presence on board of an Captain of the Company with the adequate type rating qualification: The Captain may stand in for PIC and takes the responsibility of the flight. 2. Presence on board of an Company First Officer with the adequate type rating qualification: The functioning Co-pilot on the flight takes the responsibility for the flight and the function of Pilot Flying. The First Officer, who was passenger, takes the lefthand seat and the function of Pilot Monitoring. 3. Presence on board of a Captain with the adequate type rating qualification, not being a member of the Company: The functioning Co-pilot may, if he considers it necessary, appeal to the Captain not being member of the Company after having checked his qualification and validity. The functioning Co-pilot should not use this help if there is a language problem. Each Cabin Crew must be trained in the procedure for flight crew member incapacitation.
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GENERAL Crew Composition
Operation On More Than One Type
4.4.1
Operation On More Than One Type for Flight Crew
1. When a flight crew member operates more than one aeroplane type or variant within one or more licence endorsement and associated procedures, Citilink Indonesia should ensure that: a) The minimum flight crew complement specified in the operations manual is the same for each type or variant to be operated; and b) The flight crew member does not operate more than two aeroplane types or variants for which a separate licence endorsement is required, unless credits related to the training, checking, and recent experience requirements are defined in data established in accordance with CASR 121 for the relevant types or variants. 2. When a flight crew member operates more than one aeroplane type or variant and associated procedures for type multi-pilot, but not within a single licence endorsement, Citilink Indonesia should comply with the following: a) Before exercising the privileges of more than one licence endorsement: -
Flight crew members should have completed two consecutive Citilink Indonesia proficiency checks and should have 500 hours in the relevant crew position in Commercial Air Transport (CAT) operations in Citilink Indonesia; or
-
In the case of a pilot having experience in Citilink Indonesia and exercising the privileges of more than one licence endorsement, and then being promoted to command in the Company on one of those types, the required minimum experience as PIC is 1 year and 1,000 hours, and the pilot should have completed two consecutive Citilink Indonesia proficiency checks before again being eligible to exercise more than one licence endorsement;
b) Before commencing training for and operation of another type or variant, flight crew members should have completed 6 months and 500 hours flying on the base aeroplane, which should include at least one proficiency check, unless credits related to the training, checking and recent experience requirements are defined in data established in accordance with CASR 121 for the relevant types or variants; c) After completion of the initial line check on the new type, 120 hours flying or 20 sectors should be achieved solely on aeroplanes of the new type rating, unless credits related to the training, checking and recent experience requirements are defined in data established in accordance with CASR 121 for the relevant types or variants; d) Recent experience requirements established in CASR 121 for each type operated; e) The period within which line flying experience for is required on each type shall be at least one (1) rest period and for pairing requirement flying experience on type, shall be at least conduct one 1 PID. f) When credits are defined in data established in accordance with CASR 121 for the relevant type or variant, this should be reflected in the training required (Recurrent training and checking) and: -
Two proficiency checks every year for each type. Citilink Indonesia proficiency check may be combined with the proficiency checks for revalidation or renewal of the aeroplane type rating or the instrument rating.
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Requires one line check every year for each type.
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Annual emergency and safety equipment training and checking should cover all requirements for each type.
4.4.2
Operation On More Than One Type for Cabin Crew
1. A cabin crew shall not be assigned to operate on more than three aircraft types. 2. For the purpose of point 1 and for cabin crew training and qualifications, Citilink Indonesia shall determine: a) Each aircraft as a type or a variant taking into account (refer to OM Part A Chapter 4.4.2.1); and b) Variants of an aircraft type to be different types if they are not similar in the following aspects: -
Emergency exit operation;
-
Location and type of portable safety and emergency equipment;
-
Type-specific emergency procedures.
3. The period within which line flying experience for is required on each type shall be at least one (1) rest period. 4.4.2.1
Determination of Aircraft Types and Variants
1. When determining similarity of location and type of portable safety and emergency equipment, the following factors should be assessed: a) All portable safety and emergency equipment is stowed in the same, or in exceptional circumstances, in substantially the same location; b) All portable safety and emergency equipment requires the same method of operation; c) Portable safety and emergency equipment includes: -
Fire-fighting equipment;
-
Protective breathing equipment (PBE);
-
Oxygen equipment;
-
Crew life-jackets;
-
Torches;
-
Megaphones;
-
First-aid equipment;
-
Survival and signalling equipment; and
-
Other safety and emergency equipment, where applicable.
2. The type-specific emergency procedures to be considered should include at least the following: a) Land and water evacuation; b) Inflight fire; c) Non-pressurisation, slow and sudden decompression; and d) Pilot incapacitation 3. When determining similarity of doors/exits, the following factors should be assessed: a) Door / exit arming and disarming; b) Direction of movement of the operating handle; c) Direction of door / exit opening;
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d) Power assist mechanisms; and e) Assisting evacuation means. 4.4.2.2
Safety Briefing for Cabin Crew
When changing aircraft type or variant during a series of flight sectors, the cabin crew safety briefing should include a representative sample of type-specific normal and emergency procedures and safety and emergency equipment applicable to the actual aircraft to be operated for the immediately subsequent flight sector.
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Chapter 5
Qualification Requirements
5.1 5.1.1
Flight Crew New Hire Flight Crew
The new hire flight crew with previous experience with turboprop engine, jet engine, or rated with instrument rating must undergo and pass the following process prior to joining the company: 1. Human Capital Interview 2. Technical Knowledge Interview 3. Test Of English for International Communication (TOEIC) 4. Minimum Language Proficiency (English) Level 4 5. Medical Class 1 Certificate 6. Psychoactive substances test 7. Technical competencies and skills 8. Aviation experience 9. Credentials and Licenses 10. Interpersonal skills 5.1.1.1
Rated Pilot
The requirements are: 1. Captain: a) 500 hours flight time as PIC on type in airline transport category; and b) 4,000 hours flight time experience in airline transport category; and c) Pass the requirement of OM Part A General Chapter 5.1.1 2. First Officer: a) 250 hours flight time experience on type (for expatriate); and b) Pass the requirement of OM Part A General Chapter 5.1.1 5.1.1.2
Non-Rated Pilot
The requirements are: 1. Captain: a) 500 hours flight time as PIC in airline transport category; and b) 4,000 hours flight time experience in airline transport category; and c) Pass the requirement of OM Part A General Chapter 5.1.1
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2. First Officer: a) 250 hours flight time in airline transport category; and b) Pass the requirement of OM Part A General Chapter 5.1.1 5.1.1.3
Zero Hour Pilot (local pilots)
The requirements are: 1. Has a current CPL (DGCA Licence), Multi Engine with Instrument Rating 2. Pass the requirement of OM Part A General Chapter 5.11
5.1.2
Entry Level Pilot Rank
RANK
FUNCTION
REQUIREMENTS
BAR-I
First Officer Below 1,000 total flight hours in airline transport category
BAR-II
First Officer Above 1,000 and below 2,500 total flight hours in airline transport category
BAR-III
First Officer Above 2,500 total flight hours in airline transport category
BAR-IIII
Captain
5.1.3 RANK
Current PIC in airline transport category
Upgrading Pilot FUNCTION
REQUIREMENTS 1. Pass Type Rating Ground Course; and
BAR-I
First Officer
2. Pass Full Flight Simulator Check; and 3. Pass Base / Confidence Flight Check by DGCA Inspector / DPER; and 4. Release from Line Training 1. First Officer Bar-I; and
BAR-II
First Officer
2. Minimum of 1,000 total flight hours in airline transport category (> 5,700 kgs MTOW); and 3. Minimum of 500 total flight hours after released Line Training in Citilink Indonesia; and 4. Minimum of 6 months service after released Line Training in Citilink Indonesia; and 5. Pass Line Check 1. First Officer Bar-II; and 2. Minimum of 2,500 total flight hours in airline transport category (> 5,700 kgs MTOW); and
BAR-III
First Officer
3. Minimum of 500 total flight hours on type after released Line Training in Citilink Indonesia; and 4. Minimum of 6 months service after released Line Training in Citilink Indonesia; and 5. Pass Line Check 1. First Officer Bar-III with Frozen ATPL; and 2. Minimum of 4,000 total flight hours in airline transport category (> 5,700 kgs MTOW); and 3. 500 flight hours on type after released Line Training in Citilink Indonesia; and 4. Minimum of 6 months service after released Line Training in Citilink Indonesia; and
BAR-IIII
Captain
5. Pass Type Recurrent and Proficiency Check Evaluation; and 6. Chief Pilot recommendation; and 7. Pass Captaincy Assessment Test; and 8. Release from Captaincy Training; and 9. Release from Line Check; and 10. As Company needs
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Qualifications and Requirements
Cabin Crew
5.2.1
New Hire Cabin Crew
5.2.1.1
New Hire Zero Experience
The requirements are: 1. Minimum age of 18 years; and 2. Hold at least 3rd Class Medical Certificate; and 3. Able to read, speak and understand English; and 4. Have passed examination of CASR and Type Rating; and 5. Have passed the required Cabin Crew knowledge test; and 6. Cabin Crew operational training at least 10 sectors 5.2.1.2
New Hire Experienced Cabin Crew
The requirements are: 1. Maximum age of 30 years; and 2. Hold of Flight Attendant Certificate (FAC)
5.3
Flight Operation Officer
5.3.1
New Hire Flight Operation Officer
Citilink Indonesia FOO must meet the requirement as follows: 1. Be at least 21 years of age. 2. Holds a valid and current FOO license. 3. Have 3rd class Medical Examination issued by DGCA. 4. Have satisfactorily completed operating familiarization consisting of observing operations from the flight deck operations in the type of airplane he is to dispatch within the preceding 12 calendar months. 5. Be able to read, speak, write, and understand the English language or have an appropriate limitation placed on his FOO licence. 6. Have demonstrated the ability to: a) Make an accurate and operationally acceptable weather analysis from a series of daily weather maps and weather reports; provide an operationally valid briefing on weather conditions prevailing in the general neighbourhood of specific air route; forecast weather trends pertinent to air transportation with particular reference to destination and alternates: b) Determine the optimum flight path for a given segment, and create accurate manual and/or computer generated flight plans; and c) Provide operating supervision and all other assistance to a flight in actual or simulated adverse weather conditions, as appropriate to the duties of the holder of a flight operations officer licence. 7. Pass a practical test given by the DGCA, with respect to type of aircraft used by Citilink Indonesia. 8. Have experience as prescribed in (a) through (c) a) A total of two years of service in any one or in any combination of the capacities specified in 1) to 3) inclusive, provided that in any combination of experience the period serviced in any capacity shall be at least one year: -
A flight crew member in air transportation; or
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A meteorologist in an organization dispatching aircraft in air transportation; or
-
An air traffic controller; or a technical supervisor of flight operations officers or air transportation flight operations systems; or
b) At least one year as an assistant in the dispatching of air transport; or c) Have satisfactoriry completed approved FOO training. 9. Have served under the supervision of a FOO for at least 90 working days within the 6 months immediately preceding the application. Flight Operations Officers should have demonstrated a comprehensive knowledge in the use of Operations Manual, aviation legislation and laws, aviation regulations, ATC procedures, meteorology, aircraft general, performance and planning, computerised flight plan, navigation, radio communication, and in the English language.
5.4
Specific Pilot Qualification
5.4.1
Technical Pilot
The Technical Pilot reports to the Manager Technical Pilot. Technical pilot is mainly in charge: 1. To monitor the technical configuration of the fleet 2. To establish the operational and technical differences between aircraft of a same fleet 3. To review aircraft operating procedures / flight standard in coordination with the Chief Pilot and the Manager Technical Pilot 4. To inform Chief Pilot and Manager Technical Pilot on any change in the procedures and especially when an OEB is applicable 5. To liaise closely with the Ops. Support Engineering unit: Aircraft performance, routes and airport studies, specific operations 6. To co-ordinate with the maintenance all technical matters including the establishment of the MEL 7. To liaise with the Ops. Support Engineering unit for aircraft performance matters 8. To liaise with Engineering and Maintenance Division to ensure the correct setting of the OEB reminder function and with Ops. Support Publication unit for the correct associated update of procedures in QRH and FCOM to follow the OEB cancellation process. 9. Conduct Acceptance Flight, Maintenance Test Flight, Technical Ferry Flight and when required by Company. Technical Pilot qualification 1. Holds current Flight Instructor Aeroplane (FIA) on appropriate company aircraft type rating 2. Completed Technical Pilot course
5.4.2
Right Hand Seat (RHS) Captain
1. PIC whose duties require them to operate in either pilot seat and carry out the duties of a co-pilot, or PIC required to conduct training or checking duties, shall complete additional training and checking as
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specified in the operations manual. The check may be conducted together with the Citilink Indonesia proficiency check. 2. The additional training and checking shall include at least the following: a) An engine failure during takeoff; b) A one-engine-inoperative approach and go-around; and c) A one-engine-inoperative landing. 3. When engine-out manoeuvres are carried out in an aircraft, the engine failure shall be simulated. 4. When operating in the FO’s seat, the checks for operating in the left seat shall, in addition, be valid and current. 5. The pilot relieving the PIC shall have demonstrated, concurrent with Citilink Indonesia proficiency checks, practice of drills and procedures that would not, normally, be his/her responsibility. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat.
5.5
Airport and Route Qualification (ARQ)
Citilink Indonesia shall only designate a flight crew member to act as PIC if he/she has adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; The PIC or the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area or to the aerodrome within a 12-month period. For commercial air transport (CAT) operations, the experience of the route or area to be flown and of the aerodrome facilities and procedures to be used should include the following: 1. Area and route knowledge a) Area and route training should include knowledge of: -
terrain and minimum safe altitudes;
-
seasonal meteorological conditions;
-
meteorological, communication and air traffic facilities, services and procedures;
-
search and rescue procedures where available; and
-
navigational facilities associated with the area or route along which the flight is to take place.
-
minimum safe flight level
-
enroute and terminal area arrival and departure procedures, holding procedures and authorized instrument approach procedures for the airport involved.
b) Depending on the complexity of the area or route, the following methods of familiarization and qualification should be used: -
for the less complex areas or routes, familiarization by self-briefing with route documentation, or by means of programmed instruction; and
-
in addition, for the more complex areas or routes, inflight familiarization and qualification as a PIC, observer, or familiarisation in a flight simulation training device (FSTD) using a database appropriate to the route concerned.
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2. Aerodrome knowledge a) Aerodrome training should include knowledge of obstructions, physical layout, lighting, approach aids and arrival, departure, holding and instrument approach procedures, applicable operating minima and ground movement considerations. b) Describe the method of categorization of aerodromes and, in the case of Commercial Air Transport (CAT) operations, provide a list of those aerodrome categorised as B or C. c) All aerodromes to which Citilink Indonesia operates should be categorized in one of these three categories: - Category A An aerodrome that meets all of the following requirements: a) An approved instrument approach procedure; b) At least one runway with no performance limited procedure for takeoff and/or landing; c) Published circling minima not higher than 1,000 ft above aerodrome level; and d) Night operations capability. Category B
-
An aerodrome that does not meet the category A requirements or which requires extra considerations such as: a) Specific approach aids and/or approach patterns; or b) Unusual local weather conditions; or c) Unusual characteristics or performance limitations; or d) Any other relevant considerations including obstructions, physical layout, lighting, etc. Category B*
-
An aerodrome that requires one of the active flight crewmember has flown to this airport previously within 12 calendar months; -
Category C An aerodrome that requires additional considerations to a category B aerodrome; Flights to and from a Category C Aerodrome shall be performed by an experienced PIC.
3. Prior to operating to a: a) Category B aerodrome, the PIC should be briefed, or self-briefed by means of programmed instruction or by route and airport information, on the category B aerodrome(s) concerned. b) Category C aerodrome, the PIC should be briefed and conduct an airport and route qualification flight with company instructor and/or undertake instruction in a suitable FSTD. 4. When Citilink Indonesia operates to a new airport, the flight shall be conducted by a FIA-1 as PIC. Note: Exception from above remain on VP Flight Operations responsibility.
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Qualifications and Requirements
Airport and Route Qualification Recency
1. The 12-months period should be counted from the last day of the month: a) When the familiarisation training was undertaken; or b) Of the latest operation on the route or area to be flown and of the aerodromes, facilities and procedures to be used. 2. When the operation is undertaken within the last 3 calendar months of that period, the new 12-month period should be counted from the original expiry date.
5.5.2
Competence Training
5.5.2.1
Route Competence Training
Route competence training includes knowledge of: 1. Terrain and minimum safe altitudes (Mountain areas, terrain above 10,000 ft, obstacles in descent and approach or during departure …) and associated escape and drift down procedures 2. Seasonal meteorological conditions (Cold or Hot weather, monsoon …) 3. En-route meteorological, communication and air traffic facilities, services and procedures 4. Search and rescue procedures (Signalling / Communication means and procedure, inhospitable area: Oceanic, Desert, Mountain, Jungle/Forest …) 5. Navigational facilities associated with the route along which the flight is to take place 6. Emergency / escape procedures dedicated to the area, defined escape procedure such as drift down over mountain. Depending upon the complexity of the route the following methods of familiarisation are used for: 1. Less complex routes: self-briefing with route documentation, or training course 2. More complex routes: in addition to the self-instruction or training course, inflight familiarisation under supervision or familiarisation in an approved simulator using a database appropriate to the route concerned. 5.5.2.2
Aerodrome Competence Training
Aerodrome competence training includes knowledge of: 1. Obstacles, general topography, physical layout, lighting, approach aids, minimum safety altitudes 2. Arrival, departure, holding and instrument approach procedures, applicable operating minima and ground movement 3. Impact of runway specificities and obstacles on aircraft performance at landing and at takeoff and in case of missed approach. 4. Communication and air traffic facilities, services and procedures Depending upon the complexity, aerodrome are classified in categories from A to C. Category A is given to the least demanding aerodromes, Category B aerodromes are more demanding and Category C aerodromes are applied to most demanding aerodromes.
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5.6
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Additional Flight Crew Qualification
When Citilink Indonesia has obtained a special approval for a specific operation, the involved crewmembers operating such a flight must have performed a dedicated training and checking. In addition a minimum of experience on such operation may be required.
5.6.1
Airborne Collision Avoidance System (ACAS) / Traffic Collisiion Avoidance System (TCAS)
Citilink Indonesia shall establish operational procedures and training programmes when ACAS/TCAS is installed and serviceable.
5.6.2
Performance Based Navigation (PBN) Performance Base Navigation (PBN) Enroute
Oceanic / Remote
Arrival
Continental
Approach Initial
Intermediate
Departure Final
Missed
RNAV10 RNAV 5
RNAV 5
RNAV 2
RNAV 2 RNAV 1
RNAV 1
RNAV 1
RNAV 1
RNAV 1
(PRNAV)
(PRNAV)
(PRNAV)
(PRNAV)
(PRNAV)
RNP 1
RNP 1
RNP 1
RNP 1
RNP 1
RNP APCH
RNP APCH
RNP APCH
RNP APCH
1
1
0.3
1
RNP 4 RNP 2
RNP 2
(LNAV &
(LNAV &
(LNAV &
(LNAV &
LNAV/NAV)
LNAV/NAV)
LNAV/NAV)
LNAV/NAV)
RNP APCH
RNP APCH
0.3
1
RNP AR
RNP AR
(LPV)
(LPV)
RNP AR
RNP AR
APCH
APCH
APCH
APCH
1 – 0.1
1 – 0.1
0.3 – 0.1
1 – 0.1
Performance requirements for aircraft and flight crew are a function of the specific RNAV or RNP performance of the considered airspace. 5.6.2.1
Area Navigation (RNAV) / Required Navigation Performance (RNP-X)
Citilink Indonesia provides each pilot receives appropriate training, briefings and guidance material before performing such operations. 5.6.2.2
Required Navigation Performance Authorized Required (RNP AR)
“Required Navigation Performance Authorization Required” (RNP AR) is required for approach (RNPAR APCH) where limiting obstacles exist and/or where only very low deviations on the flight path are acceptable (RNP 0.3-0.1). These procedures require additional levels of scrutiny, control and
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authorization. These procedures require more stringent RNP criteria, advanced aircraft capabilities and increased aircrew training. Any RNP AR procedures require a specific authorization from the authorities and flight crew must especially be trained for these specific approach procedures. The RNP AR APCH training programme must provide sufficient detail on the aircraft’s navigation and flight control systems to enable the pilots to identify failures affecting the aircraft’s RNP capability and the appropriate Abnormal or Emergency procedures. Training must include both knowledge and skill.
5.6.3
Reduce Vertical Separation Minimum (RVSM)
The following items should also (in addition to the operating procedures) be included in flight crew training programmes: 1. Knowledge and understanding of standard ATC phraseology used in each area of operations; 2. Importance of crew members cross-checking to ensure that ATC clearances are promptly and correctly complied with; 3. Use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot should review the application of static source error correction/position error correction through the use of correction cards; such correction data should be available on the flight deck; 4. Problems of visual perception of other aircraft at 300m (1,000 feet) planned separation during darkness, when encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns; 5. Characteristics of aircraft altitude capture systems that may lead to overshoots; 6. Relationship between the aircraft’s altimetry, automatic altitude control and transponder systems in normal and abnormal conditions; and 7. Any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness approval.
5.6.4
RESERVE
5.6.5
Dangerous Goods Transportation (DG)
Citilink Indonesia shall established and maintained a training programme for all personnel involved and demonstrate to the competent authority that adequate training has been given to all personnel.
5.7
Cabin Crew Qualification Requirement
To hold a valid license the cabin crew must have successfully completed all applicable training and checking required to perform his assigned duty. To be qualified on an aircraft type / variant a cabin crew must have completed the following training: 1. Aircraft type specific training 2. Citilink Indonesia conversion training 3. Difference training 4. Familiarization Then, the cabin crew performs every year a recurrent training to maintain the validity of his qualification.
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Other Operation Personnel
All personnel assigned to, or directly involved in, ground and flight operations must: 1. Be properly instructed, 2. Have demonstrated their abilities in their particular duties, and 3. Be aware of their responsibilities and the relationship of such duties to the operation as a whole.
5.8.1
Aircraft Towing
Citilink Indonesia shall ensure that an aeroplane is only towed on the movement area of an aerodrome if the person at the controls: 1. Is an appropriately qualified pilot; or 2. Has been designated by Citilink Indonesia and: a) Is trained to taxi the aircraft; b) Is trained to use the radio telephone; c) Has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control (ATC) signals and instructions, phraseology and procedures; d) Is able to conform to the operational standards required for safe aeroplane movement at the aerodrome. Refer ke CMM XV-3 Towing and Pushback Procedure.
5.8.2
Engine Run Up
No person may perform any Engine Ground Run Up except that person are qualified and authorized to do so by Chief Inspector. In the absence of Engine Run Up Authorization Holder where the aircraft are necessary to be run up prior check / trouble shooting engine. To minimize delay, the duty station engineer may request PIC to perform engine run up especially system check but not for engine performance check. All above applicable procedures to be considered applied and the PIC shall use the flight crew checklist. One senior mechanic stays in the cockpit and monitors the result after rectification.
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Crew Health Precautions
6.1
General
No person may serve as a crew member knowing that he or she has a physical deficiency or mental condition that: 1. Would render him or her unable to: a) Meet the requirements of their current medical certificate, or b) To discharge their responsibilities to a safe standard, or 2. Could endanger the safety of the aircraft or its occupants.
6.1.1
Illness or Incapacitation While On Duty
Any crewmember who becomes ill or incapacitated while on flight duty or during a stop over period at an outstation must report the matter to the PIC at the earliest opportunity. PIC should be aware that a sudden deterioration in health might be an indication of the onset of a dangerous or infectious complaint. Carriage of a flight crew and/or cabin crew who is ill is not authorised without permission from the medical examiner at Flight Operation Office (Flops). A medical certificate must be obtained stating whether the individual is fit for duty, or alternatively for travel. A written report must be submitted by the PIC and the ill or incapacitated crewmember as soon as practicable after return to the main base. The PIC should arrange for the arrival time of the crewmember concerned at the main base to be notified to the Flight Following Unit. The PIC has an overall responsibility for ensuring that all of the crew is fit for duty, even if a report of sickness is not received. In the case of PIC incapacitation the normal devolution of command to the First Officer applies.
6.1.2
International Regulation
PIC must report any cases of illness onboard aircraft (excluding cases of airsickness and accidents) on landing at an airport. The details are to be given in the appropriate part of the Aircraft General Declaration. Cases of ill passengers disembarked during the flight must also be reported on arrival.
6.1.3
Quarantine Regulation
When a passenger on board shows symptoms which might indicate the presence of a major disease, the PIC of an arriving flight must ensure that the airport medical or health authority have been informed. It is the responsibility of the airport medical or health authority to decide whether isolation of the aircraft, crew and passengers is necessary.
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On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or attempt to off load cargo or catering until such time as authorised by the airport medical or health authority. Each station, in conjunction with the airport medical or health authorities will devise a plan that would provide, when necessary, for: 1. The transport of suspected cases of infectious diseases by selected ambulances to a designated hospital. 2. The transfer of passengers and crew to a designated lounge or waiting area where they can be isolated from other passengers until cleared by the airport medical or health authorities. 3. The decontamination of the aircraft, passenger baggage, cargo and mail and any isolation lounges used by passengers or crew suspected of having infectious diseases.
6.1.4
Drugs and Alcohol Testing Policy
A preventive pro-active drug and alcohol testing program is a cornerstone of the Citilink Indonesia Safety Program. All Citilink Indonesia staff members who conduct safety sensitive duties or activities are subject to a random alcohol and drug testing. For random testing Citilink Indonesia follows an annual Drug and Alcohol Test schedule. Citilink Indonesia has outsourced its drug & alcohol testing program to a third party: Rumah Sakit Ketergantungan Obat (RSKO) as a Representative Hospital from the Department of Transportation Indonesia. 6.1.4.1
Test Method
Immunochromatography for Drug & Alcohol Test with urine specimen. The drug and alcohol testing is in compliance with the CASR 91.17 and 121 drug and alcohol testing program. 6.1.4.2
Employees Who Must Be Test
Each employee, including any assistant, helper, or individual in a training status, who performs a safetysensitive function listed in this section directly or by contract (including by subcontract at any tier) for an employer must be subject to drug testing under an anti-drug program. This includes full-time, part-time, temporary, and intermittent employees regardless of the degree of supervision. The safety-sensitive functions are: 1. Flight crewmember duties 2. Cabin crew duties 3. Flight instruction duties 4. Aircraft dispatcher duties 5. Aircraft maintenance and preventive maintenance duties 6. Ground security coordinator duties 7. Any person conducting duties on the ramp and/or near aircraft or equipment 6.1.4.3
Substances for Which Testing Must Be Conducted
Citilink Indonesia shall test each employee who performs a safety-sensitive function for evidence of marijuana, cocaine, opiates, phencyclidine (PCP), and amphetamines during each test alcohol testing for Citilink Indonesia staff is according to the zero tolerance philosophy.
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Crew Health Precautions
Problematic Use of Alcohol / Psychoactive Substances
Citilink Indonesia will test each employee who performs a safety-sensitive function and who is reasonably suspected of having used a prohibited drug and or alcohol. The decision to test must be based on a reasonable belief that the employee is using a prohibited drug and or alcohol on the basis of specific contemporaneous physical, behavioral, or performance indicators of probable drug or alcohol use. The direct supervisor of such suspected employee or his superiors can order the test on drug & alcohol usage and the employee must be suspended from all duties and activities till the results of the test are known. For such immediate test either staff of RSKO or any authorized clinic or hospital. Can be requested to proceed to the workplace of such employee or the employee can be send to the relative hospital accompanied by a Citilink Indonesia security staff member. The results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates the presence of any drugs in the body.
6.1.5
Blood Pressure, Alcohol and Drugs Tests
Citilink Indonesia shall examine medical condition for each pilot and cabin crew before performing their duties for operational of the aircraft. No person may act or attempt to act as a Citilink Indonesia crewmember: 1. Within 12 hours after consuming any alcoholic substance, and/or 2. Under the influence of alcohol and/or drug that affects the person’s faculties in any way contrary to safety, and/or 3. Having 0,025 percent by weight or more alcohol in the blood, and/or 4. Having Blood Pressure, and/or : Category
Sistol (mmHg)
Diastol (mmHg)
Optimum
< 120
< 80
Normal
< 130
< 85
Level 1
140-159
90-99
Level 2
160-179
100-109
Note: 1. Blood pressure in Level 1 is required medical personal advice 2. Blood pressure in Level 2 is not allowed to act as crewmember
5. For point 3) and 4) medical personnel may give any discretion to forbid any person to act or attempt as Citilink Indonesia crewmember. Citilink Indonesia shall prepare medical condition monitoring system for each pilot and cabin crew before performing their duties for operational of the aircraft and examining minimum for blood pressure and alcohol contamination for each first flight of the day.
6.1.6
Narcotics
The consumption of narcotics is not allowed for crewmembers unless approved by the medical department.
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Drugs, Sleeping Tablets and Pharmaceutical Preparations
Crewmembers should not undertake flying duties while under the influence of any drug that may adversely affect performance. Pilots should know that many commonly used drugs have side effects liable to impair judgement and interfere with performance. Ideally crewmembers should not fly on duty whilst taking any medication. When in doubt pilots should contact the medical department to establish whether medication being taken precludes flight duties or not. The following are some of the types of medication in common use which may impair reactions. There are many others and when in doubt a pilot should consult the medical department. Hypnotic (Sleeping Tablets) Use of hypnotics must be discouraged. They may dull the senses, cause confusion and slow reactions. Antihistamines All antihistamines can produce side effects such as sedation, fatigue and dryness of the mouth. Quite commonly they are included in medication for treatment of the common cold, hay fever and allergic rashes or reactions. Some nasal sprays and drops may also contain antihistamines. Tranquilliser, Antidepressants and Psychotic Drugs All these types of drugs preclude crewmembers from flight duties because of the underlying condition for which they are being used as well as the possible side effects resulting from them. Flight duties should not be resumed until treatment with these types of drugs has been discontinued and until the effects of the drugs have entirely worn off. This can take several days in some instances. Antibiotics The underlying condition for which antibiotics are being taken may prevent a pilot from flying. However, most antibiotics are compatible with flying. Obviously, where any hypersensitivity is feared, the suspect antibiotic must not be used. A pilot should have previous experience of the antibiotic prescribed, or, alternatively, have a trial of it for at least twenty-four hours on the ground before using it during flight duties. Analgesics (Pain killers) With a lot of analgesics and anti-inflammatory agents, there is risk of gastric irritation or haemorrhage. Ideally doctor’s advice should be sought before using them. Steroids (Cortisone, etc.) Use of steroids, with few exceptions, precludes flight duties. Anti-malarial Most anti-malarial preparations used for prevention and taken in recommended dosage are considered safe for flight duties.
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Anti-diarrhoeas As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may cause sedation, blurring of vision, etc., great care must be exercised in their usage by crewmembers. In most cases grounding for a time may be necessary. Appetite Suppressants These preparations can affect the central nervous system and should not be taken during flight duties. Anti-hypertensives (Drugs for treating blood pressure) Certain therapeutic agents are compatible with flying activity. They should be prescribed only by a doctor experienced in aviation medicine. Sufficient time must be allowed to assess the suitability and the possible side effects before resuming flight duties. Alcohol Alcohol, combined with most of the types of medication is a most undesirable and dangerous combination.
6.1.8
Immunization
Aero-medical clearance must be obtained after immunization. Medical advice is to be sought concerning the period to be observed before returning to flying duties following an immunization. Crewmembers are responsible for the validity of their individual vaccination certificates. All data concerning the period of validity of a vaccination are given in the respective document. Crewmembers must present their vaccination certificates to the appropriate authorities when required to do so.
6.1.9
Deep Diving
Flying in pressurised aircraft after deep diving can result in the bends (decompression sickness). 24 hours is a suitable minimum length of time to allow after normal recreational (sport) diving before returning to flying duties. But a good practice is that a crewmember should not practice deep diving to a depth exceeding 10 metres within 48 hours before a flight assignment.
6.1.10
Fatigue
A crewmember shall not commence a flight duty or continue a flight duty after an intermediate landing if he is aware that he is too fatigued or will be too fatigued before next landing. The basic responsibility in fatigue management rests with the individual crewmember who should report for duty in a reasonably rested state and in an emotionally fit state to perform his expected duty. This includes attention to such factors as sleep, personal fitness and health, life-style and activities prior to flight. Due allowance for any adverse effects of these factors should be taken into account to ensure that fatigue which would significantly affect operating performance is not encountered during flight duties.
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Pregnancy
Any crew member who becomes pregnant must immediately, upon becoming aware of such pregnancy, notify management. Continued flying duties will be subject to best industry practices and actual medical condition. A pregnant crew member may be assigned non flying duties by mutual agreement.
6.1.12
Blood Donations
A crew member must not perform duties on an aircraft following blood donation except when a reasonable time period has elapsed. Following a blood donation the volume of blood lost is made up in a matter of some hours but the cellular content can take some weeks to return to the previous level. Crewmembers should not volunteer as blood donors whilst actively flying. A crewmember should not donate blood within 48 hours before a flight assignment.
6.1.13
Meal Precautions Prior To and During Flight
Cases of acute food poisoning in the air continue to occur sporadically and surveys of incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders pose by far the commonest threat to flight safety. No other illness can put a whole crew out of action so suddenly and so severely, thereby immediately and severely endangering a flight, as food poisoning. Any food, which has been kept in relatively high ambient temperatures for several hours after preparation, should be regarded with extreme suspicion. This applies particularly to the cream or pastry, which is commonly part of a set aircraft meal. The re-heating process usually used in aircraft for the main course of a meal rarely destroys food poisoning organisms and the toxins they produce. These toxins are tasteless and cause no unpleasant odours. Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after contaminated food is eaten, common sense rules should be observed as far as practicable in respect of meals taken within 6 hours of a flight. For any crewmember, before and during flight it is essential to avoid eating easily perishable foods as well as foods and drinks served cold. This is most important with milk and cream products, mayonnaise, sauces, salads, meat pies and other meat products. In order to eliminate, as far as possible, the risk of food poisoning, the Captain and First Officer should not partake of the same dishes before or during a flight. 6.1.13.1
Symptoms and Treatment of Poisoning
The character and severity of the symptoms depend on the nature, the dose of the toxin and the resistance of the patient. Onset may be sudden. Malaise, anorexia, nausea, vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varying degree of prostration may be experienced. Bed rest with convenient access to bathroom, commode, or bedpan is desirable. Severe cases should be hospitalised. Treatment is mostly symptomatic and all cases should be seen by a medical doctor.
6.1.14
Sleep and Rest
Although the controls on flight and duty periods are intended to ensure that adequate opportunities are provided for crewmembers to obtain rest and sleep, individuals should ensure that proper advantage is taken of such opportunities.
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GENERAL Crew Health Precautions
Surgical Operations
Aero-medical advice should be sought prior to returning to flying duties following any surgical operation.
6.1.16
Vision Correction
All crewmembers who are required by the licensing authorities to wear corrective lenses in order to satisfy visual requirements laid down for the granting of licences, are required to carry a spare pair of spectacles with them on all occasions whilst operating their licence. Spectacles, either corrective or anti-glare, when worn by crewmember during flight should be of a type of frame that allows maximum peripheral vision. The examination for the prescription of a spectacle correction should ideally be carried out by an examiner with some understanding of the problems of vision in aviation. 6.1.16.1
Near Vision Correction
Where the only correction necessary is for reading, pilots should never use full lens spectacles while flying - because the pilot’s task requires frequent changes from near to distant vision and the latter is blurred by reading glasses. Half moon spectacles or lower segment lenses with a neutral upper segment should be used in these circumstances. 6.1.16.2
Near and Distant Vision Correction
Where correction for both near and distant vision is required, bifocal lenses are essential and pilots should discuss with their medical examiner the shape and size most suitable for each segment. Where triple correction is necessary for reading, the instrument panel range and distant vision, then specialist advice is required. 6.1.16.3
Eye Protection
Sunglasses reduce the vision drastically. Therefore, they should only be used when necessary for longer periods due to dazzling of clouds and sun. For such protection, sunglasses with maximum peripheral vision are recommended. These must not be polarized as they may cause blurred and reduced vision when used in airplane with laminated windshields.
6.1.17
Humidity
The relative humidity of cabin air is much lower in flight than that to which we are accustomed. Coffee and especially black coffee, being a diuretic (kidney stimulant) can exacerbate the effects of reduced humidity. Symptoms resulting from low humidity are dryness of the nose, mouth and throat and general tiredness.
6.1.18
Diurnal Rhythm
It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means that our chemical, psychological and physiological activity are high during our normal waking hours, and are low during our normal sleeping hours. They reach the lowest point at about 4 a.m. When we fly across time zones, that are either east-west or westeast, we may interrupt our diurnal cycle. However, there is no proof that this is harmful to our health.
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To minimise the tiring effects of interruption to our day-night biological cycle we should: 1. When away from home adhere as much as possible to the home time for sleeping, eating and bowel function 2. Take adequate rest before flight 3. Eat light snacks at three or four hourly intervals to increase alertness.
6.1.19
Aircraft Cabin Disinsection
If required by the destination country, Citilink Indonesia will perform disinsection spraying in several aircraft areas in specified times. Disinsection is permitted under international law in order to protect public health, agriculture and the environment. This is to help prevent the spread of insects and the bacteria or viruses which they carry, which can cause disease in humans, plants or animals.
Cabin Crew Procedures CARGO HOLDS
PRE-SPRAY
TOP OF DESCENT
1. Take red can.
1. Take green can.
1. Take blue can.
2. CIC give the can to ramp handling officer.
2. CC perform cabin spraying from FWD to AFT.
2. CC perform cabin spraying from FWD to AFT.
3. CIC Receive empty can from ramp handling officer.
3. CIC collect empty can.
3. CIC collect empty can. 4. CIC fill the Cabin Disinsection Certificate.
4. CIC collect empty can.
Note: - A PRE and TOP OF DESCENT spray must be applied to the flight deck, all lavatories, all galleys, and all compartments for 2-3 seconds each. CC should hold can at arm’s length at a slow walking pace of not more than one step or one row per second. Direct the spray into the open compartment. For effective disinsection the whole cabin area should be sprayed. - At destination airport, CIC should hand over empty cans and the Cabin Disinsection Certificate to ramp handling officer. WARNING • Do not use any spray next to the smoke detector to avoid a smoke alert. • Do not spray directly to human, food and beverage.
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Crew Health Precautions
Tropical Medicine
6.2.1
Tropical Climate
Two types of climate can be expected in the tropical zone: 1. The dry desert climate with very high day temperatures and very cold nights. 2. The humid hot climate with both day and night high temperatures and humidity around 90 %. These very hot and humid conditions can be very tiring and tend to reduce working intensity. When the surrounding temperatures are higher than those of the body, the defence mechanism of the body gives off heat in the form of perspiration. If we perspire a lot we should increase our liquid and salt intake. It is important to protect oneself from: 1. Utraviolet radiation of the sun: This is the radiation that causes sunburn or snow blindness. Protection against ultraviolet radiation is best achieved by limiting our sunbathing to short periods, by the use of barrier creams and lotions and by the use of reliable sunglasses. 2. Infrared radiation: This is the radiation that causes “sun-stroke” and can be guarded against by the use of light coloured headwear. Be careful of alcoholic intake. Siesta during the hot hours of midday is recommended.
6.2.2
Hygiene
Particular care should be taken regarding hygiene in hot countries. Drinking Water
Supply of pure drinking water is the exception in tropical and sub-tropical areas. Water from the tap must be regarded as infected, even when it is merely used for brushing the teeth. A guiding principle should be, not to drink any water that is not purified by boiling, or by chemical disinfecting (chlorinating). The common infections dealing with water are typhoid fever, paratyphoid fever, and dysentery.
Milk
Unboiled milk can be a source of infection.
Recommended Drinks
Boiled drinks and beverages in bottles. Make sure the bottles are opened in your presence.
Ice
Ice is very often contaminated. Do not use ice in your drink.
Fruit
Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruits: oranges, bananas, mangoes, pineapples, etc., wash fruit before peeling. Wash grapes before eating.
Salads and Raw Eating salads or raw vegetables runs the risk of worm infestation or of contracting amoebic Vegetables dysentery. Meats
Eat only fresh meat that has been freshly cooked. Avoid raw or cold meats.
Fish
Eat only fresh fish freshly cooked. Avoid shellfish especially oysters.
Bathing
Use only purified pools or open sea. Fungus diseases are common in hot humid climates. When bathing, it is advisable to plug your ears with cotton wool to prevent fungus infection of ear canal. Also wear shoes at poolside to avoid fungus infection of feet.
6.2.3
Tropical diseases
Tropical diseases are not confined entirely to the tropics but can occur almost anywhere. However their incidence and frequency are influenced by local factors. Tropical diseases are mainly transmitted in the following ways: 1. Through insect stings or bites 2. Through healthy skin by other parasites
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3. Through food and drink 4. From the ground 5. Person to person Following insects transmit disease: 1. Mosquitoes transmit Malaria, Yellow Fever, Dengue Fever and Sandfly Fever 2. Tsetse Fly (Central Africa) transmit sleeping sickness 3. Lice transmit Typhus, relapsing fever, spotted fever 4. Rat Fleas transmit Plague. Protective measures against insects: Sleeping quarters should be free of insects. Use mosquito nets over beds. Nets should be taut and should not come in contact with body, or use insecticide. Protect the skin by using an insect repellent on clothes or skin, with special attention at nightfall Following diseases are contracted through the skin: 1. Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from such snails into the water and on contact with the skin pass into the human body. 2. Weil’s Disease: The germs of this disease are excreted in rat’s urine. They can penetrate the skin of bathers. 3. Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters, in shallow rivers and lakes, hardly ever in seawater. Protective measures to avoid contagion through the skin: Avoid inland water. Bathe only in pools with purified water or in the sea. Use cotton wool earplugs. Wear shoes when walking around the pool.
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6.2.4
Main Tropical Diseases
6.2.4.1
Amoebiasis (amoebic dysentery)
Causative Parasite
Amoebiasis is due to the ingestion of a unicellular parasite, the Entamoeba Histolytica. This is followed by an infection of the intestinal tract.
Distribution
Although most prevalent as an endemic disease of tropical and sub-tropical countries, insanitary disposal of excreta and primitive methods of water purification may result in its introduction into temperate zones.
Source of Infection
Water polluted by infected faeces is the commonest source of infection, hence the prophylactic importance of safe drinking water. Other sources of infection are, foods grown on soils manured by infected excreta, flies and food handlers.
Clinical features
Clinically the disease is characterised by an insidious onset, frequent febrile relapses and a tendency to chronicity. Diarrhoea is the outstanding symptom, but it may be absent. There is abdominal pain with blood and mucus in the stools.
Complications
1. Inflammation of the liver 2. Liver abscesses 3. Inflammation of the gall bladder and bile ducts.
Treatment
Consists in rest, diet and a course of therapy, which varies with the type of case.
Prophylaxis
No vaccination or inoculation is available, nor is there any chemical prophylaxis such as is used to prevent Malaria. General hygiene measures.
6.2.4.2
Malaria
Transmission
Infection takes place through the bite of an infected anopheles mosquito and transmission of the parasite into the human blood stream.
Geographical distribution
Variable, consult medical department.
Incubation period
The incubation period usually ranges from 10 to 35 days.
Morbidity
Malaria causes several million deaths each year.
Symptoms
An acute, sometimes chronic, often recurrent, febrile disease characterised by periodic paroxysms of chills followed by high fever and sweating due to the presence of parasites in blood. The early stage of the illness can very easily be confused with many other infectious diseases, the more so if this occurs after return to a temperate region where your doctor may not think immediately of the possibility of Malaria.
Prophylaxis
Preventive measures include use of insect repellent sprays to protect skin, screens on doors and windows, mosquito netting in bedrooms, sufficient clothing to cover as much as the skin surface as possible against mosquito bites (this is important after sundown). It is not possible to produce permanent immunity either chemically or by the use of vaccines. Therefore chemical prophylactic drugs are only effective as long as they are taken regularly.
Treatment
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Under medical supervision. Malaria can be fatal if treatment is delayed. Therefore after having been in a malarial area, if you feel unwell or have an unusual temperature within four weeks of leaving the area, tell your doctor; don’t wait to be asked.
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Typhoid and Paratyphoid Fevers
They are ingestion diseases characterised by high fever and intestinal symptoms. Transmission
Typhoid fever is conveyed by water contaminated by sewage; by articles of food grown in or gathered from water, e.g. shellfish and watercress; or by diary or cooking utensils washed in such water. Paratyphoid fever is rarely water borne; recorded epidemics are few. The disease is usually disseminated by foodstuffs contaminated by carriers.
Geographical Incidence
The disease is likely to occur wherever the water supply is impure. Generally speaking the less satisfactory the sanitation and more prevalent is enteric fever. However, with the use of adequate drugs, cases of death are now rare.
Incubation Time
From 7 to 21 days.
Symptoms
Vague symptoms of illness tending to increase in severity throughout the first week. Lassitude, frontal headache, general aches and pains, disturbed sleep, anorexia and thirst, abdominal discomfort, temperature rising to 40°C, diarrhoea with or without bleeding.
Precautions
Strict hygiene of food and drink.
Prophylaxis
Is by inoculation. The inoculation is not an international requirement for entry into any country. Inoculation is strongly recommended when travelling to regions of poor general hygiene. Note: Aircrew should not fly within 48 hours after inoculation. Inoculation may be followed by a slight general feverish reaction.
6.2.4.4
Cholera
Geographical distribution
Outbreaks of the disease usually are explosive and limited. Cholera is endemic in many areas of Asia.
Transmission
Cholera is spread by the ingestion of water and foods contaminated by the excrement of patients.
Incubation period
Is short, usually 1 to 6 days.
Symptoms
Sudden onset. Initial symptoms are nausea, vomiting and diarrhoea, with variable degrees of fever and abdominal pain. If diarrhoea is severe the resultant dehydration may lead to intense thirst, muscle cramps and weakness.
Prognosis
In many cases the outlook depends largely on early and adequate therapy.
Prophylaxis
Strict hygiene of food and drink. In many countries cholera has been controlled by the purification of water supplies, proper disposal of human excrement.
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Crew Health Precautions
Dysentery
Definition
An acute infection of the bowel, characterised by frequent passage of stools accompanied by abdominal cramps, malaise and fever.
Incidence
Incidence is worldwide, but it is particularly common in hot climates.
Source of Infection
The source of infection is the excreta of infected individuals. Organisms are spread from individual to individual by the direct faecal-oral route. Indirect spread by contaminated food and inanimate objects is common, but water borne disease is rare. Flies serve as carriers. Epidemics occur most frequently in overcrowded populations with inadequate sanitation. It is particularly common in younger children living in endemic areas, whereas adults of these regions are relatively resistant to infection and usually have less severe disease.
Incubation period
Very short, some hours to a few days.
Symptoms
Depend on severity. May have painful colicy diarrhoea. Maybe raised temperature and vomiting. The disease usually shows great individual variation.
Prophylaxis
There is no effective inoculation. Strict hygiene of food and drink.
Treatment
There are many effective medicines available for disinfection of the gastro-intestinal tract. It is advised to consult a doctor.
6.2.4.6
Yellow Fever
Definition
An acute infectious virus disease occurring in tropical and sub-tropical zones.
Geographical Distribution
Particularly in tropical Africa and South and Central America. Unknown in Asia.
Incubation period
3 to 6 days.
Causative Organism
The virus that causes the disease is transmitted by the bite of a female mosquito, which previously has become infected through feeding on the blood of a patient during the early stages of an attack.
Symptoms
Characterised by sudden onset, fever with relatively slow pulse, the face is flushed, eyes infected, gums congested, tongue red and pointed. Vomiting and constipation are common. Jaundice appears after the third day.
Prophylaxis
By inoculation. Period of validity of vaccination is 10 years.
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Chapter 7
Flight Time Limitation
7.1
Citilink Indonesia Responsibilities
Citilink Indonesia shall: 1. Publish duty rosters sufficiently in advance to provide the opportunity for crew members to plan adequate rest; 2. Ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently free from fatigue so that they can operate to a satisfactory level of safety under all circumstances; 3. Specify reporting times that allow sufficient time for ground duties; 4. Take into account the relationship between the frequency and pattern of flight duty periods and rest periods and give consideration to the cumulative effects of undertaking long duty hours combined with minimum rest periods; 5. Allocate duty patterns which avoid practices that cause a serious disruption of an established sleep / work pattern, such as alternating day/night duties; 6. Comply with the provisions concerning disruptive schedules. 7. Provide rest periods of sufficient time to enable crew members to overcome the effects of the previous duties and to be rested by the start of the following flight duty period; 8. Plan recurrent extended recovery rest periods and notify crew members sufficiently in advance; 9. Plan flight duties in order to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the sector and turnaround times;
7.1.1
Crew Scheduling
1. Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper level of alertness. When developing a workable roster, Citilink Indonesia should strike a fair balance between the commercial needs and the capacity of individual crew members to work effectively. Rosters should be developed in such a way that they distribute the amount of work evenly among those that are involved. 2. Schedules should allow for flights to be completed within the maximum permitted flight duty period and flight rosters should take into account the time needed for preflight duties, taxiing, the flight- and turnaround times. Other factors to be considered when planning duty periods should include: a) The allocation of work patterns which avoid undesirable practices such as alternating day/night duties, alternating eastward-westward or westward-eastward time zone transitions, positioning of crew members so that a serious disruption of established sleep/work patterns occurs; b) Scheduling sufficient rest periods especially after long flights crossing many time zones; and c) Peparation of duty rosters sufficiently in advance with planning of recurrent extended recovery rest periods and notification of the crew members well in advance to plan adequate pre-duty rest.
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Crew Responsibility
Each air crew member must: 1. Obtain sufficient rest before commencing flight duty to enable completion of the rostered flight. 2. Comply with all flight and duty time limitations and rest requirements applicable to their activities. 3. Make optimum use of the opportunities and facilities for rest provided by Citilink Indonesia and use their rest periods properly so as to minimize the risk of fatigue. Citilink Indonesia Crew Scheduling will: 1. Construct work patterns which will avoid as far as possible such undesirable rostering practices as alternating day / night duties and the positioning of air crews in a manner likely to result in a serious disruption of established sleep / work patterns. 2. Plan time off and also ensure that air crews are notified of their allocation well in advance. Any crew member shall not commence a flight duty or continue a flight duty after intermediate landing, if he or she is aware that they are too fatigued or will be too fatigued before next landing.
7.1.3
Flight Duty Records
1. Citilink Indonesia shall maintain, for a period of 6 months: a) Individual records for each crew member including: -
flight times;
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start, duration and end of each duty period;
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rest periods and days free of all duties; and
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assigned home base;
b) Reports on extended flight duty periods and reduced rest periods. 2. Upon request, Citilink Indonesia shall provide copies of individual records of flight times, duty periods and rest periods to the crew member concerned.
7.2
Duty Schedule
A Duty Schedule is an assignment that is given to the air crew members as a responsibility that has to be carried out according to their respective functions. Flight Crew schedule is made by the Crew Scheduling Section, the Cabin Crew Scheduling Section prepares Cabin Crew schedule, and each Chief conducts monitoring. Each Aircrew will obtain the above mentioned schedule at least two days prior to the end of the ongoing schedule (unless under specific circumstances) via CrewNet Line (Geneva) or may be via other electronics means of communication individually. Basically, the assignments of the Crew are divided into the assignments in the Crew Operating Pattern (CROPA) or the assignments in the Ground Pattern (GP). The aircrew has to be given a Rest Period according to the valid regulations. A CROPA may be a combination of the Crew’s Duty Assignment as an Active Crew (ACT), as an ordinary passenger or as a Dead Heading Crew (DHC).
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Crew Operating Pattern (CROPA)
A CROPA, also known as Crew Rotation, is a Duty Schedule that consists of 1 (one) Journey or more operated by the aircrew starting from departure from *Base in the first Journey until the return to the *Base in the last Journey. Each CROPA has a Pattern Identifier (PID) that consists of two to six alphanumerical characters. A Journey, known also as the Duty Cycle, is a flight activity (including Transit Time between two sectors) that begins at the first Sector and ends at the last Sector continuously. A journey is considered completed if ended by a Lay-Over Time. A Journey does not include Aircrew activities prior to the first sector and after the last sector. Company policy enables Rest Time given in a hotel if Transit Time is perceived to be possible although the mentioned Rest Time will not be considered as a Lay-Over Time. If this is applied, as long as the Flight Duty Limit is not exceeded, the Journey is considered as the same Journey whether the Split Flight Duty Time is applied or not. A Journey may consist of only one Sector (i.e. Test Flight, Training Flight, etc.). A Journey can also have a Transit Time at the *Base that does not make the Journey end. The length of a Journey is determined & limited by Flight Time, Flight Duty Time. A Sector is the smallest flight module of a CROPA. A Sector begins at the Block-Off at the Departure Station (DEP STN) and finishes at the Block-On in the Arrival Station (ARR STN). In special cases such as diversion, RTA, RTB, etc. the DEP STN may be also same as the ARR STN. The Flight Time measures the length of a Sector. The use of the term Estimate Time of Departure (ETD) is to approximate the start of a Sector. The term Estimate Time of Arrival (ETA) is the approximation of the end of a Sector. * Note: The term Base is applicable for crews who are based in JKT and SUB.
7.2.2
Ground Pattern
A Ground Pattern are activities that supporting flight operation such as activities that is closely related to Flight Duty (such as Reserve and Standby) including certain Company activities that is not directly related with the flight such as attending a seminar or a course. Each Ground Pattern has a Pattern Identifier (PID) that consists of two to five alphanumerical characters.
7.2.3
Duty Schedule Revisions
With consideration of crew Rest Period, basically a revise could be done at any time especially for Duty Reserve and Duty Standby. Due to circumstances outside the original planning, the Duty Schedule may be revised before or during the ongoing schedule. The instruction of Duty Schedule Revision can be notified either by electronic means or paper means such as Crew NetLine (Geneva), telephone / mobile phone or telex. At home base, the primary means for schedule revision is using Crew NetLine (Geneva). Each changing of schedule either cancellation or revision less than 24 hours from original schedule shall be backed up by telephone. The latest time for schedule revision notification by crew tracking to aircrew is at 22.00 LT or 15.00 UTC. Aircrew must check the Crew NetLine (Geneva) at or after 22.00 LT or 15.00 UTC. Schedule revisions that Schedulled Time Departure at 22.00 - 09.00 LT or 15.00 - 02.00 UTC will be given a back up notification using telephone 4 hours before ETD. Those who are authorized to make Duty Schedule Revision are the Crew Tracking, Crew Dispatch, Flight Movement Control, Chief Pilot (for pilots), Chief Cabin Crew (for cabin crews) or Vice President Flight Operation in special cases.
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If irregularities happen, CROPA can be shortened or lengthened and can be applied to all aircrew or only one individual case. Notification about any changes should be done as early as possible, however, this does not mean that notification cannot be given at Home Base at the end of the on going scheduled CROPA. CROPA can be lengthened if limits are not exceeded (Flight Time, Flight Duty Time, Rest Period, etc). If CROPA is lengthened, it is the responsibility of Crew Planning to ascertain that the calculation of Away From Base is still based on the start of the previous CROPA so that the particular aircrew is not disadvantaged and time spent at Home Base is applied as Transit Time. Aircrew should not refuse their new duty above, unless there are medical reasons. Aircrew should not alter their own Duty Scheduled or exchange duty with a Colleague without the permission of the related Chief. Dead Heading (Extra Crew) Schedule change should fulfill the Flight Duty Time requirements and should be approved by the related Chief. Available seat in the aircraft within the Sector, Connecting Time, Rest Period and total Flight Duty Time should also be considered in the consent of a schedule change. The request to change DH outside the Home Base has to be approved by the local Station Manager and can only be carried out if the Sector(s) are heading towards Home Base, which originally was to be a DH sector and not followed by other Active Sector within CROPA. DH schedule change can only be approved by local Station Manager if it functions to shorten Layover Time and there is an Available Seat on the Aircraft. Change of Duty Schedule at Lay-Over Station can be conducted by Calling Time Revisions. Employee / Station Manager is NOT permitted to relay the schedule change orally or by phone as this can disrupt aircrew’s Rest Period.
7.2.4
Medical Examination
Is a Duty Schedule to have a Medical Check-Up that is given periodically, for Pilots, once every 6 months, whereas for Cabin Crews, once every 12 months.
7.2.5
Education and Training
Included in Duty Schedule are Type Qualification Course, Integrated Procedures Training, Full Flight Simulator, Aircraft Flight Training, Recurrent Safety Management System and other courses. Flight Crew is not allowed to perform a flight duty assignment following a Full Flight Simulator training on the same day.
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Flight Time Limitation
Flight Duty Time (FDT) and Flight Time (FT) Limitations
7.3.1 General The Work and Rest Limits referring to CASR 121 as well as company policy which do not contradict with CASR, are outlined to ease readings and, pictorial diagram are used to clarify meanings. Terms that are not defined are considered as having clear meanings or common uses. The Flight Time and Flight Duty Time for flight crew members shall be ensured that fatigue occurring either in one flight, successive flights or accumulated over a period of time does not endanger the safety of the flight. FDT is the period of time that Aircrew reports at the Airport for active duty (sign-on) until and end when aircrew member relieves (sign-off) from flight duties. Active Sector is the sector operated by Aircrew as Active Crew, while dead-heading sector is the sector traveled as passenger or dead-heading. The limitations for flight crews are determined on the basis of Flight Time, Flight Duty Time, and Rest Period. The limitations for Cabin Crews are determined on the basis of Flight Duty Time Limitations and Rest Requirements.
7.3.2
For Flight Crew
The maximum assignment for FDT or FT within 24 consecutive hours herewith means that crew can be scheduled up to FDT or FT limit (depend on composition) continuously without rest. Once the journey completed and followed by rest, the 24 consecutive-hours period is then starting from the following reporting time for the next journey. The maximum Flight Duty Time schedule for Flight Crew is 14 hours within 24 consecutive hours. Pilot shall hold responsible NOT to exceed these Flight Time / Flight Duty Time limits, by informing the Chief Pilot when exceed limit is proved or likely to occur. As long as Flight Duty Time for Standard Crew Complement is not exceeded, the number of Sectors is NOT limited. 7.3.2.1
Standard 2 Pilot Crew
1. Citilink Indonesia may schedule a pilot to fly in an airplane that has a crew of two pilots for 9 hours or less during any 24 consecutive hours without a rest period during these nine hours. 2. Citilink Indonesia may not schedule a flight crewmember and a flight crewmember may not accept an assignment for flight time in air transportation or in other commercial flying if that crewmember’s total flight time in all commercial flying will exceed: a) 1,050 hours in any 12 calendar month; b) 110 hours in any calendar month; c) 30 hours in any 7 consecutive days.
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Enlarged Crew 2 Pilots and At Least 1 Additional Pilot
Citilink Indonesia may schedule a pilot to fly for international and supplemental operations (not for domestic), in an airplane that has a crew of two pilots and at least one additional flight crewmember for maximum of 12 hours Flight Time during any 24 consecutive hours. No pilot may fly as a flight crewmember more than: 1. 120 hours during any 30 consecutive days; 2. 300 hours during any 90 consecutive days; or 3. 1,050 hours during any 12 calendar month period. Note: If ½ the crewmembers flight time during any calendar month is as part of a crew composed of two Pilots then that crew member is limited to 110 hours in any calendar month.
Where a flight crew is augmented by the addition of one pilot, flight duty time may be extended beyond 14 hours up to 16 hours if: 1. A passenger seat for the off-duty pilot is available in the passenger compartment; 2. The additional pilot occupies a flight deck observer seat during takeoff and landing; 3. The maximum flight deck duty time for any pilot is 12 hours; and 4. Two hours are added to the required rest period prior to the next flight duty period. Flight Relief Facility-Seat (FRFS) is a first row seat in the cabin that is used for the Flight Crew in the Enlarged Crew Composition to rest, so that the Flight Duty Time can be extended to 17 hours. In such cases the Maximum Flight Deck Duty Time is 12 hours for each Flight Crew. In an Enlarged Crew Composition the maximum Sector in a Journey is limited 3 sectors. The CROPA preparation that utilizes an Enlarged Crew must be approved by Chief Pilot.
7.3.3
Flight Duty Time Limitation and Rest Requirment for Cabin Crew
1. Except point 4), 5), and 6) of this section, the scheduled duty period within 24 consecutive hours for Cabin Crew with a Standard Crew Complement is maximum 14 hours. 2. For point 1) of this section, a Rest Period of minimum 10 consecutive hours must be scheduled after the completion of a Journey before the next Journey is scheduled. 3. The Rest Period for point 2) of this section maybe reduced to 9 hours provided that a total Rest Period of 11 hours must be given after the end of the following Journey. The mentioned compensation has to start at the latest 24 hours after the beginning of the Rest Period that has been reduced to 9 hours. 4. The scheduled duty period of more than 14 hours up to 16 hours may be assigned to Cabin Crew composed with Standard complement plus at least one additional Cabin Crew. 5. The scheduled duty period of more than 16 hours up to 18 hours may be assigned to Cabin Crew composed with Standard complement plus at least two additional Cabin Crews. 6. In case of the scheduled duty period extended more than 18 hours up to 20 hours may only be assigned to Cabin Crew composed with standard complement plus at least 3 additional Cabin Crews, provided if and only if a minimum of one Sector departs or lands outside the Republic of Indonesia and the CROPA preparation can only be done with the written approval from the Chief Cabin Crew.
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The scheduled Rest Period must be given at least 12 consecutive hours after the completion of a Journey before the next Journey is scheduled then point 8) of this section may be applied. 7. Except as provided in point 9) of this section, if a Cabin Crew scheduled to duty period of more than 14 hours up to 20 hours, as point 4), 5) and 6) of this section, the scheduled Rest Period must be given at least 12 consecutive hours after the completion of a Journey before the next Journey is scheduled. 8. The Rest Period for point 6) of this section may be reduced to 10 consecutive hours provided that a total Rest Period of 14 consecutive hours must be given after the end of the following Journey. The subsequent Rest Period has to start no later 24 hours after the beginning of the reduced Rest Period and must occur between the completion of the scheduled duty period and the next scheduled. 9. Notwithstanding point 4) and 5) of this section, if a reduced Rest Period to 10 hours as point 8) of this section, the Cabin Crew may not be scheduled more than 14 hours during 24-hour period commencing after the beginning of the reduced rest period. 10. Flight Duty Time exceed 14 hours with additional crew onboard may only be assigned for scheduled flight prior to reporting time of first sector. 11. A Cabin Crew is not considered to be exceeding Flight Duty Time Limitations if the flight is scheduled normally terminate within the limitations but due to circumstances beyond the control of the company (such as adverse weather conditions, ATC factor, etc) is unexpected.
7.3.4
Determination of Flight Duty Time and Rest Periods
For the purpose of calculating flight crew duty limitation, the entire duration of the duty / flight time for each operating flight crew shall be counted as duty time. Factors of determining required rest periods and calculating flight duty time are as follow: 1. Entire duration of the flight; 2. Entire duration of deadhead time (except deadheading in the last part of a journey); 3. Training periods prior to a flight (such as simulator, ground training etc.); 4. Administrative or office time prior to a flight (for flight crew members that serve in a management function); 5. If required by the State, flight time accrued by flight crew members in operations other than those of the Citilink Indonesia flight shall be calculated as Flight Duty Time. 7.3.4.1
Reporting Time
For calculations and planning Flight Duty Time, the following minimum reporting time at the airport applies: 1. Home base (JKT and SUB) : 60 minutes before ETD of the first sector 2. Others / Layover station
: 60 minutes before ETD of the first sector
3. For International Flight
: 90 minutes before ETD of the first sector
Note: Minimum Reporting Time AT the Aircraft, at all stations is minimun 30 minutes before ETD.
Flight Duty / Duty Time : the elapse time between reporting time (sign-on) and relieve time (sign-off). 1. For domestic flight 60 minutes prior to ETD on the first flight until 30 minutes after ATA on the last flight for the same rotation schedule
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2. For international flight 90 minutes prior to ETD on first flight until 30 minutes after ATA on the last flight for the same rotation schedule If for some reason flight delay is known or expected, the calculation of Flight Duty Time is as follow: 1. If delay is known AFTER crew leave their home or rest facility, the Flight Duty Time calculated start from the NORMAL reporting time. 2. If delay is known, and crew has not left their home or rest facility, the Flight Duty Time will be calculated start from the NEW / DELAYED reporting time. Factors of calculating Rest Period following a Journey, the Transportation Time to and from the airport is NOT included into the Rest Period. The transportation time is calculated as follows: 1. Jakarta
2. Others / Layover station
: 90 minutes : 60 minutes
Transit is the activity between two Sectors in a Journey. It is counted as Transit Time.
7.3.5
Unforeseen (Irregularity Beyond Company Control)
In the event of irregularities in domestic flight, flight execution that is beyond the Company’s control (for instance, bad weather, ATC factor, etc) may result in the addition of Flight Duty Time outside the available limitations. Should this happen, both Flight Crew and Cabin Crew will still be allowed to complete their Journey, as this event is NOT categorized as scheduled. A flight duty period may be extended by up to 3 consecutive hours provided that: 1. The crew rest following the time overrun shall be extended by at least the amount of time equivalent to the overrun, 2. The flight crewmembers involved are of the opinion that flight safety will not be adversely effected by the extended duty, and 3. The PIC submits a full report on the delays or circumstances surrounding the extension. The term irregularities in this case are applied or related to that particular set of crew in accomplishing their own journey only. Unforeseen duty shall approved by Chief Pilot (JKTOFAQG).
7.3.6
Split Flight Duty Time
Where rest is taken during a flight duty period, flight duty time may be extended beyond the 14 hours in Chapter 7.3.2 if: 1. The air carrier provides the flight crewmember with advance notice of the split flight duty time. 2. One-third of the flight duty time precedes the rest period; 3. A rest period of at least four hours in suitable accommodation is provided; 4. The flight crew member’s rest is not interrupted by Citilink Indonesia Management during the rest period; 5. The flight duty time is extended by one-half the length of the rest period referred to point 3) above, to a maximum of three hours; and
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6. The required rest period following the split flight duty time and prior to the next flight duty period is increased by an amount equal to the extension to the flight duty time. Note: Rest Period between Split Duty is excluded of Total Split Flight Duty.
7.3.7
Working Hours and Duty Time Limitation for Flight Operation Officer
7.3.7.1
Working Hours
Maximum duty time for Flight Operation Officer is 10 consecutive hours. Minimum Rest period is 10 hours. If scheduled for more than 10 hours of duty in 24 consecutive hours, at least 8 hours rest period at or before the end of duty and a suitable rest facility should be provided to him/her. Each Flight Operation Officer must be relieved of all duty for at least 24 consecutive hours during any seven consecutive days or for the equivalent time period within any calendar month. 7.3.7.2
Duty Time Limitation
The daily duty period for a Flight Operation Officer is so that it begins at a time that allows him to become thoroughly familiar with existing and anticipated weather conditions along the route before he/ she dispatches any airplane. He/she shall remain on duty until: 1. Each airplane dispatched by him has completed its flight, or 2. Has gone beyond his jurisdiction, or 3. Relieved by another qualified Flight Operation Officer. While being assigned in operational duties, the Flight Operation Officer shall not use any psychoactive substances (such as narcotics and alcohol). If he/she is identified under influance or engaging in any kind of problematic use of psychoactive substances while on duty, he/she will be removed from duty immediately.
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Reserve and Standby
Reserve and Standby is an assignment in which an aircrew is considered as a back up Crew Resource for a certain period of time. The main duty is to replace aircrew who due to a certain reason can not perform his/her Flight Duty, or as a new crewmember in a flight that has not been planned yet. Other than the above reason, aircrew can also be assigned to Stand-In in a simulator and/or other duties given by the Chief or VP Flight Operations. Every Aircrew assigned for Reserve or Standby is obliged to manage his/her rest by considering the worst possibility in the CROPA assignment according to his/her qualifications. The same also applies in preparing clothing and other travel gear.
7.4.1 Reserve Reserve is the back up Crew Resource in an airport. Maximum Reserve duty time is 6 hours. To calculate Flight Duty Time, the time spent on Reserve Duty is counted 100% Duty Time. Following Crew Dispatch notification to an Aircrew member concerning a Revision from Reserve to be active in a CROPA assignment, The Crew is given the latest 30 minutes to be ready aboard the aircraft.
7.4.2 Standby Standby is the back up Crew Resource other than at the Airport duties that give flexibility to the Air Crew to conduct their normal social activities, including rest as long as the particular air crew is ready to be revised by phone call at any time during standby period. Should notification is received less than 3 hours before ETD, that particular Air Crew must report at the airport at the latest 90 minutes for international flight or the latest 60 minutes for domestic flight after notification is received. Notification can be given more than 3 hours before ETD, as long as that is done during Standby period. Notification communicated before the start of Standby period has to consider reasonable rest limits, with the condition that an Air Crew can not be blamed if they cannot be reached before the scheduled Standby period. As a general rule Standby period lasts for maximum of 12 hours. During the 12-hour period, the aircrew has to be reachable, by telephone / Mobile Phone. Generally, Standby period is divided by two, as follows: 1. STB00 starts at 00.00 (West Indonesia Time) or 17.00 UTC until the next 12 hours 2. STB03 starts at 03.00 (West Indonesia Time) or 20.00 UTC until the next 12 hours 3. STB09 starts at 09.00 (West Indonesia Time) or 02.00 UTC until the next 12 hours 4. STB12 starts at 12.00 (West Indonesia Time) or 05.00 UTC until the next 12 hours 5. STB15 starts at 15.00 (West Indonesia Time) or 08.00 UTC until the next 12 hours Under certain conditions, Crew Scheduling can determine Standby schedule outside of the general rules above, with a 12-hour length limit. It is the responsibility of the Air Crew to check that their Mobile Phone is functioning well. If the Mobile Phone unavailable during Standby period, the Air Crew shall give an alternative telephone number that can be reached by Crew Scheduling and/or Crew Dispatch. If the Air Crew cannot give an alternative telephone number that can be reached by Crew scheduling, it is the obligation of Air Crew to contact Crew Scheduling every hour to check their Standby status.
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For as long as possible, ETD CROPA will fall within the 12 hour Standby period, however under Crew shortage conditions, ETD is allowed up to 3 hours after the end of Standby period, provided that notification must fall during Standby period. Flight Duty Time starts at the time the particular Aircrew reports at the airport and at the maximum 60 minutes before ETD. These limitations above are made to clarify backup Crew Resource Duty (Reserve & Standby) interpretations, while at the same time giving the aircrew flexibility to utilize their time during standby for their social lives, without reducing their potential contribution to the Company. Standby can also be changed to Reserve at the airport. At the instance that Standby is revised to CROPA or Reserve Schedules, the valid one is the newest schedule. This means that time revisions for rest and other social activities are arranged by the particular aircrew by referring to the new schedule. The cancellation of the new schedule back to Standby can only be done 3 hours before ETD. All Revisions from Standby should refer to the Actual Time Arrival (ATA) of the previous CROPA of each Aircrew member or the end of other Ground Pattern to fulfill the requirement of the available Rest Period limitations.
7.4.3
Flight Duty Assignment from Reserve
1. Immediately applies after Crew Dispatch receives notice about the absence of a related Aircrew cannot accept their Flight Duty. 2. Applies 50 minutes before latest ETD for Pilot and Cabin Crew. If an EX Reserve Crew is assigned, and if by any reasons, the original aircrew has arrived at the airport, change assignment is considered as cancelled as long as does not delay departure. 3. If the Aircrew replaced arrives at the airport at the condition that an assignment change is no longer possible, he/she will be given Reserve Duty as long as that assignment will not affect the next CROPA. Then Maximum Reserve Time for aircrew is 5 hours calculated from arrival time at the Airport.
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7.5.1
Rest Period
7.5.1.1
For Standard Crew (2 Pilots)
The minimum rest period of 10 hours shall be given to crew who has assigned for maximum 9 hours or less of flight time and 14 hours or less duty period during 24 consecutive hours prior to the next assignment. The rest period in this context is the period of time when air crew is relieved from flight activities, calculated from 90 minutes after the end of FDT at JKT Base, 60 minutes at other base and 60 minutes after the end of FDT at a layover station except JKT 90 minutes (for SUB based Crew). If the flight duty time, flight time limitations on any crew compositions is exceeded, the crew must be given a minimum rest of 18 hours. In addition to the minimum Rest Period only for 2 Pilot Crew, if there is a change of 3 time zones differences or more, the minimum Rest Period is corrected by adding zone time differences. The Rest Period maybe reduced from 10 to 9 hours provided that a total Rest Period of 11 hours must be given after the end of the following Journey. The mentioned compensation has to start at the latest 24 hours after the beginning of the Rest Period that has been reduced from 10 to 9 hours. 7.5.1.2
For Enlarged Crew (2 pilots and at least 1 additional flight crewmember)
A rest period equal to the length of the previous flight duty period shall be provided prior to the next flight duty period, which shall be at least 12 hours. If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with the air carrier. In any case, he must be given at least 24 consecutive hours of rest during any seven consecutive days. 7.5.1.3
For Cabin Crew
The minimum rest period of 10 hours shall be given to crew who has performed an assignment involving flight time / flight segment prior to the next assignment. The rest period in this context is the period of time when air crew is relieved from flight activities, calculated from 90 minutes after the end of FDT at CGK Base, 60 minutes at other base and 60 minutes after the end of FDT at a lay-over station. 7.5.1.4
Rest Period Calculation
The calculation of Rest Period will start as follows: 1. At JKT base after CROPA or between two journey: -
2 hours after the last Block-On (consist of 30 minutes Sign-Off time and 90 minutes transport time).
2. At other station after CROPA or between two journey at lay-over station (other than JKT): -
90 minutes after the last Block-On of a CROPA (consist of 30 minutes Sign-Off time and 1 hours transport time).
3. After Ground Pattern at JKT base: -
90 minutes after the end of a Scheduled Ground Pattern activity
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4. After Ground Pattern at other Station: -
60 minutes after the end of a Scheduled Ground Pattern activity.
5. When Standby followed by Rest, the rest period starts after Standby ends. Rest Period at JKT Base ends 2½ hours (90 minutes for transportation and 60 minutes Sign-On time) before the next ETD CROPA, or 90 minutes before the next Ground Pattern at JKT (60 minutes for other station), or if followed with a Standby, Rest Period ends at the start of Standby. For the purpose of easier conversion on Rest Period vs Block to Block (to include transportation and pre/ post flight activities) there are 4½ additional hours at JKT and 3½ hours at Other Station. For international flight 30 minutes shall be added.
7.5.2
Layover Time
Layover Station Station outside Home Base where crew remains over night / transited, being part of the CROPA. Generally minimum Rest Period of 10 hours will be given following accomplishment of a Journey operated by Standard Crew Complement. In addition to the minimum Rest Period only for Standard Crew Complement, if there being a change of 3 time zones differences or more, the minimum Rest Period is corrected by adding zone time differences.
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7.6.1
Day Off (DO)
To accommodate the social interest of Aircrew at Home Base (JKT or SUB) Citilink Indonesia grants rest called DAY-OFF (DO) as follows: 1. Citilink Indonesia shall relieve each flight crewmember engaged in scheduled air transportation from all further duty for at least 24 consecutive hours during any 7 consecutive days. 2. Have an average of at least 8 days-off in any consecutive calendar month period, and guarantee 6 days-off in any consecutive days calendar month. 3. All crew will be given a total of 8 (eight) days-off within one calendar month unless on leave or due to medical reason then the following formula below is applied: Assignable day in a month
Number of Day-Off within one calendar month = ----------------------------------------- X 8 days Total days in a month
Note: The number of day-off formulated above is not applicable for Expatriate Pilot in which he is given according to his contract agreement.
4. A Day-off starts from 00.00 - 23.59 LT or 17.00 - 16.59 UTC. 5. Company guarantees 1 (one) Local Night is obtained by aircrew who has a schedule of 1 (one) Dayoff: a) When the last Block-On or any other assignment ended at or before 20.00 LT or 13.00 UTC on the day prior to Day-Off, it means the Aircrew has already obtained 1 (one) Local Night. b) When the last Block-On or any other assignment ended after 20.00 LT or 13.00 UTC on the day prior to Day-Off, then 1 (one) Local Night is given on the night of the next date. c) The above assignments (item 1 and 2) excluding Standby. 6. 1 (One) Local Night is a period of 8 consecutive hours between 22.00 - 06.00 LT or 15.00 - 23.00 UTC. 7. The end period of a Day-Off is the time leaving from home or rest facility (regarding transportation time at particular station) for the next assignment, or the start period of Standby duty. 8. The rest or duty free period may be embedded within Day-Off period. Minimum Day-off following multi-days CROPA: Away From Base
Minimum Day-Off
Away From Base
Minimum Day-Off
(Days) 5
(Days)
(Days)
(Days)
2
13 – 15
6
6–8
3
16 – 18
7
9 – 10
4
19 – 20
8
11 - 12
5
Guarantee Day-Off is a Day-Off which requested by Aircrew and appeared on schedule as DO01.
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After attending Training, Courses, Seminar or activity other than Flight Duty purposes, the Day-Off at Home Base is as follows: Days of Training (including Trip Days)
4–6
7 – 14
15 – 22
23 – 30
Over 30
Day Off
1
2
3
5
7
Note: The company shall not schedule aircrew for Flight Duty during Rest Period and the aircrew is prohibited to conduct Flight Duty schedule during minimum required Rest Period.
However, during day to day operations, it is possible that Day-Off schedule is revised if legal requirements are not trespassed, such as: 1. A Crew stills posses 1 (one) DF within 7 consecutive days. 2. Minimum Rest Period requirement is not violated. 3. The particular Crew has been contacted orally, agreed to such revision and OCC sends confirmation email.
7.6.2
Duty Free (DF)
The length of Rest Period required between 2 Journeys or between 2 Duty Schedules vary depends on several variables, including regulations requirement to grant undisputed Rest Period of 24 consecutive hours (NOT 1 calendar day) during any 7 consecutive days, which can be granted at Home Base or at Lay-Over Station. The Rest Period of 24 consecutive hours or more is termed as Duty Free (DF). Duty Free is written in the published scheduled as DFSXX, where SXX represents the early plan of Duty Free (e.g. DFS19 means Duty Free starts from 19:00 LT or 12.00 UTC) and DFEXX represent end of Duty Free. As a consequence of the way it is written, Aircrew might see 2 schedules on the same calendar day, which is a PID with arrival date as well as the particular DFSXX schedule. If measured from Block-On until the next Block-Off, the minimum length of DF equals to 27,5 hours at other Station, and 28,5 hours at Jakarta. Duty Free at Home Base or at Lay-Over Station can be cancelled at a certain CROPA without planned, if a change in CROPA is as a result of irregularities as long as the Crew still posses 1 DF within 7 consecutive days, and the minimum required Rest Period is not violated.
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7.7 Deadheading Deadheading (DH) is a term used when aircrew conducts a flight mission on one or more sector without actively working and receive the same treatment as common passenger onboard the aircraft. When needed, DH crew name list must be included in the General Declaration of that sector. Travelling aircrew for the purpose of duty other than flight duty, e.g Simulator Training is excluded of the dead heading crew. For the purpose of FDT and rest period, these are calculated as follows: 1. On the same journey, when active sector immediately follows DH, FDT start at reporting time before DH sector(s) and end at relieve from duty (sign-off) of the last active sector(s). For the calculation of flight time component in to flight allowance system, DH is counted as 0% flight time. For the purpose of calculating rest periode before the next journey, the rule for active crew applied. 2. DH shall not be part of FDT if conducted at the last part of a journey (may consist of 1 or more sectors) or if the total journey is traveled as DH. FDT calculation start at reporting time before first active sector until relieve from duty of last active sector. The next rest period shall not be started until DH sector is finished and its length shall be based on the total length of FDT plus deadheading time if more than 14 hours, otherwise normal rest hours shall be applied. 3. Time spent by a crew member in DH transportation to or from a duty assignment is not considered to be part of any rest period.
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ACTIVE SECTOR LAYOVER TIME
REST
TRANSPORTATION TIME: - JKT IS 90 MINUTES AND OTHER STATIONS IS 60 MINUTES EACH DIRECTION
DH SECTOR
JOURNEY 5 DH SECTOR
CREW OPERATING PATTERN (CROPA) 3
ACTIVE SECTOR
JOURNEY 4
ACTIVE SECTOR
DUTY PERIOD = 60 minutes + transit time + total flight time on Journey 5
TRANSIT TIME
PRE AND POST JOURNEY ACTIVITIES: - SIGN ON FOR DOMESTIC FLIGHT IS 60 MINUTES BEFORE ETD - SIGN ON FOR INTERNATIONAL FLIGHT IS 90 MINUTES BEFORE ETD - SIGN OFF IS 30 MINUTES AFTER ATA
DH SECTOR
LAYOVER TIME
ACTIVE SECTOR
HOME BASE
REST
HOME BASE
CROPA 2
ACTIVE SECTOR
ACTIVE SECTOR
CROPA 4
ACTIVE SECTOR
JOURNEY 6
DUTY PERIOD on Journey 6
ACTIVE SECTOR
JOURNEY 3
DH SECTOR
ACTIVE SECTOR
HOME BASE
REST
HOME BASE
REST
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ACTIVE SECTOR
REST
7.8.1
DUTY PERIOD start from 60 minutes before DH sector until Journey 4 completed
ACTIVE SECTOR
JOURNEY 2
REST
JOURNEY 1
DUTY PERIOD
MANUAL
HOME BASE
REST
DUTY PERIOD
DUTY PERIOD
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7.8 Summary Summary Diagram of CROPA
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7.8.2
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Summary Diagram for Flight Crew Work and Rest ASSIGNMENT Have you flown 1050 hours in any calendar year? NO REST FOR 24 HRS
NO
YES
GO HOME
Have you had 24 hours OFF in past 7 days? YES
Have you flown more than 300 hrs (For 3 Pilots); or 350 hrs (For 4 Pilots) during 90 consecutive days? NO Have you flown more than 110 hrs (2 Pilots) in any calendar month; or more than 120 hrs (For Enlarge Crew) in any 30 consecutive days?
YES
YES
GO HOME
GO HOME
NO REST FOR 18 HRS
NO
REST FOR 18 HRS
NO
For Enlarge 3 Pilots have you flown more than 24 hrs in past 72 hours? NO For Enlarge 3 Pilots have you flown more than 20 hrs in past 48 hours? NO Is your assignment in next 24 consecutive hours Flight Time 9 hours and/or Flight Duty Time 14 hours? LESS
MORE
2 Pilot or more 3 PILOTS FRFS: Flight Deck Duty Time 12.00 hrs Flight Duty Time 17 hrs
FLY THE AIRCRAFT
Check your limit: Flight Time, Flight Deck Duty Time, Flight Duty Time, Is it Split Flight Duty Time?
Take Sufficient Rest
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8.1
Flight Preparation
8.1.1
Minimum Flight Altitudes
8.1.1.1
Visual Flight Rules
8.1.1.1.1
Basic VFR Minima
Distance from clouds It is prohibited to operate an aircraft under VFR unless: 1. Within the Indonesia FIRs at or above 6,000 ft at a distance less than 1,000 ft vertically and 1 SM horizontally from any cloud formation; 2. Below 6,000 ft, but not below 3,000 ft at a distance less than 500 ft below or 1,000 ft above and 2,000 ft horizontally from any cloud formation; 3. Within a Control Zone, beneath the ceiling when the selling is less than 1,500 ft; 4. Between sunset and sunrise, or such other period between sunset, as may be prescribed by the Director; 5. Outside controlled airspace at altitude less than 3,000 ft above the surface, unless the aircraft is clear of clouds. Flight Visibility It is prohibited to operate an aircraft under VFR unless 1. At an altitude 6,000 ft or above, but outside controlled airspace not above FL 200 and within controlled air space not above FL 150, unless flight visibility is at least 5 SM. 2. At an altitude below 6,000 ft, but not below 3,000 ft above the surface unless flight visibility is at least 3 SM. 3. Outside controlled airspace below 3,000 ft above the surface, unless flight visibility is at least 1 SM Ground Visibility It is prohibited to takeoff or lands an aircraft, or enter the traffic pattern of an aerodrome, under VFR unless ground visibility is least 3 SM.
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Special VFR Weather Minima in Control Zones
The special minima in this paragraph apply to the operation of an aircraft within a control zone, provided an appropriate clearance is obtained from ATC. 1. It is prohibited to operate an airplane in a control zone under special VFR except clear of clouds. 2. It is prohibited to operate an airplane in a control zone under special VFR unless flight visibility is at least 1 SM. 3. It is prohibited to operate an airplane in a control zone under special VFR unless ground visibility is at least 1 SM. VFR Cruising Altitude of Flight Level Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating an aircraft under VFR in level cruising flight more than 3,000 ft above the surface shall maintain the appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC: 1. When operating below 20,000 ft: a) On a magnetic track of zero degrees through 089 degrees any ODD thousands of ft (FL); b) On a magnetic track of 090 degrees through 179 degrees any ODD thousands of ft (FL) plus 500 ft; c) On a magnetic track of 180 degrees through 269 degrees any EVEN thousands of ft (FL) d) On a magnetic track of 270 degrees through 359 degrees any EVEN thousands of feet (FL) plus 500 ft; 2. No aircraft may operated at FL 200 within Indonesian Airspace, when operating above FL 200: a) On a magnetic course of 000° through 179°, useable flight level such as FL 210, FL 230, FL 250, FL 270. b) On a magnetic course at 180° through 359° useable flight level such as FL 220, FL 240, FL 260, FL 280. 3. No aircraft may operated at or above FL 290 within VFR condition: a) On a magnetic course of 0° through 179°, any flight level, at 4,000 ft intervals, beginning at and including flight level 300 (such as flight level 300, 340, or 380); or b) On a magnetic course of 180° through 359°, any flight level, at 4,000 ft intervals, beginning at and including flight level 320 (such as flight level 320, 360, or 400). 8.1.1.2
Instrument Flight Rules
Aircraft shall be equipped with suitable instruments and with radio navigation equipment as may be prescribed by the appropriate authority. The pilot in command of an aircraft shall not conduct a flight under IFR unless the holds an instrument rating of the required class issued or rendered valid by the appropriate authority. All flights conducted in circumstances requiring flight over the sea at a distance of more than 10 NM from land and for more than one hour shall comply with the IFR as specified in the section.
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GENERAL Operating Procedure
ATC Clearance and Flights Plan Required
It is prohibited to operate an aircraft in controlled airspace IFR unless: 1. He has filed an IFR flight plan, and 2. He has received an appropriate ATC clearance. 8.1.1.2.2
Takeoff and Landing Under IFR
1. Instrument Approaches to Civil Airports Unless otherwise authorized by the Director when an instrument letdown to a civil airport is necessary, pilot shall use a standard instrument approach procedure prescribed for the airport by the Director. The OCA/OCH in the instrument Approach Procedure (IAP) are published by the Director through Aeronautical Information Publication (AIP) or Approved Airways Manual and if the Citilink Indonesia implemented IAP different with published OCA/OCH Citilink Indonesia should propose the different MDA/MDH or DA/DH approved by the Director. 2. Authorized DH or MDA When the approach procedure being used provides for and requires the use of a DH or MDA, the authorized DH or MDA is the highest of the following: a) The DH or MDA prescribed by the approach procedure; b) The DH or MDA prescribed for the pilot in command; c) The DH or MDA for which the aircraft is equipped. 3. Operation Below DH or MDA Where a DH or MDA is applicable, no pilot may operate an aircraft at any airport below the authorized MDA or continue an approach below the authorized DH unless: a) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing; b) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and c) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Director, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: •
The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
•
The threshold
•
The threshold markings
•
The threshold lights
•
The runway end identifier lights
•
The visual approach slope indicator
•
The touchdown zone or touchdown zone markings
•
The touchdown zone lights
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•
The runway or runway markings
•
The runway lights
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4. Landing No pilot operating an aircraft may land that aircraft when the flight visibility is less than the visibility prescribed in the standard instrument approach procedure being used. 5. Missed Approach Procedures Each pilot operating an aircraft shall immediately execute an appropriate missed approach procedure when either of the following conditions exist: a) Whenever the requirements of Point 3 on this section above (Operation Below DH or MDA) are not met at either of the following times: •
When the aircraft is being operated below MDA; or
•
Upon arrival at the missed approach point, including a DH where a DH is specified and its use is required, and at any time after that until touchdown.
b) Whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA, unless the inability to see an identifiable part of the airport results only from a normal bank of the aircraft during the circling approach. 6. Civil Airport Takeoff Minimums Unless otherwise authorized by the Director, no pilot operating an aircraft may take-off from a civil airport under IFR unless weather conditions are at or above the weather minimum for IFR takeoff prescribed for that airport by the Director. If takeoff minimums are not prescribed by the Director for a particular airport, the following minimums apply to takeoffs under IFR for aircraft operating under those parts: -
For aircraft having two engines 1.6 km visibility.
7. Military Airports Unless otherwise prescribed by the Director, each person operating a civil aircraft under IFR into or out of a military airport shall comply with the instrument approach procedures and the takeoff and landing minimum prescribed by the military authority having jurisdiction of that airport. 8. Comparable Values of RVR and Ground Visibility -
Except for Category II or Category III minimums, if RVR minimums for takeoff or landing are prescribed in an instrument approach procedure, but RVR is not reported for the runway of intended operation, the RVR minimum shall be converted to ground visibility and shall be the visibility minimum for takeoff or landing on that runway.
9. Limitation on Procedure Turns In case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the procedure specifies “No PT,” no pilot may make a procedure turn unless cleared to do so by ATC.
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10. ILS Components The basic ground components of an ILS are the localizer, glide slope, outer marker, middle marker, and, when installed for use with Category II or Category III instrument approach procedures, an inner marker. A compass locator or precision radar may be substituted for the outer or middle marker. DME, VOR, or non-directional beacon fixes authorized in the standard instrument approach procedure or surveillance radar may be substituted for the outer marker. Applicability of, and substitution for, the inner marker for Category II or III approaches is determined by the appropriate DGCA-approved approach procedure, a letter of authorization issued by the DGCA, or operations specification pertinent to the operations. 8.1.1.2.3
Minimum Altitude for IFR Operation
1. Operation of aircraft at minimum altitudes. Except when necessary for takeoff or landing, no pilot may operate an aircraft under IFR bellow: a) The applicable minimum altitudes prescribed; or b) If no applicable minimum altitude is prescribed in those parts: •
In the case of operations over a mountainous area, an altitude of 2,000 ft above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or
•
In any other case, an altitude of 1,000 ft above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown. However, if both a MEA and a MOCA are prescribed for a particular route or route segment, a person may operate an aircraft below the MEA down to, but not below, the MOCA, when within 22 NM of the VOR concerned (based on the pilot’s reasonable estimate of that distance).
2. Climb Climb to a higher minimum IFR altitude shall begin immediately after passing the point beyond which that minimum altitude applies, except that when ground obstructions intervene, the point beyond which that higher minimum altitude applies shall be crossed at or above the applicable MCA. However, if both a MEA (Minimum En-route Altitude) and MOCA (Minimum Obstacle Clearance Altitude) are prescribed for a particular route segment, a person may operate an aircraft below the MEA but below the MOCA, when within 25 SM of the VOR concerned (based on the pilot’s reasonable estimate of that distance). Climb to higher minimum IFR altitude shall begin immediately after passing the point beyond which that minimum altitude applies, except that when ground obstructions interferes the point beyond which the higher minimum altitude applies shall be crossed at or above the applicable MCR (Minimum Crossing Altitude). 8.1.1.2.4
IFR Cruising Altitude or Flight Levels
1. In Controlled Airspace Each person operating an aircraft under IFR in level cruising flight in controlled airspace shall maintain the altitude or flight level assigned that aircraft by ATC. 2. In Uncontrolled Airspace Except while in a holding pattern of 2 minutes or less or while turning, each person operating an aircraft under IFR in level cruising flight in uncontrolled airspace shall maintain an appropriate altitude as follows:
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a) When operating below flight level 200 •
On a magnetic track of zero degrees through 089 degrees any ODD thousands of ft (FL);
•
On a magnetic track of 090 degrees through 179 degrees any ODD thousands of ft (FL) plus 500 ft;
•
On a magnetic track of 180 degrees through 269 degrees any EVEN thousands of ft (FL)
•
On a magnetic track of 270 degrees through 359 degrees any EVEN thousands of ft (FL) plus 500 ft;
b) When operating above flight level 200 but below flight level 290: •
On magnetic track of zero degrees through 179 degrees any odd flight level such as : FL 210; FL 230 FL; FL 250 etc.
•
On magnetic track of 180 degrees through 359 degrees any even flight level such as : FL 220; FL 240 FL; FL 260 etc.
Note: For separation purpose between aircraft operating in the Lower (below transition level) and Upper (above transition level) airspace shall not be used.
c) When operating at or above flight level 290 within non RVSM Designated Route: •
On a magnetic track of zero degrees through 179 degrees, flight levels at 4.000 ft intervals beginning at and including FL 290 such as : FL 290; FL 330; FL 370 etc.
•
On a magnetic track of 180 degrees through 359 degrees, flight levels at 4.000 ft intervals beginning at and including FL 310, such as: FL 310; FL 350; FL 390 etc.
d) When operating at or above FL 290 within RVSM Designated Route : •
On magnetic track of zero degrees through 179 degrees, flight level FL at 2.000 ft intervals beginning at and including FL 290 such as : FL 290; FL 310; FL 330; FL 350 etc. up to FL 410.
•
On a magnetic track of 180 degrees through 359 degrees, flight levels at 2.000 ft intervals beginning at and including FL 300, such as: FL 300; FL 320; FL 340; FL 360 etc up to FL 400.
8.1.1.2.5
Course to Be Flown
Unless otherwise authorized by ATC, no pilot may operate an aircraft within controlled airspace under IFR except as follows: 1. On an airway, along the centerline of that airway. 2. On any other route, along the direct course between the navigational aids or fixes defining that route. However, this section does not prohibit maneuvering the aircraft to pass well clear of other air traffic or the maneuvering of the aircraft in VFR conditions to clear the intended flight path both before and during climb or descent. Malfunction Report 1. The pilot in command of each aircraft operated in controlled airspace under IFR shall report as soon as practical to ATC any malfunctions of navigational, approach, or communication equipment occurring in flight.
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2. In each report required by Paragraph (a) of this section, the pilot in command shall include the a) Aircraft identification; b) Equipment affected; c) Degree to which the capability of the pilot to operate under IFR in the ATC system is impaired; and d) Nature and extent of assistance desired from ATC. 8.1.1.3
Minimum VFR Altitude Requirements
Citilink Indonesia normally does not allow VFR operations for revenue flights. If VFR is required for a specific flight or part(s) of a flight, an authorisation of the VP Flight Operations is required. For VFR altitudes requirements refer to local regulations applicable to the area overflown. 8.1.1.4
Minimum IFR Altitude Requirements
When an aircraft is operated for the purpose of commercial air transport, the minimum altitude / flight level at which it is permitted to fly may be governed by national regulations, air traffic control requirements, or by the need to maintain a safe height margin above any significant terrain or obstacle en-route. Whichever of these requirements produces the highest altitude / flight level for a particular route will determine the minimum flight altitude for that route. The procedures outlined in the following paragraphs are to be followed when calculating the minimum altitude for the safe avoidance of en-route terrain and obstacles. The minimum altitudes for IFR operations are published on aeronautical charts for airways, routes and for standard instrument approach procedures. If no applicable minimum altitude is prescribed the following minimum IFR altitudes apply: 1. In designated mountainous areas, 2,000 ft above the highest obstacles within a horizontal distance of 5 statute miles from the course to be flown; or 2. Other than mountainous areas, 1,000 ft above the highest obstacle within a horizontal distance of 5 statute miles from the course to be flown; or 3. As otherwise authorized by the Administrator or assigned by ATC. 8.1.1.4.1
Minimum En-Route Altitude (MEA)
The Minimum Enroute Altitude (MEA) is the lowest altitude a pilot can fly en-route. The MEA provides obstruction clearance within 5 statute miles of the airway centerline. MEA guarantees clearance of: 1. 1,000 ft above the highest obstruction in non mountainous terrain, or 2. 2,000 ft above the highest obstruction in mountainous terrain, rounded-off to the next higher increment of 100 ft. The lowest MEA is 2,000 ft. In addition to obstruction clearance, the MEA also guarantees reception of a navigational signal at any point along the airway. The pilot flying at or above the MEA can be assured that proper obstruction clearance and usable navigational signal are reliable. On approved company navigation charts the MEA is shown below the airway centerline.
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MEA is often the first of the two altitudes listed, or, if only one is shown.
8.1.1.4.2
Minimum Obstruction Clearance Altitude (MOCA)
The Minimum Obstruction Clearance Altitude guarantees the same obstruction clearance as MEA. The major difference between the two altitudes is that MOCA assures a reliable navigation signal only within 22 nautical miles of the VOR facility, conversely, the MEA guarantees reliable navigation signal throughout the segment. On approved company navigation charts, MOCA identified by letter “T” indicates the terrain obstruction.
8.1.1.4.3
Minimum Off Route Altitude (MORA)
The Minimum Off Route Altitude (MORA) provides obstruction clearance within 10 NM of the route centerline (regardless to the route width) and fixes. MORA guarantees clearance of: 1. 1,000 ft above the highest obstruction up to and including 6,000 ft, or 2. 2,000 ft above the highest obstruction exceeding 6,000 ft, rounded of to the next higher increment of 100 ft. The lowest MORA is 2,000 ft.
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On approved company navigation charts, the MORA is identified by letter “a”.
8.1.1.4.4
Grid MORA
The Grid MORA provides the same obstruction clearance as does the MORA but within a specified latitude and longitude rectangle. On navigation charts the Grid MORA is indicated for each latitude / longitude rectangle in hundreds (100) of ft. Depending on the scale, two more section may be covered by one Grid MORA
An ‘off-route’ or a flight which diverges from a designated air route due to ATC, weather, navigational in accuracy or any other reason, shall not be flown below MORA or Grid MORA except: 1. Adequate visual reference can be maintained 2. The aircraft is within an area where lower minimum altitudes are applicable 3. When radar vectoring is provided by an ATS unit 8.1.1.4.5
Minimum Safe Altitude (MSA)
Altitude depicted on an instrument approach chart and identified as the minimum safe altitude (MSA) which provides a 1,000 ft obstacle clearance within 25 NM radius from specified navigational facility or point upon which the instrument approach is predicated. If the radius limit is other than 25 NM it is stated. This altitude is for EMERGENCY USE ONLY and does not necessary guarantee NAVAID reception. When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors are referred to as ‘Minimum Sector Altitudes’. MSA is shown in a circle, when segment have different altitudes the dividing lines are clearly shown as magnetic bearing toward the facility with MSA figures in each segment. The facility is always identified outside of and to the right of the circle.
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ILS a locater approach procedures normally use a locater or NDB as the forming facility when they are located on the localizer course and used in the procedure. The localizer facility is not used in determining MEA. If there is no official MSA provided for an approach, within the fifty states of the USA and Canada, it is omitted. In order parts of the world MEAs are provided for each approach chart when an established MSA is authorized from a facility charted within the plan view of the respective approach. 8.1.1.4.6
Related Information
1. Minimum Crossing Altitude (MCA) Despite using MEAs, a route segment may be defined vertically by crossing altitude at a specified point. A MCA for a point on arrival, initial / intermediate and non-precision approach segment provides obstacle clearance at and before that point. 2. Obstacle Clearance Height / Altitude (OCH/A) The OCH/A is the minimum obstacle safe height / altitude of the final approach segment. It determines the Minimum Descent Altitude (MDA) for the non-precision approach and the Decision Altitude (DA) for the precision approach. 3. Departure Route Departure routes (SIDs or omni directional departures) are protected against obstacle by an up sloping surface. Unless otherwise indicated, the gradient of this surface is 3.3%. It may be located below the applicable minimum en-route altitude, but as long as the aircraft remains above the up sloping departure surface and within the departure route limits, obstacle clearance will be assured. Any MCA must be reached at the given point to ascertain sufficient obstacle clearance beyond that point. 4. Lowest Usable Flight Level For flight outside controlled airspace including below the lower limit of controlled airspace, e.g. when forced to descend by system malfunctions, the determination of the lowest usable flight level is the responsibility of PIC, taking into account current or forecast QNH and temperature. When operating below controlled airspace, the accumulated pressure and temperature correction may affect a flight level or altitude in controlled airspace. Clearance from appropriate ATC must then be obtained. 8.1.1.5
Abnormal Operation
8.1.1.5.1
Engine Failure
The cruising level selected and the aircraft weight shall be considered in the event of engine failure at the most unfavorable point along the route. The aircraft will able to clear the terrain enroute by an adequate margin and reach a suitable aerodrome. When determining the cruising altitude, the corridor width, the required terrain clearance and the margins to be subtracted from the one-engine-out enroute performance as specified in FCOM PER-OEI-CRT and or QRH PER-L.
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Application 1. The net flight path must have a positive gradient at 1,500 ft above the aerodrome where the landing is assumed to be made after engine failure. 2. The gradient of the net flight path must be positive at least 1,000 ft above all terrain and obstructions along the route within 9.3 km (5 nm) on either side of the intended track. 3. The net flight path must permit the aircraft to continue flight from the cruising altitude to an aerodrome where a landing can be made, the net flight path clearing vertically, by at least 2,000 ft, all terrain and obstructions along the route within 9.3 km (5 nm) on either side of the intended track. For the route segments considered, a profile of the terrain based on the MOCA corridor shall be drawn and the terrain clearance envelope shall be shown. If the climb performance reduced by the climb net performance is negative at the altitude of the highest point plus required clearance, level flight at that altitude is not possible and a set of driftdown curves for various wind components and weights must be plotted tangent to the envelope. For the purpose of calculating driftdown paths it is permitted to plan dumping of fuel (if applicable) to such an extent that the fuel quantity remaining as sufficient to reach a suitable aerodrome with two hours reserve. The minimum cruising altitude must be greater than the altitude at which two corresponding drift down curves intersect and equals the altitude at which the horizontal distance between the two drift down curves amounts to 10% of the distance between the point of intersection and the last navigational aid. The decision point when flying at the minimum cruising altitude is situated one minutes before the intersection of two corresponding drift down curves, to the time needed for marking a 180O turn. Note: - It is emphasized that the published driftdown data does not include specific margins for turbulence and/or icing. As far as turbulence will not result in lower performance than shown in anti the drift down data, as regards icing, experience has indicated that for all aircraft the de-and anti-icing equipment is capable of giving satisfactory protection in moderate icing. - It therefore the captain has good reason to expect more than moderate turbulence or icing over the critical portion of the route, the flight should be rerouted or delayed, unless he can fly at such an altitude that drift down clear of the area can be accomplished without descending into the unfavorable levels.
8.1.1.5.2
Pressurisation Failure
In case of depressurisation, the terrain elevation can impose a minimum flight altitude that requires the passenger to still use the breathing oxygen system in cruise after the emergency descent. Citilink Indonesia may establish an escape route as a function of the terrain and of the aircraft navigation performance system that permit, if approved by the authorities, to descend below the grid minimum altitude to an altitude that copes with passenger oxygen requirements. At any time during the emergency descent, the aircraft gross (actual) flight path must clear vertically all obstacles by 2,000 ft. 8.1.1.6
Altitude Correction
In order to determine the geometrical altitude of the aircraft and thus ensure adequate obstacle clearance, corrections have to be applied when Outside Air Temperature and/or pressure differ from standard atmosphere.
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8.1.1.6.1
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Temperature Correction
The calculated minimum safe altitudes/heights must be corrected when the OAT is much lower than that predicted by the standard atmosphere. The correction has to be applied on the height above the elevation of the altimeter setting source. The altimeter setting source is generally the atmosphere pressure at an airport, and the correction on the height above the airport has to be applied on the indicated altitude. The same correction value is applied when flying at either QFE or at QNH. Low altitude temperature corrections 1. Approximate correction Increase obstacle elevation by 4% per 10°C below ISA of the height above the elevation of the altimeter setting source or decrease aircraft indicated altitude by 4% per 10°C below ISA of the height above the elevation of the altimeter setting source. This method is generally used to adjust minimum safe altitudes and may be applied for all altimeters setting source altitudes for temperatures above -15°C. 2. Tabulated corrections For colder temperatures, a more accurate correction should be obtained from the following table calculated for a sea level aerodrome. It is conservative when applied at higher aerodrome.
High altitude temperature corrections The graph given hereafter has to be used enroute for high altitude operation. It does not take into account the elevation of the altimeter setting source. In theory, this correction applies to the air column between the ground and the aircraft. When flying above high terrain, the use of this correction gives a conservative margin.
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8.1.1.6.2
GENERAL Operating Procedure
Pressure Correction
When flying at levels with the altimeter set to 1013 hPa, the minimum safe altitude must be corrected for deviations in pressure when the pressure is lower than the standard atmosphere (1013 hPa). The appropriate correction is 28 ft (30 ft) per hPa below 1013 hPa. The corresponding pressure altitude correction table refer to QRH - INFLIGHT PERFORMANCE.
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8.1.2
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Airport, Route / Area Qualification
Airport, route and area qualification refer to OM Part A Chapter “8.1.2.4 Aerodrome List” For some airports, an introduction in the simulator is required. 8.1.2.1
Classification
Aerodrome Categorization
In normal circumstances, PIC may only operate into aerodromes which have been categorized by the Company and for which required informations have been provided in OM Part C - Airport and Route Manual. A PIC cannot self categorize an aerodrome unless in emergency. If in doubt about the aerodrome category, contact Chief Pilot. Aerodromes are categorized in ascending order of difficulty from category A to category C. Each airport of intended use shall be analyzed for its adequacy prior to being used, either as a destination, alternate or as an enroute-alternate. On the day of the flight, the weather and the NOTAMs shall be analyzed to determine its suitability. The adequacy analysis shall be based on the requirements given below. 8.1.2.2
Airfield Check, Prior to Consideration for Use
1. Hours of Operation (availability during planned operation) 2. Obstacles: in the vicinity and enroute 3. Runway Length / Runway Width: Sufficient to meet landing performance at the MLW, Width: adequate for the type of airplane 4. Runway Strength: Bearing strength sufficient to meet MLW with 10% margin for Flexible and 5% margin for rigid pavements or with dispensation where necessary 5. Runway / Taxiway size and Geometry RWY/TWY size and geometry compatible with required aircraft manoeuvres 6. Entry / Exit to Runway 7. Taxiways (Exit both ends of RWY) or Turning Nodes (both ends of RWY) if the RWY is only 30 m wide 8. Air Traffic Services and Emergency services available at airport 9. Prevalent weather and Weather reporting services available at airport 10. Navigation Aids Preferably ILS on at least one runway direction. 11. Lighting: Appropriate lighting as per the applicable approach procedure. 12. Meteorological Services: Weather forecasting and reporting obtained at the airport 13. Parking: Adequate parking space at designated area 14. Fuel: Uplift, Burn and Availability 15. Fuel freeze considerations 16. Ground Handling: As defined / required 17. Engineering: As defined / required 18. Medical: As defined / required 19. Customs / Immigration: Port of Entry 20. Political considerations: UN Sanctions / Insurance Coverage / Political sensitivity 21. Route feasibility: fuel burn, depressurization, etc. 22. Engine inoperative considerations: En-route and Departure Post analysis, the airport shall be categorized as a Category A, B, or C.
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Category A An aerodrome which satisfies all of the following requirements: 1. An approved instrument approach procedure 2. At least one runway with no performance limited procedure for takeoff and/or landing 3. Published circling minima not higher than 1,000 feet above aerodrome level and 4. Night operations capability. Citilink Indonesia pilots are authorized to operate into any Category A aerodrome, provided their Annual Line Check is valid, and provided they conduct a self-brief for the aerodrome using the flight documentation provided in the Approved Company Navigation Chart. Category B An aerodrome which does not satisfy the category A requirements or which requires extra considerations such as: 1. Specific approach aids and/or approach patterns; or 2. Unusual local weather conditions; or 3. Unusual characteristics or performance limitations; or 4. Any other relevant considerations including obstructions, physical layout, lighting, etc. Prior to operating to a category B aerodrome, The PIC should be briefed, or self-briefed by means of the airport briefing checklist on the category B aerodrome(s) concerned and should certify that he has carried out these instructions. Category B* An aerodrome that requires at least one of the active flight crew member has flown to this airport previously within 12 calendar months, otherwise an Airport Route Qualification check with company instructor shall be performed. Category C An aerodrome that requires additional considerations to those from a Category B Aerodrome, operating to a Category C Airport, the PIC (and F/O when applicable) should be briefed and an Airport Route Qualification Check or familiarized in a flight simulator by Company Instructor shall be performed for that purpose. Category C Airport is not allowed to be planned as an Alternate. 8.1.2.3
Planning Minima
Considered destination, departure or alternate airports to be used for operations must be adequate for the type of aircraft and operation concerned. In addition to be selected for conducting an operation they should be complying at the time / period of the operation with forecasted weather conditions that is called planning minima. In relation to expected approach procedure flight planning minima shall be considered for destination and alternate. These planning minima include minima for ceiling, visibility and wind. During flight apply flight planning minima only case a change to the flight plan is made with regard to destination or alternate.
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Note: Before comparing HAT/HAA with the forecast ceiling, values may be rounded off to the nearest multiple of 100 ft.
8.1.2.3.1
Planning Minima for Takeoff Alternate Airport
1. If the weather conditions at the airport of takeoff are below the landing minimum in the Citilink Indonesia Operations Specifications for that airport, no person may dispatch or release an aircraft from that airport unless the dispatch or flight release specifies an alternate airport located within the following distances from the airport of takeoff: -
Aircraft having two engines not more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative.
2. The alternate airport weather conditions must meet the requirements: a) If an instrument approach procedure can be used, minimum forecast weather conditions for planning and aircraft as an alternate are found by adding a standard increment to the prescribed minima (published minima raised as required) as given below: VISIBILITY CEILING WIND
Prescribed VIS + 600 m with a minimum of 1,200 m Prescribed HAT/HAA + 300 ft Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
b) If for the selected airport no usable instrument approach procedure is available, the following planning minima apply : VISIBILITY CEILING WIND
10 km or more Above the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.) Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
And additionally: -
No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast
-
If the selected airport is located in mountainous or near high obstacles, no significant clouds forecast.
3. No person may dispatch or release an aircraft from an airport unless he list each required alternate airport in the dispatch or flight release. 8.1.2.3.2
Planning Minima for Destination Airport
1. If an instrument approach procedure can be used, minimum forecast weather conditions for planning as the Destination Airport Planning Minima: VISIBILITY CEILING WIND
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Prescribed VIS + 600 m with a minimum of 1,200 m Prescribed HAT/HAA + 300 ft Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
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2. If for the selected airport no usable instrument approach procedure is available, the following planning minima apply: VISIBILITY CEILING WIND
5 km or more Above the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.) Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
And additionally: a) No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast b) If the selected airport is located in mountainous terrain or near high obstacles, no significant clouds forecast. 8.1.2.3.3
Flight Planning Minima for Enroute Alternate
1. If an instrument approach procedure can be used, minimum forecast weather conditions for planning as the Enroute Alternate Planning Minima: VISIBILITY CEILING WIND
Prescribed VIS + 600 m with a minimum of 1,200 m Prescribed HAT/HAA + 300 ft Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
2. If for the selected airport no usable instrument approach procedure is available, the following planning minima apply: VISIBILITY CEILING WIND
5 km or more Above the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.) Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
And additionally: a) No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast b) If the selected airport is located in mountainous terrain or near high obstacles, no significant clouds forecast. 8.1.2.3.4
Flight Planning Minima for Destination Alternate
All Citilink Indonesia IFR flights require at least one alternate airport for each destination. When the weather conditions forecast for the destination and first alternate airport are marginal at least one additional alternate must be designated. 1. If an instrument approach procedure can be used, minimum forecast weather conditions for planning and aircraft as Destination Alternate are found by adding a standard increment to the prescribed minima (published minima raised as required) as given below: VISIBILITY CEILING WIND
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Prescribed VIS + 600 m with a minimum of 1,200 m Prescribed HAT/HAA + 300 ft Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
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2. If for the selected airport no usable instrument approach procedure is available, the following planning minima apply : VISIBILITY CEILING WIND
10 km or more Above the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.) Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
And additionally: 1. No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast 2. If the selected airport is located in mountainous or near high obstacles, no significant clouds forecast. 3. No alternate airport is required if: a) For domestic flight, at least 1 (one) hours before and 1 (one) hour after the estimated time of arrival at the destination airport the appropriate weather reports of forecast or any combination of thereof, indicate: -
The ceiling will be at least 2.000 ft above the airport elevation,
-
Visibility will be at least 5 kilometers
-
Separate runways are usable at the estimated time of use of the destination aerodrome with at least one runway having an operational instrument approach procedure.
b) For international flight, if the flight is scheduled for not more than 6 hours and, for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport, the appropriate weather reports or forecasts, or any combination of them, indicate the ceiling will be: -
At least 1,500 ft above the lowest circling MDA, if a circling approach is required and authorized for that airport; or At least 1,500 ft above the lowest published instrument approach minimum or 2,000 ft above the airport elevation, whichever is greater.
-
The visibility at that airport will be at least 5 Kilometers or 3 Kilometers more than the lowest applicable visibility minimums, whichever is greater, for the instrument approach procedures to be used at the destination airport.
8.1.2.3.4.1
Close-In Alternate
In case of a good weather forecast for a destination, situated in a normally reliable weather area, planning of a close-by alternate is recommended to avoid unnecessary carriage of fuel. The Minimum Weather Forecast for Destination which can have a Close-In Alternate: Type of Approach
Ceiling
Visibility
ILS Cat I
1,000 ft
5,000 m
NPA
1,500 ft
5,000 m
Note : - There is no significant weather condition i.e. thunderstorm, rain, snow, gusty etc. - The minimum weather for the close-in alternate is at least the same as prescribed weather minimum at table above.
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Operating Procedure
Raising of Prescribed Minima
If one or more components or visual aids are inoperative or not used, the published descent limits and RVR or visibility minima must be increased by or to the values listed below, to obtain the prescribed minima.
Alternate minima for flight planning: to obtain alternate minima apply increments to prescribe minima above. *) Substitute for OM: Locator beacon on the centerline between FAP and 2 NM from touch down: DME provided equivalent DME distance is indicated on the approach chart. **) When DA is above 200 ft HAT, raise published VIS / RVR with 600 m.
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8.1.2.4
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Aerodrome Classification List
ICAO
IATA
WAPP
AMQ
CITY (AIRPORT)
CAT
REMARKS
DOMESTIC AIRPORT Ambon (Pattimura)
B
1. Unusual approach pattern for RWY 22 2. High terrain North and Northeast Area
WALL
BPN
Balikpapan (Sepinggan)
A
WITT
BTJ
Banda Aceh (Sultan Iskandar Muda)
B
1. Hight terrain on Southwest and Southeast Area
WICC
BDO
Bandung (Husein Sastranegara)
C
1. High terrain surrounding
2. Instrument approach only for RWY 17 2. High airport elevation 3. Minimum climb gradient for SID RWY 11 is 3.6% until 2,800 ft 4. Minimum climb gradient for SID RWY 29 is 3.6% until 3,100 ft and 3.8% until 4,800 ft in specific SID 5. Right hand circuit RWY 11 6. Required sharp manouvre in parking
WAOO
BDJ
Banjarmasin (Syamsudin Noor)
A
WIDD
BTH
Batam (Hang Nadim)
B
1. Descend angle VOR DME RWY 22 is 3.45o 2. Occasionally radar vectored to 2,500 ft in more than 30 NM from aerodrome 3. Limited parking stands
WIGG
BKS
Bengkulu (Fatmawati)
A
WABB
BIK
Biak (Frans Kaisiepo)
A
WADD
DPS
Denpasar (Ngurah Rai)
A
WAMG
GTO
Gorontalo (Djalaluddin)
B
High terrain on North-Northeast
1. High terrain around the airport 2. Right hand circuit RWY 09 3. S ID requires minimum climb gradient for RWY 27 is 15.1 %. 4. S ID requires minimum climb gradient for RWY 09 is 8.8 %. 5. Take off RWY 09 only. 6. Circling RWY 09 in day light only.
WIHH
HLP
Jakarta (Halim Perdanakusuma)
B
1. Specific Non Precision Approach VOR Runway 06 2. Congested Parking Area 3. High traffic density 4. Military area 5. Caution on crossing RWY taxi route 6. Right hand circuit RWY 06
WIII
CGK
Jakarta (Soekarno Hatta)
B
1. Traffic congestion 2. Occasionally radar vector for arrival and departure (instead of SID and STAR) 3. Bird strike
WIJJ
DJB
A
OPERATION
MANUAL
Jambi (Sultan Thaha)
A
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ICAO
IATA
WAJJ
DJJ
Operating Procedure
CITY (AIRPORT) Jayapura (Sentani)
CAT B
REMARKS 1. High terrain on North-west, North and North-east area of airport 2. Non-Precision Approach only 3. No circling on North-east area of RWY 4. Weather phenomena, wind change in speed and direction on final RWY 30 5. Transition altitude is 18,000 ft and transition level is FL180 6. Right hand circuit RWY 12
WAHH
JOG
Jogjakarta (Adi Sutjipo)
B
1. High terrain on final RWY 27 2. Military Area 3. Departure / Arrival Special Corridor 4. Right hand circuit RWY 27 5. High traffic density
WAWW
KDI
Kendari (Wolter Monginsidi)
B
1. Takeoff RWY 08, Landing RWY 26 due to high terrain area 2. If takeoff RWY 26 turn right immediately HDG 280 3. Minimum SID climb gradient is 4%
WATT
KOE
Kupang (Eltari)
A
Weather Phenomena, rapid change in windspeed and direction
WADL
LOP
Lombok (Lombok Praya)
A
Weather Phenomena, strong gusty especially during wet season
WAAA
UPG
Makasar (Hassanudin)
A
High terrain to the North and North-east of the MKS VOR
WARA
MLG
Malang (Abdul Rahman Saleh)
C
1. High terrain area to the East, North and West of airport 2. Specific approach speed 3. High IAF altitude (13,000 feet) 4. Weather Phenomena, rapid change in windspeed and direction 5. SID Requires minimum climb gradient greater than 6%. 6. Right hand circuit RWY 17
WAMM
MDC
Manado (Sam Ratulangi)
C
1. NDB Circling Approach for RWY 36 2. High terrain to the North, West and South Area 3. Specific Departure Procedure west-bound 4. Minimum climb gradient for SID RWY 36 is 6.5% 5. Minimum specific climb gradient for for RNAV (RNP) SID RWY 36 6. Right hand circuit RWY 18
WIMM
KNO
Medan (Kualanamu)
A
WAKK
MKQ
Merauke (Mopah)
B
1. Frequently radar vector for arrival and departure (instead of SID and STAR) 2. Bird strike 1. Non-Precision Approach only 2. Transition altitude is 18,000 ft and transition level is FL180
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ICAO
IATA
WIEE
PDG
CITY (AIRPORT) Padang (Minangkabau)
CAT B
A
OPERATION
REMARKS 1. High terrain consideration to the East 2. Weather phenomena, wind change in speed and direction on final RWY 33 3. Do not mistake with Tabing airbase located Southeast of Minangkabau airport
WAGG
PKY
Palangkaraya (Tjilik Riwut)
B
1. Hill at takeoff RWY 15 and approach RWY 33 distance 10.7 km with slope 5% 2. Possible light turbulence in approach RWY 33 3. Bird hazard and animals on final runway 33
WIPP
PLM
Palembang (Sultan Mahmud Badaruddin II)
A
WAFF
PLW
Palu (Mutiara SIS AlJufrie)
C
1. Minimum climb gradient for SID RWY 33 is 7% 2. High terrain surrounding 3. High IAF altitude RWY 15 (8,000 ft) 4. Weather Phenomena, rapid change in windspeed and direction 5. Left hand circuit RWY 33
WIKK
PGK
Pangkal Pinang (Depati Amir)
B
1. Non Precision Approach only 2. High obstacle on final RWY 34 3. Required sharp manouvre in parking
WIBB
PKU
Pekanbaru (Sultan Syarif Kasim II)
A
WIOO
PNK
Pontianak (Sultan Syarif Abdurrahman)
B
Slippery on wet runway
WARS
SRG
Semarang (Ahmad Yani)
B
1. High terrain on South and South-west area from ANY VOR 2. Right hand circuit RWY 31 3. Minimum climb gradient RWY 13 is 8%
WARQ
SOC
Solo (Adi Soemarmo)
B
1. High terrain on East and West Area 2. Specific weather phenomena
WARR
SUB
Surabaya (Juanda)
A
Minimum RNAV SID climb gradient is 5%
WIOD
TJQ
Tanjung Pandan (Hanandjoeddin)
B
Right hand circuit RWY 18
WIDN
TNJ
Tanjung Pinang (Raja Haji Fisabilillah)
B
1. Obstacle on final RWY 22 2. Non-Precision Approach only 3. Procedure for takeoff shall be used RWY 22 and landing shall be used RWY 04
WAQQ
TRK
Tarakan (Juwata)
B
1. High obstacle on final RWY 24
WAYY
PIM
Timika (Moses Kilangin)
B
1. High terrain to the North of VOR
2. Right hand circuit RWY 24 2. No circling on North area of RWY INTERNATIONAL AIRPORT OMAA
AUH
VAAH
AMD
A
OPERATION
MANUAL
Abu Dhabi (Abu Dhabi Int’l)
B*
Ahmedabad (Sardar Vallabhbhai Patel Int’l)
B
1. Specific procedures and terminal area 2. Traffic congestion 1. Specific procedures and terminal area 2. Bird strike
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ICAO
IATA
CITY (AIRPORT)
VOBL
BLR
Bangalore (Bangalore Int’l)
CAT B*
REMARKS 1. High elevation 2. Climb gradient 7.3% until 7,000 ft 3. No circling on North of airport 4. Specific taxi procedure (3 yellow line taxi) 5. Do not mistake with Yelahanka airbase located 4.3 NM South with similar RWY orientation
WBSB
BRU
Bandar Seri Begawan (Brunei Int’l)
B*
Specific area
VTBS
BKK
Bangkok (Suvarnabhumi Int’l)
B*
1. Specific procedures and terminal area
Changsha (Huanghua Int’l)
B*
Chengdu (Shuangliu Int’l)
B*
ZGHA
CSX
2. Noise abatement procedure 1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure in force
ZUUU
CTU
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure in force 4. High terrain on North and Northwest Area
VOMM
MAA
Chennai (Chennai Int’l)
B*
1. Do not mistake with Tambaram airbase located 5.8 NM radial 2170 from Chennai airport 2. No circling on South of RWY 07/25 3. Poor taxiway marking 4. Caution on crossing RWY taxi route
ZUCK
CKG
Chongqing (Jiangbei Int’l)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure in force 4. Specific comm failure procedure 5. High terrain surrounding
VCBI
CMB
Colombo (Bandaranaike Int’l)
A
VGHS
DAC
Dhaka (Hazrat Shahjalal Int’l)
B*
Specific approach type
WPDL
DIL
Dili (Presidente Nicolau Lobato)
C
1. Narrow runway
Fuzhou (Changle Int’l)
B*
ZSFZ
FOC
2. High terrain on West-Southwest 1. Fly in metric altitude 2. Specific procedures and terminal area
VOGO
GOI
Gowa (Dabolim)
B*
Specific area
ZGGG
CAN
Guangzhou (Baiyun International)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure
ZUGY
KWE
Guiyang (Longdongbao Int’l)
B*
Hangzhou (Xiaoshan International)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure
ZSHC
HGH
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure
VVNB
HAN
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MANUAL
Operating Procedure
ICAO
IATA
CITY (AIRPORT)
CAT
ZSOF
HFE
Hefei (Luogang Int’l)
B*
VHHH
HKG
Hong Kong (Hong Kong Int’l)
B*
A
OPERATION
REMARKS 1. Fly in metric altitude 2. Specific procedures and terminal area 1. Specific procedures and terminal area 2. Noise abatement procedure in force 3. Terrain in South and East of airport
VOHS
HYD
Hyderabad (Rajiv Gandhi Int’l)
A
OEJN
JED
Jeddah (King Abdul Aziz Int’l)
B
WMKJ
JHB
Johor Bahru (Senai International)
B*
WMKK
KUL
Kuala Lumpur (Kuala Lumpur Int’l)
B*
1. Specific procedures and terminal area 2. Noise abatement in force 1. High terrain on Southwest and North Area 2. Specific area 1. Specific procedures and terminal area 2. Arrival speed restriction 3. High terrain on North and Northwest Area
ZPPP
KMG
Kunming (Changshui Int’l)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Airport elevation 6,900 feet
VMMC
MFM
Macau (Macau Int’l)
B*
1. Specific procedures and terminal area 2. Noise abatement procedure in force 3. Specific LOC Approach Runway 16
RPLL
MNL
Manila (Ninoy Aquino Int’l)
B*
1. Specific procedures and terminal area 2. Noise abatement procedure in force 3. High terrain on Northeast Area
OEMA
MED
Medinah (Prince Mohammad Bin Abdulaziz Int’l)
B
1. Specific procedures n terminal area 2. High obstacle on North area 3. Specific minimum climb gradient 4. Specific loss communication proc
VABB
BOM
Mumbai (Chhatrapati Shivaji Int’l)
B*
Specific procedures and terminal area
ZSCN
KHN
Nanchang (Changbei Int’l)
B*
1. Fly in metric altitude
Nanjing (Lukou Int’l)
B*
ZNSJ
NKG
2. Specific procedures and terminal area 1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure in force 4. Specific comm. failure procedure
ZSNT
NTG
Nantong
B*
ZSNB
NGB
Ningbo (Lishe Int’l)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 1. Fly in metric altitude 2. Specific procedures and terminal area 3. High terrain surrounding
ZBDS
DSN
Ordos
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Airport elevation 4,593 feet
WMKP
PEN
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MANUAL
Penang (Penang International)
B*
1. Specific procedures 2. Specific procedures and terminal area
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ICAO
IATA
CITY (AIRPORT)
CAT
YPPH
PER
Perth (Perth International)
B*
ZSQD
TAO
Qingdao (Lliuting Int’l)
B*
REMARKS 1. Specific procedures and terminal area 2. Noise abatement prodecure in force 1. Fly in metric altitude 2. Specific procedures and terminal area 3. High terrain surrounding
ZSPD
PVG
Shanghai (Pudong Int’l)
B*
1. Fly in metric altitude 2. High traffic density 3. Specific procedures and terminal area
ZGSZ
SZX
Shenzhen (Baoan Int’l)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. High antennas and buildings surrounding 4. Caution on cross RWY taxi route
WSSS
SIN
Singapore (Changi International)
B*
1. Specific procedures and terminal area 2. Specific comm. failure procedure 3. Buildings on West-side area
ZSWZ
WNZ
Wenzhou (Longwan)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement prodecure in force 4. Hight terrain and antennas on West area
ZHHH
WUH
Wuhan (Tianhe International)
B*
Xiamen (Gaoqi Int’l)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure in force
ZSAM
XMN
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure
ZHCC
CGO
Zhengzhou (Xinzheng Int’l)
B*
1. Fly in metric altitude 2. Specific procedures and terminal area 3. Noise abatement procedure in force
Note: An airport which is not listed above has to be categorized by Flight Standard and Technical.
8.1.2.5
Operational Criteria for The Selection of Aerodrome
Alternate or destination aerodromes considered to be used for operations must be adequate to be selected for conducting an operation they should be suitable at the time of the operation. Aerodrome Definitions 1. Adequate Aerodrome An aerodrome is adequate if: a) Landing and over flying permission has been obtained. b) It can be reached while respecting the rules of the air. c) The available runway length is sufficient to meet aircraft performance requirements (required takeoff and landing distance). d) Rescue and fire fighting aerodrome category is compatible with the aircraft. e) The pavement strength is compatible with aircraft mass or derogation is obtained from airport authority. For scheduled operation these requirements are granted.
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f) At the expected time of use, the aerodrome is available and equipped with necessary ancillary services, such as: Air Traffic Services, communications, weather reporting and emergency services. g) At the expected time of use, navaids, approach aids, lighting needed for the approved approaches are available h) At the expected time of use, the aerodrome is equipped with the necessary ramp handling facilities: refuel, tow bar, step, cargo loading, ground power unit, air starter, catering water services, toilet services. i) For international flight, police, custom and immigration services are available at the expected time of use. 2. Suitable Aerodrome An aerodrome is suitable if: a) The aerodrome is adequate for the operation, and b) The meteorological conditions satisfy the planning minima given below for the expected landing time and meet the approach, runway and aircraft capabilities and crew qualifications. 3. Alternate Aerodrome An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the airport of intended landing. Alternate aerodrome include the following: Takeoff Alternate – an alternate airport at which an aircraft can land, if necessary, shortly after takeoff when it is not possible to return to the airport of departure. Enroute Alternate – an airport at which an aircraft would be able to land after experiencing an abnormal or emergency condition while enroute. Destination alternate – an alternate airport to which an aircraft may proceed should it become either impossible or inadvisable to land at the airport of intended landing. 4. Emergency Aerodrome Offline aerodrome not typically used by Citilink Indonesia for normal operations, which may be available for use in the event of an emergency. Emergency airports are typically categorized by the level of support, facilities and risk to be expected, and are only used when a flight cannot continue either to its destination or to a suitable alternate due to a specific emergency. 5. Separate Runways Runways on the same aerodrome are considered to be separate runways when they are separate landing surfaces which may overlay or cross such that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway, and each of the landing surfaces has a separate approach procedure based on a separate aid.
8.1.3
Aerodrome Operating Minima Determination
8.1.3.1
Aircraft Category
The type performance handling characteristics and airborne equipment of the aircraft have a direct or the airspace and visibility needed to perform certain maneuvers such as final alignment correction to land and circle to land. The following table indicates the specified range of handling speeds (IAS) for each category of aircraft to perform the maneuvers specified these speed ranges has been assumed for use in calculating airspace and obstacle clearance of reach procedure.
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ACFT CAT APPROACH Final
VAT
A
Max Speed For Missed Approach
Range of Speed for Approach
Range of Final Approach Speed
Max Speed For Maneuvering (Circling)
91
90/150
70/100
100
100
91/120
120/180
85/130
135
120
121/140
160/240
115/160
180
160
121/165
185/250
130/185
205
185
110
Intermediate
(110*)
B 150
(140*)
C 240 D 265
( Vat ) - Speed at threshold based on 1.3 time stall speed in the landing configuration at Maximum certificated landing mass. (*) - Maximum speed for reversal and racetrack procedures.
8.1.3.2
Aerodrome Operating Minima
1. Aerodrome Operating Minima This limits of usability of an aerodrome for either takeoff landing, usually expressed in terms of visibility, descent limit height and cloud conditions. Note: For non-precision and circling procedure, minimum descent altitude is specified instead of decision height / altitude.
2. Alternate Airport An airport specified in the flight plan to which a flight may proceed when it becomes inadvisable to land at the aerodrome of intended landing. 3. CAT I Operation Full Facilities
Intermediate Facilities
Basic Facilities
DH
60 m (200 ft)
60 m (200 ft)
60 m (200 ft)
RVR
550 m
800 m
1,200 m
VIS
800 m
800 m
1,200 m
Note: - Full Facilities are those currently describe in Annex 14 vol. 1 as a precision approach CAT I lighting system, with runway edge lights, threshold lights, end lights and runway marking -
Intermediate Facilities Consist of a high intensity simple approach lighting system with runway edge lights, threshold lights, end lights and runway marking
-
Basic Facilities Consist if a low intensity simple approach lighting system with runway edge lights, threshold lights, end lights and runway marking or no approach lights.
4. Ceiling Ceiling is the height of the base of the lowest cloud, covering more than 1/2 of the sky. When there is no clearly defined cloud base, a vertical visibility is sometimes reported. This shall then be taken as ceiling. The reported cloud base or vertical visibility is normally measured above the official aerodrome elevation. 5. Circling Approach An extension of an approved instrument approach procedure, which provides for visual maneuvering prior to landing. The visual maneuver is intended to align the aircraft with the runway for landing when a straight in landing from an instrument approach is not possible or undesirable.
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6. Descent Limit The lowest possible altitude or height to which he approached may be continued in order not to infringe instrument obstacle clearance criteria. Descent limits are nominated and referenced according to the approach procedure being used. CATEGORY OF OPERATION
DESCENT LIMIT
CAT I and PAR Altimeter
Decision Altitude / Height (DA/DH) Reference Datum: Mean Sea Level identified by Pressure Altimeter (DA) and Absolute Height identified by Radio
Non-Precision
Minimum descent altitude (MDA) + 50 feet Reference datum: mean sea level Identified by pressure altimeter.
Note: - Citilink Indonesia Procedure for Non-Precision Approach is CANPA (Constant Angle Non-Precision Approach) and give additional 50 ft to the MDA. -
On approach charts HAT or HAA is presented as a figure between brackets
-
Following the pertinent descent limit (HAT = Height Above Threshold, HAA = Height Above Aerodrome)
-
For straight-in approaches HAT is given
-
For circling approaches HAA is given
7. Final Approach Fix (FAF) That point which the beginning of the final approach segment of non-precision approaches. ICAO recommended location optimum 5, maximum 10 NM from the threshold. Also, refer to final approach segment. 8. Final Approach Point (FAP) The ILS glide path intercepts point, marking the beginning of the final approach segment. 9. Final Approach Segment That segment of an instrument approach procedure in which alignment and descent for landing are accomplished. The final approach segment commences at: ILS approach Non-Precision approach PAR
FAP FAF, or in case of an approach without FAF, when Established on the final approach track. Upon interception of the extended runway centerline, Within PAR coverage but with a maximum range of 15 NM.
10. Flight Visibility Refer to visibility 11. Go-Around phase of flight following an approach that has been abandoned. 12. Missed Approach Point (MAP). That point in an instrument approach procedure at which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. The missed approach point may be: Precision approach Non-precision approach
DH or DA A published fix, or point determined by a timing from Fix
13. Missed Approach Procedure The flight path to be followed from the missed approach point if the approach cannot be continued.
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14. Non-Precision Operation An instrument approach and landing without electronic glidepath guidance (VOR, VOR/DME, NDB, ILS no GP/LOC only, RNP APCH). 15. Obscured Segment Part of the ground not visible from the cockpit is caused by the nose of the aircraft. 16. Obstacle clearance Altitude/Height (OCA/H) OCH is the lowest height above threshold or aerodrome elevation-and OCA is the lowest altitude – which can be used as a descent limit to comply with the appropriate obstacle clearance criteria. Citilink Indonesia does not publish OCAs or OCHs. They are incorporated in the published descent limits. 17. PIREP A recent pilot’s observation of ceiling and visibility. 18. Straight-in Approach An instrument approach with the final approach track meeting alignment criteria, these are: Final approach track intersects the extended runway centerline at a distance of minimum 1,000 m in front of the threshold under an angle of maximum 30. - Or Final approach track does not interest extended runway centerline before the landing threshold, but this track lies laterally within 150 m of this extended centerline at appoint 900 m outward from runway threshold.
19. Visibility Visibility is the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted object by night. 20. Ground visibility : The visibility at an aerodrome as reported by an accredited observer a) Runway Visual range (RVR) : The maximum distance in the direction of takeoff or landing at which the runway or the specified lights or markers delineating it can be seen from a position above a specified point on its centerline at a height corresponding to the average eye-level of pilots at touch down.
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Note: Several practices to indicate the position along the runway exist, (e.g. A, B, C or Touchdown, Mid Point, Roll out or C, B, A, etc). Whatever the method, TDZ RVR is normally given first. Normally RVR observations are only made during periods when ground visibility is less than 1,500 meters.
b) Flight Visibility : The visibility forward from the cockpit of an aircraft in flight. 21. Visual Segment That part of the ground visible from the cockpit based at the pilot’s eye reference position and bounded by the visual range and the obscured segment. 22. Minimum Descent Altitude (MDA) The lower expressed in feet above mean sea level to which descent is authorized on final approach or during circle to land maneuvering in execution of a standard instrument approach where no electric glide slope is provided. Level flight at MDA to the missed approach point (MAP) is possible the MDA will be identified by the pressure altimeter when set to QNH. Descent below the MDA is not authorized unless the runway or its environment is sight and the aircraft is in position for a normal landing. 23. Takeoff Weather Minima The minimum weather conditions of ceiling and visibility (RVR) and maximum weather condition of wind at which a pilot is allowed to make a take off. 24. Touch Down Zone (TDZ) The first 900 m (3,000 ft) of the runway measured from the beginning of the threshold. Note: Not to be confused with the touch down aiming point.
25. Touch Down Zone Elevation. The highest elevation in touch down zone. 8.1.3.3
Determination of Takeoff Minima
Takeoff minima area established in such a way that adequate outside visual reference could reasonably be expected to exist when: 1. Accelerating the aircraft to V1 until completely stop, or 2. From Takeoff Roll until airborne Under actual conditions equal to those specified as applicable takeoff weather minima. These requirements normally result in standard takeoff minima. 8.1.3.4
Standard Takeoff Minima
1. Standard takeoff minima is used when one or more of the factors required for lower than standard take off minima do not apply, cannot be adequately addressed or uncertain. 2. If the RVR is reported for the takeoff runway the reported RVR will be used instead of reported visibility. Aircraft Condition Standard
TDZ RVR or Visibility RVR 1,500 m (5,000 ft) VIS 1,600 m (1 SM)
Mid RVR Advisory (if reported)
Rollout RVR Advisory (if reported)
Remarks • Use Mid if TDZ RVR is Inop • Lowest vis for F/O to Takeoff
8.1.3.5 RESERVED
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Operating Procedure
Visibility RVR Conversion
Use the following table for converting reported meteorological visibility into RVR value. Reported Visibility X (...) = RVR
Lighting Elements in Operation
Day
Night
High Intensity Approach and Runway Lighting (HIRL)
1.5
2.0
Any type of lighting installation other than obove
1.0
1.5
No lighting
1.0
N/A
CAUTION The table must not be used for calculating: Take off minima, CAT II/III minima, circling minima, for planning pupose, or when reported RVR is available.
8.1.3.7
Operation Application
1. Application of VIS if only General Visibility (VIS) is given a) The observed visual range from the cockpit must be equal to or better than the published takeoff minimum b) A uniform atmosphere must exist without sharp variations in visibility due to patches of log. Note: The visual range from the cockpit can be estimated by counting the number of Lights in the visual segment, multiplied by the light interval as published an Aerodrome Chart.
2. Other factors to be considered all factors such as crosswind, precipitation, runway contamination, fatigue, whether low visibility procedures are in force, etc shall be evaluated before commencing takeoff. 8.1.3.8
Publication of Takeoff Minima
Take off minima (VIS/RVR) are published on the Aerodrome Chart either by the remark “STANDARD” or by showing the applicable values. If “STANDARD” is published, lowest minima of the table before can be applied depending on requirements and conditions. 8.1.3.9
Takeoff Alternate Aerodrome
A takeoff alternate aerodrome must be available. This can be: 1. The aerodrome of departure, provided weather conditions (including cross and tailwind) is at least equal to those required for the approach system used. 2. An adequate aerodrome, located within 1 hour in still air at normal cruising speed with 1 engine in operative, provided forecast weather conditions are not below the standard alternate minima. Note: Terrain and weather conditions en route permit single engine operation.
8.1.3.10
Circling Minima
Minimum obstacle clearance: Category B
= 300 ft
Category C & D = 400 ft
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Aircraft Category MDH Visibility
8.1.3.11
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B
C
D
150 m
180 m
210 m
(500 ft)
(600 ft)
(700 ft)
1,600 m
2,400 m
3,600 m
Landing Minima
It is Citilink Indonesia policy that the visibility or RVR is the required weather condition for approach initiation and allows an instrument approach down to the prescribed descent limit without regard to the reported ceiling. A ceiling minimum is not prescribed as a criterion for approach initiation but is left subject to Captain’s discretion. To facilitate evaluation of the reported ceiling the height above threshold of aerodrome elevation of the pertinent descent limit is published on the approach chart in the minimal box value between brackets. In case components or visual aids inoperative or not used see components out table. The published minima, adjusted for components-out and/or aircraft deficiencies, if such should be appropriate are referred to as prescribed minima related wind limitations could be found in the relevant section of the Flight Crew Operation Manual (FCOM). 8.1.3.11.1
Required Visual Reference
Before descending below the descent limit, the flight must be equal to or better than the prescribed visibility in order to provide an adequate visual ground segment. The length of the visual segment must enable the pilot to see the visual cues needed to assess the aircraft’s position, bank angle and cross track velocity relative to the approach lights or the runway. For roll reference sight of one more elements providing horizontal information is required (cross bars, red side barrettes, and threshold). This ground segment, which contains part of the final approach and/or touch down area, must be continuously in view to the pilot from the time he reaches the descent limit up to and including touch down and roll-out. Since for a manual landing the overriding requirement is for visual cues to be available, sufficient runway surface information must be visible to manually control flare and touch down. 8.1.3.11.2 Application of RVR Reports The reported RVR prevails over the reported visibility. If for a particular runway more than one RVR is reported, the usability of that runway for landing must be based on the TDZ RVR. Reported RVR’s along other portion of the runway control the rollout maneuver and 175 meters is considered to be the minimum for adequate rollout guidance. In the event the TDZ RVR is not available, pilot must recent to the reported general visibility. 8.1.3.11.3 Application of Visibility Reports If a pilot has begun the final approach segment of an instrument approach procedure, an instrument approach procedure may be continued if the reported visibility is less than the prescribed visibility.
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Visibility Minimum Tables
Table 1a The Effect of HAT or HAA on Visibility Minimum (visibility in meters) Without Approach Lighting HAT or HAA (ft)
250-400
401-500
501-600
601-670
671-740
741-810
811-880
881-950
951 or above
Cat C
1,600 m
2,000 m
2,400 m
2,800 m
3,200 m
3,600 m
4,000 m
4,400 m
4,800 m
HAT or HAA (ft)
250-341
342-426
427-511
512-600
601-670
671-740
741-810
811-880
881 or above
Cat D
1,600 m
2,000 m
2,400 m
2,800 m
3,200 m
3,600 m
4,000 m
4,400 m
4,800 m
Note: If the Missed Approach Point (MAP) is more than 3,200m from the runway, the required visibility shall be at least 3,200m but not less than the visibility specified above.
If radar control terminates more than 1NM before the runway, the visibility will be the distance from the Radar termination point to the runway. Table 1b The Effect of Facility Distance Visibility Minimum (visibility in meters) VOR, LOCALIZER, ASR, NDB, DF, DME arc Without Approach Lighting Distance, NM
0 - 10
Over 10 - 15
Over 15 - 20
Over 20 - 25
Over 25 - 30
Cat C
1,600 m
1,600 m
2,000 m
2,400 m
2,400 m
Cat D
1,600 m
2,000 m
2,400 m
2,800 m
3,200 m
Note: - NDB and ADF approaches not authorized over 15 NM. - Approach Surveilance Radar (ASR) approaches not authorized over 20 NM (For ASR, NDB and ADF distance over 10 NM apply the 25-30 NM columns). - The visibility in a) and b) above may be reduced by giving credit to approach light system as follows (table 2 below) Table 2 When Visibility Without Approach Lights Obtained from Table 1a and 1b 1,600 m and less
Higher than 1,600 m VISIBILITY REDUCTION permitted for 720m HIALS
Visibility reduction permitted down to values shown in table 3
Aircraft Category
All Approaches (except NDB, DF)
CAT C CAT D
NDB and DF Approaches
by 800 m to not less than 1,200 m By 800 m
By 400 m
to not less than 1,600 m *
to not less than 1,600 m
* To not less than 1200 m for LOC + MM (or DME) + FAF
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Table 3 Standard Straight-In Minimum
Precision Approach Approach Facilities
ILS or PAR
ILS with Offset LLZ (max 3º)
ILS MM Out
Lowest HAT
DH 200
DH 250
DH 250
Avail Lighting System Full Facilities
Acft CAT
RVR m
VIS m
RVR m
VIS m
RVR m
VIS m
C
550
800
720
800
720
800
D
600
800
720
800
1,200
1,200
Intermediate Facilities
C
720
800
720
800
720
800
D
720
800
720
800
1,200
1,200
Nil Facilities
ALL
1,200
1,200
1,200
1,200
1,200
1,200
Full ILS normally includes LLZ, GS, OM (or FAF), MM (or DME) Approach Facilities
LLZ + MM or DME + OM 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
Avail Lighting System Full Facilities
Acft CAT
RVR m
VIS m
RVR m
VIS m
RVR m
VIS m
C
720
800
720
800
1,200
1,200
D
1,200
1,200
1,500
1,600
1,500
1,600
Intermediate Facilities
C
1,200
1,200
1,200
1,200
1,200
1,200
D
1,500
1,600
1,500
1,600
1,500
1,600
Nil Facilities
ALL
1,500
1,600
1,500
1,600
1,500
1,600
Note: Lights or lighting systems not mentioned above will give no credit for visibility reduction.
8.1.3.13
Instrument Approaches
8.1.3.13.1 Commencement of The Approach In connecting with the application of landing minima, an instrument approach procedure is supposed to commence about 2 NM before the beginning of the final approach segment, i.e., 2 NM before the final approach facility, fix or point. No pilot may continue an approach past the Final Approach Fix, or where a final approach fix is not used, begin the final approach segment of an instrument approach procedure: 1. At any airport, unless the Badan Meteorologi Klimatologi dan Geofisika (BMKG) a source approved by the BMKG, or a source approved by the Director, issues a weather report for that airport; and 2. At airports within Indonesia unless the latest weather report for that airport issued by the Badan Meteorologi Klimatologi dan Geofisika (BMKG), a source approved by the BMKG, or a source approved by The Director, reports the visibility to be equal to or more than the visibility minimums prescribed for that procedure.
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8.1.3.13.2 Conduct of Instrument Approaches The detailed procedures for the conduct of all Instrument Approaches are given in the approved Approach Chart. In addition to those, the following planning procedures are required: 1. Aircraft status: check that required equipment for the approach is operative. 2. Review NOTAMs to make sure that the destination airport still meets the requirements for: a) Runway and approach lighting, b) Radio navaid availability, c) RVR equipment availability, etc. 3. Weather information: check that the weather forecast at destination is within airline and crew operating minima. If the forecast is below CAT I minima, verify that alternate weather forecasts are appropriate to the available approach means and at least equal to or better than CAT I minima. 4. Fuel planning: fuel calculation should be considered for possible approach delays if required. 5. Verify the present position and monitor the navigation performance, prior to commencing an approach. 6. For IFR approaches, confirm that no write-up during previous flights affects required equipment. Refer to Airbus FCTM PR-NP-SOP-160. 8.1.3.13.2.1
Terrain Clearance During Approach
In order to ensure safe terrain clearance, the published minimum flight levels / altitudes and intermediate approach altitudes must strictly be adhered to until a positive check over or in relation to a navigations aid (e.g. published VOR-radial / DME-position, etc.) indicates correct position for further descent or continuation of approach as stipulated on the IAF. 8.1.3.13.2.2
Identification of Aerodromes and Runways
At certain locations the proximity of adjacent aerodromes, the multitude of runways and even the proximity of highways paralleling a runway could create confusion and result in a landing at the wrong airfield or on the wrong runway, especially in darkness. All measures should therefore be taken to ensure proper identification of the aerodrome and assigned runway. 8.1.3.13.2.3
Entry for Instrument Approach
1. Arrival routes are normally published from the en-route phase to a fix or facility used in the instrument approach procedure. This arrival route ends at the initial approach fix. If no such fix or facility is available, the instrument approach procedure is established by Track Reversal or Race Track Procedure. 2. Special care must be taken to stay within the stipulated maneuvering area. Hence time and speed control according to FCOM must be closely observed unless speed restrictions are requested by ATC. 8.1.3.13.2.4
Noise Abatement (if applicable)
1. The initial and intermediate approach shall be flown with the lowest possible power; 2. Drag shall be adjusted accordingly. Refer to Airbus FCTM PR-NP-SOP-120.
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8.1.3.13.3 ILS CAT 1 Operation The following is applicable to operations with a DA not less than 200 ft HAT and a visibility 800 m or RVR not less than 550 m. See OM Part A Chapter 8.1.3.2 for other limitation. 8.1.3.13.3.1
Initiation of The Approach
An ILS CAT I approach may be commenced if: 1. The ILS CAT I minima are published on the approach chart 2. The reported general visibility is at least equal to or better than the reduced visibility, which can be obtained by applying the reduction to the prescribed visibility minimum, or 3. The reported TDZ RVR is at or above the prescribed visibility minimum. 4. Reduction is not allowed. (Additionally reported RVR may be disregarded for initiation). 8.1.3.13.3.2 Localizer Descent for final approach shall not be initiated as long as the localizer shows full scale deflection. After being established, descent must not be continued if localizer deflection is more than one dot as shown on the PFD. After passing the outer marker, every effort should be made to follow the localizer as closely as possible. Note: Deviation of 1/3 dot localizer between 100 ft RA and 50 ft RA corresponds to approximately 19 m off runway centerline.
8.1.3.13.3.3
Glide Path
After intercept, the glide path deviation may not exceed one dot as shown on the PFD. The glide path should, however, be flown as accurately as possible and the deviation must be virtually “zero” upon reaching DA(H). Note: Deviation of 1/2 dot glide path between 100 ft RA and 50 ft RA corresponds to approximately 7 ft to 4 ft deviation in aeroplane height.
8.1.3.13.3.4
Component – Out
If one or more components of the ILS (GP-LLZ-OM) or of the visual aids associated with the published approach procedure are reported inoperative, the published minima may be affected. When the OM is reported inoperative, it may be substituted, by the following aids. 1. Locater beacon on the centerline between FAP and 2 NM from touch down 2. NM from touch down 3. DME provided equivalent DME distance is indicated on the approach chart. 8.1.3.13.3.5
Amended CAT I OCA/H
An official CAT I OCA/H can be raised by NOTAM. The revised OCA (or OCH + threshold elevation) must be compared with the prescribed DA. The higher value will then be new DA. 8.1.3.13.3.6
RVR Requirements
If RVR is reported, the TDZ RVR is governing.
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Continuation of The Approach Until Reaching DA
If a pilot has begun the final approach segment of an instrument approach procedure and after that receives a later weather report indicating below minimum conditions, the pilot may continue the approach. 1. Applicability of RVR In order to avoid unnecessary go around to fluctuations of RVR around the minimum value an ILS CAT I approach may be continued to 500 ft HAT irrespective of reported deterioration of RVR’s bellow the required minimum. If at 500 ft HAT or anytime thereafter down to the applicable day, the TDZ RVR drops below its minimum and/or any additional RVR along that runway drops below 175 m, Go Around! 2. Applicability of General Visibility If a subsequent weather report gives visibility conditions below the value required for approach initiation, the approach may be continued down to the minimum descent altitude. 8.1.3.13.3.8
Application of DA
Level flight after reaching DA is prohibited. At the DA the decision must be made either to continue the approach to land or incase the conditions to descent below DA are not fulfilled initiate immediately a missed approach. 8.1.3.13.3.9
Descent Below DA
Descent below DA is allowed when: 1. The required visual reference has been obtained, and 2. The captain is convinced that that a safe landing and roll-out on the intended runway can be made at a normal rate of descent using normal maneuvers and when that rate of descent will allow touch down zone. If it any time after descent DA the captain is no longer convinced that a safe landing and rollout could be made, Go Around! 8.1.3.13.4 Non-Precision Approach Flight Crew using Non Precision Approach with Constant Angle Non Precision Approach (CANPA) or Continuous Descent Final Approach (CDFA) shall be applied as primary method. A Non Precision Approach is an instrument approach that does not incorporate vertical guidance (i.e., no glide slope). Over the past several decades statistically indicates that there have been a number of CFIT (Controlled Flight Into Terrain) and unstabilized Approach incidents and accidents associated with step down Non Precision Approaches and landings. Traditionally step down method involve changing the flight path at low altitude, require of the crew higher level of skill, judgment and training. Many of these could have been prevented by the use of CANPA or CDFA (Continuous Descent Final Approach) methods. Flying a constant angle approach profile: provide a more stabilized flight path; reduced work load and reduced the risk of error. Therefore Citilink Indonesia requires the use of CANPA (Constant Angle Non Precision Approach) or CDFA (Continuous Descent Final Approach) as primary methods unless local procedures dictate otherwise. The procedures and requirements are outlined in the FCOM.
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If using an MDA(H) / DA(H) for Non Precision Approach, initiating a missed approach 50 ft above the MDA(H) / DA(H) may be necessary to avoid descending below the MDA(H) / DA(H) during missed approach. The additional of 50 ft above the MDA / DA(H) for Non Precision Approach for anticipating go around does not require additional prescribed minimum visibility. The following is applicable to operations with a MDA not less than 250 ft HAA or HAT and a visibility or RVR not less than 1,200 m. Descent to the next lower altitudes or MDA(H) shall only be started if the aircraft bearing is within +/- 5° of the published final approach track or within one dot deflection for localizer / ILS back-beam approach and after having passed the respective fix of the procedure. The descent shall be flown according to the published approach angle. The respective fixes must be crossed not lower than the published altitudes -100 ft. A rate of descent of 2,000 ft/min must not be exceeded. Note: Exceptions for published category C aerodromes.
8.1.3.13.4.1
Initiation of The Non Precision Approach
A non-precession approach may be commenced if: 1. The minima are published on the approach chart 2. The reported general visibility is equal to or better than the reduced visibility, which can be obtained by applying the reduction to the visibility minimum, or 3. The reported TDZ RVR is at or above the prescribed visibility minimum, 4. Reduction is not allowed. 8.1.3.13.4.2
Amended OCA/H
An officially revised OCA/H must be compared with the prescribed MDA. The higher value will than be the new MDA. 8.1.3.13.4.3
RVR Requirements
If RVR is reported for the intended runway, the TDZ value is governing. 8.1.3.13.4.4
Continuation of The Non Precision Approach Until Reaching The MDA + 50 Feet
If the subsequent weather report gives weather conditions below those, which permitted the initiation of the approach, the approach may be continued down to the prescribed MDA + 50 ft. 8.1.3.13.4.5
Application of MDA
Before reaching the MAP a decision must be made to continue the approach to land or go around.
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Descent Below MDA
Descent below MDA is allowed when: 1. The required visual reference has been obtained, and 2. PIC is convinced that a safe landing and roll-out on the intended runway can be made at a normal rate of descent using normal maneuvers and when that rate of descent will allow touch down to occur within the touch down zone. 8.1.3.13.4.7
Non-Precision Approach
NAV, or NAV and APP NAV and FINAL APP mode may be used for VOR, VOR/DME, NDB, NDB/DME or RNAV (GNSS) approach but not for ILS, LOC, LOC-B/C. VOR, VOR/DME, NDB or NDB /DME approach procedures may be performed, in NAV, or NAV and APP NAV and FINAL APP mode, provided AP or FD is used, and: 1. GPS PRIMARY is available. In this case, the reference navaid may be unserviceable, or the airborne radio equipment may be inoperative, or not installed. 2. GPS PRIMARY is not available. In this case, the reference navaid and the corresponding airborne equipment are serviceable, tuned and monitored during the approach. RNAV (GNSS) approaches may be performed, in NAV, or NAV and APP NAV and FINAL APP mode provided that GPS PRIMARY is available and with AP or FD engaged. NAV mode may be used in the terminal area, provided: 1. GPS PRIMARY is available, or 2. HIGH accuracy is displayed, and the appropriate RNP is checked or entered on the MCDU, or 3. FMS navigation is cross-checked with navaid raw data. Refer to FCOM LIM-AFS 8.1.3.13.4.7.1 Non-Precision Approach with CANPA As a basic policy all non-precision approaches shall be flown as Constant Angle Non-Precision Approach (CANPA). Where FPV or profile is available, the published approach angle / path shall be followed using flight guidance and auto-flight systems. Where no FPV is available, the rate of descent shall be supervised and adjusted constantly in order to achieve a constant angle of approach. If a CANPA is not possible, a conventional step-down non-precision approach shall be executed. The Non-Precision Approach can be performed with: Approach Using Final Approach Guidance (Managed) The requirements are: 1. GPS Primary; and 2. Accuracy High; and 3. Valid Navigation Database; and
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4. Track differences: a) 0.1 degree of differences between the MCDU and the charted vertical track is acceptable b) 1 degree of differences between the MCDU and the charted lateral track is acceptable c) 3 degree of differences between the MCDU and the charted lateral track is acceptable for conventional radio NAVAID Approach d) in all other cases use full selected approach 5. Use of Flight Director (FD); and 6. Use of “Approach” Push Button; and 7. No modification point in the NPA in MCDUs; and 8. Pilot Flying’s ND on “Arc”; and 9. Deceleration Approach See FCOM LIM-AFS-10 for related procedure. Approach Using FPA Guidance (Selected NAV-FPA) The requirements are: 1. GPS Primary for RNP APCH; and 2. Accuracy High; and 3. Valid Navigation Database (RNAV/RNP Flight); and 4. No modification point in the NPA in MCDUs (RNAV/RNP Flight); and 5. Use of Flight Director (FD) and Flight Path Vector (FPV or “Bird”) for Vertical Path; and 6. Track differences: a) 1 degree of differences between the MCDU and the charted lateral track is acceptable b) 3 degree of differences between the MCDU and the charted lateral track is acceptable for conventional radio NAVAID Approach c) in all other cases use selected TRK-FPA Mode for Approach 7. Pilot Flying’s ND on “Arc”; and 8. Approach Speed (VAPP) at Final Descent Point (FDP) Approach Using FPA Guidance (Selected TRK-FPA) The requirements for Full Selected Approach are: 1. Use of Track for Lateral Interception; and 2. No modification point in the NPA in MCDU; and 3. Use of Flight Director (FD) and Flight Path Vector (FPV or “Bird”) for Vertical Path; and 4. Pilot Flying’s ND on “Rose VOR”; and 5. Approach Speed (VAPP) at Final Descent Point (FDP) The autopilot should be used down to the applicable Minimum Decision Altitude (MDA). 8.1.3.13.5 Downgraded of An Approach If continuation of the approach within the limitations set by the procedure is no longer possible, a goaround must be made. A go-around is not necessary if (an immediate) transfer to a downgraded category or another procedure can be made. Such as transfer are subject to application of revised minima. OM Part
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A restrictions may preclude a transfer or may require adjustment to other FCOM - Standard Operating Procedures (Crew-coordination procedures). The transfer must be accomplished within the limitations of the new procedure. 8.1.3.13.6 Instrument Approach Followed by Visual Maneuvering (Circling Approach) 1. When the aeroplane is on the initial instrument approach, before visual reference is stabilised, but not below MDA/H, the aeroplane should follow the corresponding instrument approach procedure until the appropriate instrument MAPt is reached. 2. At the beginning of the level flight phase at or above the MDA/H, the instrument approach track determined by radio navigation aids, RNAV, RNP, ILS, MLS or GLS should be maintained until the pilot: a) Estimates that, in all probability, visual contact with the runway of intended landing or the runway environment will be maintained during the entire circling procedure; b) Estimates that the aeroplane is within the circling area before commencing circling; and c) Is able to determine the aeroplane’s position in relation to the runway of intended landing with the aid of the appropriate external references. 3. When reaching the published instrument MAPt and the conditions stipulated in point (2) are unable to be established by the pilot, a missed approach should be carried out in accordance with that instrument approach procedure. 4. After the aeroplane has left the track of the initial instrument approach, the flight phase outbound from the runway should be limited to an appropriate distance, which is required to align the aeroplane onto the final approach. Such manoeuvres should be conducted to enable the aeroplane: a) To attain a controlled and stable descent path to the intended landing runway; and b) To remain within the circling area and in such way that visual contact with the runway of intended landing or runway environment is maintained at all times. 5. Flight manoeuvres should be carried out at an altitude / height that is not less than the circling MDA/H. Level off at an altitude when a circling approaches at or above MDA is permitted provided: a) The aircraft is clear of clouds, and; b) Full visual reference can be maintained and; c) The applicable landing or objects identifiable; d) With that runway, can be kept in sight. 6. Descent below MDA/H should not be initiated until the threshold of the runway to be used has been appropriately identified. The aeroplane should be in a position to continue with a normal rate of descent and land within the touchdown zone. 8.1.3.13.7 Visual Approach A visual approach is an approach where an aircraft on an IFR flight plan, operating clear of cloud, in sight of ground or water and with an in-flight visibility of not less than 5,000 m or the published circling visibility if higher, and having an ATC clearance to do so, deviates from the prescribed instrument approach and proceeds to the airport by visual reference. If no circling minima are specified, the cloud ceiling must be at or above the appropriate minimum safe altitude and the reported visibility at least 5,000 m.
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In case of straight-in visual approaches, the published instrument approach procedure shall be adhered to as closely as possible. Where no instrument approach procedure is available for the runway of intended landing, crews may proceed to establish flight in conditions suitable for a visual approach via a transition cleared by ATC. Crew may accept radar vectors to establish on final approach as a method of transitioning to the visual approach. In any case, the requirements of Section If a full circuit pattern is flown, the circuit altitude shall be 1,500 ft above aerodrome elevation. The visual glide path angle should normally be in the order of 2.5° to 3.0° depending on terrain clearance requirements. Once the aeroplane is established and descending on the final approach to the runway of intended landing, 360° turns and other maneuvers for descent profile adjustment are not permitted. 8.1.3.13.8 Change-Over from Instrument Flying to Flying with Visual Reference Excellent co-operation between PIC and FO is necessary during change-over from instrument flight to flying with visual reference to the ground. When, during the progress of the final approach, visual reference is expected to be obtained, the PM shall divide his or her attention between monitoring the flight instruments and lookout. When the approach lights, runway lights, or runway markings are clearly in sight and the altitude of the aeroplane with reference to the ground can be determined, they shall indicate to the pilot flying where to look for visual reference (i.e. “Runway 11 o’clock”). During transition to visual flight the pilot flying shall pay particular attention to retain the proper approach path by maintaining the stabilized attitude. She or he should never allow the airplane’s nose to drop and should not permit the rate of descent to increase during the last part of the final approach and shortly before flare. Flight crews shall be aware of factors and conditions that cause visual illusions and their effects, including Perception of height / depth, distances and angles. 8.1.3.13.9 Missed Approach (Go Around) The decision to initiate a missed approach procedure must be clearly announced by the command: “GoAround Flaps”. Once the decision to perform a missed approach has been made during the final approach, no decision to abandon this missed approach may be taken. The applicable missed approach procedures are published on the approved Approach Chart. 8.1.3.13.9.1
Missed Approach In Precision Approach
Normally proceed to a fix-defining threshold area before following the published MAP. Another approach after a missed approach due to meteorological reasons may only be commenced if The PIC has reason to believe that a second approach will lead to a successful landing. More than two approaches shall only be made if the meteorological conditions have considerably improved, giving greater probability of a successful landing. 8.1.3.13.9.2
Missed Approach In Non-Precision Approach
Proceed overhead the published MAP before following the published MAP.
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Missed Approach In Circling Approach
If, at any time during the circling procedure, the required visual references are lost, the main objectives is to climb and to leave the circling area into the missed approach of the initial instrument approach, while remaining within the obstacle free area, unless otherwise specified (refer to Airbus FCTM PR-NP-SOP190-GUI). It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where he will establish the aircraft climbing on the missed approach track. In as much as the circling maneuver may be accomplished is more than one direction, different patterns will be required to establish the aircraft on the prescribed missed approach course depending on its position at the time visual reference is lost. If a prescribed missed approach is published for the circling manoeuvre, this override the manoeuvre prescribed above. The latter requirement does not apply when a special procedure along a well-defined visual approach path (lead-in-light) has been published.
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Missed Approach In Visual Approach
If a go around is made during visual approach, climb to keep obstacle clearance and then follow ATC instruction or prescribed missed approach procedure. The missed approach plan should be brief as part of approach briefing and flight crew has responsibility to maintain manuevering cleared of terrain. 8.1.3.13.9.5
Initiation of a Missed Approach
A go-around must be considered if: 1. There is a loss or a doubt about situation awareness 2. The approach is unstable in speed, altitude, and flight path in such a way that stability will not be obtained by 1.000 ft IMC or 500 ft VMC. 3. Adequate visual references are not obtained at minima or lost below minima. If the required visual reference cannot be established upon reaching DA(H) / MDA(H), the prescribed MAP must be initiated: a) For precision approaches, immediately upon reaching DA(H); b) For Constant Angle Non-Precision Approaches (CANPA) immediately upon Reaching MDA(H) or MAPt, whichever is earlier; c) For conventional step-down non-precision approaches immediately when reaching the published or calculated MAPt; d) For FMGS non-equipped or inoperative aeroplanes performing a conventional step-down nonprecision approach without DME, when the time from the fix to the MAPt has elapsed, latest at the MAPt. 4. Any GPWS, TCAS or windshears alert occur 5. If there is a malfunction which jeopardizes the safe completion of the approach e.g. major navigation problem 6. Other Reasons for a Missed Approach a) In an approach PM does not hear PF’s call, “Continue” or “Go- Around” after having called “minimum”, then PM shall initiate the “Go-Around”, or
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b) If it appears to any one of the pilots that the approach success is doubtful, or c) Upon ATC changes the final approach clearance resulting in rushed action from the crew or potentially unstable approach. Refer to FCTM NO-180
8.1.4
Meteorological Information
Flight Operation Officer shall provide PIC with all available weather reports and forecasts of weather phenomena for enroute, destination and alternate airports, that may affect the safety and operation of a flight, including adverse weather phenomena (such as Clear Air Turbulence, thunderstorm, low altitude wind shear, and tropical cyclone). Citilink Indonesia is using weather data and forecast that was obtained from the Local State Official Weather Source and/or NavTech Flight Planning System. Weather report and forecasts that the Flight Operation Officer shall provide for the PIC are:
8.1.4 Meteorological Information Dissemination
Meteorological Information Dissemination
Local State Official Weather Source and/or NavTech
Meteorological Information
Flight Dispatcher
PIC
0.3.3.2.3 Aeronautical Chart Dissemination
Aeronautical Chart AIP
GA OSN
Check by Operation Support Navigation (OFD4)
Distribute by Operation Support Publication (OFD4)
CTV Cloud Aircraft Ops. Library
Note: GA OSN = Garuda Indonesia Operation Support Navigation
When dispatching to destination airport which affected by Smoke, the Dispatcher shall ensure: 1. To use the destination airport latest landing minimum visibility data published by AIP and/or Jeppesen. 2. To analyze the visibility trend from METARs. Issue 02 - Rev. 04 OPERATION Chapter 8 airport. 3. stTo designate the origin airport as destination alternate
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In case of a good weather forecast for a destination, situated in a normally reliable weather area, planning of a close-by alternate is recommended to avoid unnecessary carriage of fuel.
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SIGWX (Significant Weather) Charts
SIGWX charts are issued every 6 hours and are valid for 0000 UTC, 0600 UTC, 1200 UTC or 1800 UTC. Symbols that are common in the SIGWX:
Abbreviations used to describe the amount of CB clouds: ISOL
= isolated; individual CBs.
OCNL
= occasional; well seperated CBs.
FRQ
= frequent; CBs with little or no separation.
EMBD
= embedded; CBs embedded in layers of others clouds.
Heights indicated on the chart are in flight levels (FL). When XXX is used, bases of the cloud are outside the layer of the atmosphere to which the chart applies.
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Winds and Temperatures Charts
Wind and Temperature charts are issued every 6 hours and are valid for 0000 UTC, 0600 UTC, 1200 UTC or 1800 UTC. Chart flight levels available are FL180 / FL240 / / FL340 / FL390. 8.1.4.3
METAR / SPECI (Aviation Weather Report)
METAR is an aviation routine weather report issued at hourly or half-hourly intervals. It is a description of the meteorological elements observed at an airport at a specific time. SPECI is an aviation special weather report issued when there is significant deterioration or improvement in airport weather conditions, such as significant changes of surface winds, visibility, cloud base height and occurrence of severe weather. The format of the SPECI report is similar to that of the METAR and the elements used have the same meaning. The report also includes a section containing the trend forecast, which indicates the forecast change in meteorological conditions in the next two hours. METAR example: 1
2
3
4
5
METAR
WIII
020330Z
AUTO
05009KT
6 7000
R25L/0400
7
8
9
10
FEW020
33/23
Q1011
NOSIG
Note: 1. Weather report type identifier, METAR or SPECI. 2. ICAO airport identifier. 3. Issue date and time (in UTC). 4. Report Modifier. No modifier indicates human observer or automated system with human logged on for oversight functions. - AUTO: Indicates a fully automated report with no human intervention. It is removed when an observer logs on to the system. - COR: Indicates a corrected observation.
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5. Wind direction and speed (in knots). May indicate: - “V” (Variable) if the wind direction varies by 60o or more and speed greater than 3 knots. - “VRB” (Variable) if the wind direction is variable and speed 3 knots or less. -
“G” (Gust) if wind gust speeds exceed the mean speed by 10 knots or more in the 10-minute period preceding the observation.
- “00000KT” if the wind is calm.. 6. Prevailing visibility (in meters). Visibility more than 10km is given as 9999. OR Runway Visual Range (in meters). - If the RVR is greater than the maximum value that can be measured, P will precede this value e.g. R25L/ P1500. - If the RVR is less than the minimum value that can be measured , M will precede this value e.g. R25L/M0050. - If RVR trends can be measured then U, D, or N will follow the RVR value to indicate increasing, decreasing or no change respectively. 7. Cloud amount given in eights of sky (oktas) and cloud height (in hundreds of feet). Below is cloud amount abreviation and explanation: FEW
Few
1 – 2 oktas of cloud coverage
SCT
Scattered
3 – 4 oktas of cloud coverage
BKN
Broken
5 – 7 oktas of cloud coverage
OVC
Overcast
8 oktas of cloud coverage
8. Temperature and dew point. 9. QNH (pressure measured at airport). 10. Trend forecast which is appended to METARs at stations while a forecaster is on watch. NOSIG means that no significant change is expected to the reported conditions within the next 2 hours.
8.1.4.4
TAFOR (Terminal Aerodrome Forecast)
TAFOR are issued every 6 hours (0000, 0600, 1200, and 1800 UTC), generally apply to a 24 or 30 hour period, and in an area within approximately five statute miles from the center of an airport runway complex. Below are an example of TAFOR: 1
2
3
4
5
6
7
TAF
WIII
012300Z
0200/0306
04010KT
9999
SCT022
8
9
10
11
12
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0212/0214
20006KT
5000
HZ
SCT020
Note: 1. Indicates that the following is a terminal area forecast. 2. ICAO location identifier, indicates the airport to which the forecast applies. 3. Date and time (in UTC) of issue. 4. Validity period time (in UTC), in the format ddhh/ddhh. 5. Wind direction and speed (in knots). May include “VRB” (variable) in the wind direction or “G” (gust) in the wind speed. 6. The prevailing visibility i.e. the greatest visibility covering more than half the airport (in meters). Visibility more than 10km is given as 9999. 7. Cloud amount given in eights of sky (oktas) and cloud height (in hundreds of feet). The abbreviaton used is the same as in the METAR/SPECI.
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8. Indicator of significant changes in forecast conditions. PROB
PROBability
Probability (only 30% or 40% used) of occurrence of an alternative element or elements and temporary fluctuations.
BECMG
BECoMinG
Changes are expected to reach or pass through specified values at a regular or irregular rate.
TEMPO
TEMPOrary
Fluctuations of less than 1 hour and in aggregate less than half the period indicated.
FM
FroM
If one set of weather conditions is expected to change more or less completely to a different set of conditions, thus indicating the beginning of another selfcontained part of the forecast.
9. Validity period time (in UTC) of the significant changes, in the format ddhh/ddhh. 10. Same as number 5. 11. Same as number 6. 12. Forecast significant weather. Below are the example of the weather phenomena common in Indonesia. Qualifier Intensity of proximity VC
In the vicinity
Weather Phenomena Descriptor
Precipitation
Obscuration
SH
Shower
DZ
Drizzle
BR
Mist
TS
Thunderstorm
RA
Rain
FG
Fog
FU
Smoke
VA
Volcanic ash
HZ
Haze
Note: - CAVOK (Ceiling And Visibility OK) may be used to replace visibility, present weather and cloud if visibility is 10 km or more, no cloud below 1,500 m / 5,000 ft or below the highest minimum sector altitude (whichever is greater), and no significant present weather. -
VC is used if the weather phenomena is between approximately 8 km and 16 km from the aerodrome reference point.
-
BR is used if the visibility is at least 1,000 m but not more than 5,000 m. FG is used if visibility is less than 1,000 m.
8.1.4.5
Satellite Imagery
The satellite imagery is an infra red image of cloud formation above the world produced hourly by satellite to help the PIC get a clear picture of the expected weather. The imagery will contain the name of the satellite and the issued date and time (in UTC).
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VAA is an alert issued by VAAC (Volcanic Ash Advisory Center) when an volcanic ash cloud is detected. Within the alert the following information will be provided: 1. The name of the volcano. 2. The country, location and crater elevation of the volcano. 3. The source of the information, e.g. satellite or pilot observation. 4. Details of the eruption including time of day in UTC and date of the eruption. 5. Details of the ash cloud including the flight level and size. 6. Detail on the current movement of the ash cloud. 7. Forecast movement for 6, 12 and 18 hours ahead following the time of the advisory. 8. The next update time. For volcanic activity in Indonesia, beside from BMKG the VAA can be obtained from Darwin VAAC website. 8.1.4.7
Tropical Cyclone Warning
The information consisted in Tropical Cyclone Warning are: 1. Past Position; symbolized by black tropical cyclone symbol. Represent 6 hourly positions.
= tropical disturbance/tropical depression (= 64 knots).
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2. Current Position; symbolized by the last black tropical cyclone symbol. 3. Wind Radii. The outermost radii represent 34 knot winds, the second wind radii represents 50 knot winds, and the next radii represents 64 knot winds.
4. Area of Uncertainty. It is the 34 knot wind radii + the average forecast track error. Since no wind radii are computed for the 96 hour and 120 hour forecast, the Area of Uncertainty for these times is the 72 hour forecast wind radii + the average forecast track error. 5. Forecast Track; symbolized by colored tropical cyclone symbols representing current and forecast (usually the 12, 24, 36, 48 and 72 hour) positions. The line between these positions is the forecast track. 6. Time Label; indicating the day and time (in UTC) of the current and forecast positions.
The Tropical Cyclone Warning can be obtained from Joint Typhoon Warning Center (JTWC) website or from local meteorological office where the typhoon is passing through.
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8.1.5
Determination of Fuel and Oil Policy
8.1.5.1
Fuel Policy
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Company may dispatch / release an airplane, considering wind and other weather conditions expected that has enough fuel: 1. To fly to the airport to which it is released / dispatched; 2. Thereafter, to fly to and land at the most distant alternate airport specified in the flight release, if an alternate is required. For an airport for which an alternate is not available, to fly to that airport and thereafter to fly for at least 2 (two) hours at normal cruising fuel consumption above the destination airport, including final reserve fuel; and 3. After that, to fly for a period of 5% of the planned trip fuel or of the fuel required from the point of inflight re-planning based on the consumption rate used to plan the trip fuel, but in any case, shall not be lower than the amount required to fly for 5 minutes at holding speed at 1,500 ft above the destination aerodrome in standard conditions; and 4. Thereafter, to fly for 30 minutes at holding speed at 1,500 ft above the alternate airport under standard temperature conditions. For a flight operated with no destination alternate airport, the amount of fuel required to enable the aircraft to fly for 45 minutes at holding speed at 1,500 ft above destination aerodrome elevation in standard conditions. Note: The Director may amend the Authorization Condition and Limitation (ACL) to require more fuel than any of the minimum stated in of this section if he find that additional fuel is necessary on a particular route in the interest of safety.
In flight planning, the Flight Operation Officer shall calculate the fuel requirement based on Planned Operating Conditions such as: 1. Anticipated meteorological conditions 2. Expected air traffic control routing and delays 3. For IFR flights, one instrument approach at destination including a missed approach. 4. Procedures prescribed for enroute loss of pressurization or failure of one or more engines. 5. Weights 6. Altitudes 7. Any other conditions that might cause increased fuel and/or oil consumption. ATS routes selection should be based on the longest distance of Standard Instrument Departure (SID) and Standard Arrival (STAR), with applicable climb, cruise and descend procedures in conjunction with the runway in use. In principle, the optimum altitude must be planned. For short distance flights the cruise altitude selected should allow for a minimum horizontal cruise segment of 5 minutes. For long distance flights the optimum altitude step climb schedule must be followed in flight planning. Where the applicable data and/or procedures are not known, conservative assumptions should be made.
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Operating Procedure
Definition Related to Fuel Planned Operation Condition
Anticipated meteorological conditions, weight, routings, and ATS procedure in the operating manuals and applicable climb, cruise and descent procedures. Basically the optimum altitude must be planned except that the cruise altitude selected should allow for a minimum level cruise segment of 5 minutes. Where the applicable data and/or procedure are not knows conservative assumptions should be made. 8.1.5.2.2
Taxi Fuel
Taxi fuel, which should not be less than the amount, expected to be used prior to takeoff. Local conditions at the departure aerodrome and auxiliary power unit (APU) consumption should be taken into account. 8.1.5.2.3
Trip Fuel
Trip fuel, which should include: 1. Fuel for takeoff and climb from aerodrome elevation to initial cruising level / altitude, taking into account the expected departure routing; 2. Fuel from top of climb to top of descent, including any step climb / descent; 3. Fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and 4. Fuel for approach and landing at the destination aerodrome. 8.1.5.2.4
Takeoff Fuel
The block fuel minus taxi fuel. 8.1.5.2.5
Contingency Fuel
A quantity of fuel to cover deviations from the Planned Operating Conditions. It shall be 5% of the planned trip fuel or of the fuel required from the point of in-flight re-planning based on the consumption rate used to plan the trip fuel, but in any case, shall not be lower than the amount required to fly for 5 minutes at holding speed at 1,500 ft above the destination aerodrome in standard conditions. 8.1.5.2.6
Destination Alternate Fuel
Fuel required to fly from planned destination to the planned alternate based on Planned Operating Conditions. The alternate fuel includes fuel for go-around at destination, climb, cruise, descent, approach and landing at alternate. Calculation is based on Long Range Cruise (LRC), planned landing weight at destination and a realistic flight level. If two alternates are required, the alternate fuel must be planned for the longer distance alternate. For a flight operated with no destination alternate airport, the amount of fuel required to enable the aircraft to fly for 15 minutes at holding speed at 1,500 ft above destination aerodrome elevation in standard conditions For a flight intended to land in an isolated airport, the amount of fuel required to enable the aircraft to fly for at least 2 hours at normal cruising fuel consumption above the destination airport, including final reserve fuel.
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8.1.5.2.7
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Final Reserve
The amount of fuel required to fly for 30 minutes at holding speed at 1,500 ft above aerodrome elevation in standard conditions, calculated using the estimated mass on arrival at the destination alternate aerodrome, or the destination aerodrome when no destination alternate aerodrome is required, or a precalculated value for each airplane type and variant in the fleet rounded up to an easily recalled figure. 8.1.5.2.8
Additional Fuel
The supplementary amount of fuel required if the minimum fuel calculated in accordance with trip fuel, contingency fuel, destination alternate fuel and final reserve fuel above is not sufficient to: 1. Allow the airplane to descend as necessary and proceed to an alternate aerodrome in the event of engine failure or loss of pressurization, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route; to fly for 15 minutes at holding speed at 1,500 ft above the aerodrome elevation in standard conditions, and make an approach and landing. 2. Meet additional requirements by Citilink Indonesia not covered above (including fuel tankering). 8.1.5.2.8.1
Fuel Tankering Determination
Fuel tankering is mainly considered for economic reasons, when the difference in fuel prices between departure airport and destination airport is significant. Citilink Indonesia may also consider fuel tankering when the fuel supply is unreliable or the fuel type is unavailable. FOO has to take into account additional costs due to the aircraft weight increase. These costs are not negligible and should consider them against fuel tankering gains. These additional costs are mainly due to: 1. Lower flexible temperature at takeoff or reduction in takeoff thrust derate 2. Increase in engine wear as a result of higher EGT 3. Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to heavier Landing Weight 4. The extra fuel burn will result in an economical penalty due to possible emission taxation. Note: The fuel tankering method takes into account the cost for the transport of the tankered fuel.
The most common are risk of overweight landings and reduction in operation performance margins for short, hot or high elevation runways. 8.1.5.2.8.2
Fuel Tankering Coefficient
When the price of fuel at the destination airfield is significantly higher than the price at the departure airfield, it may be economic to carry more fuel and to avoid (or reduce) to refuel at destination. But the extra fuel on board leads to an increase in fuel consumption and therefore a breakeven point must be carefully determined. Indeed, the addition of one tonne to the Landing Weight (LW) means an addition of K tonnes to the Take-Off Weight (TOW). Note: The cost of the trip fuel includes the cost of taxi, contingency, alternate and final reserve.
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For example, if K=1.3 and 1,300 kg fuel is added at the departure, 1,000 kg of this fuel amount will remain at the destination. So carrying one tonne of fuel costs 300 kg fuel more. If P f d and P f a are respectively the cost of fuel at departure and at arrival, the extra-cost of the loaded fuel at departure is:
The cost saving of the transported fuel is:
ΔLW × P f a It is profitable to carry extra fuel if the arrival fuel price to departure fuel price ratio is higher than the transport coefficient K.
If ΔT is the Flight time increase and Ch the cost per hour, the additional cost due to a possible increase in flight time is: ΔT × Ch It is profitable to carry extra fuel if the cost saving exceeds the extra fuel loaded cost plus the extra time cost. (ΔLW × P f a) >(ΔLW × K × P f d) + (ΔT × Ch) 8.1.5.2.8.3
ΔLW ( P f a - K × P f d) - (ΔT × Ch) > 0
Fuel Tankering Table
The Fuel Price Ratio (FPR) is the ratio between the Price of fuel at departure (Pfd) and Price of fuel at arrival (Pfa):
FPR =
Pfd Pfa
The Break-Even Fuel Price Ratio (BEFPR) introduces a limit fuel price ratio below which the fuel tankering becomes profitable from a fuel cost point of view.
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When Fuel Price Ratio is below the BEFRP: 1. The advantage of the lower fuel price at departure compensates the additional fuel burn (the additional fuel burn is due to the additional fuel tankered) 2. Fuel tankering maximizes the gain when as much fuel as possible is tankered 3. The tankered fuel quantity is limited by: a) Maximum fuel capacity b) Structural or performance limited Maximum Takeoff Weight c) Structural or performance limited Maximum Landing Weight d) Fuel required for the next flight. In case of Maximum Landing Weight limitation, the flight crew can limit the fuel tankered at their discretion in order to avoid possible overweight landing. The following table shows the BEFPR versus the air distance of the first flight leg. The table also indicates the additional fuel burn per 1,000 kg (1,000 lb) of extra fuel tankered. The total additional fuel burn must be added to the total trip fuel from the departure airport. Table assumptions are: 1. ISA temperature 2. Optimum Flight Level at Long Range cruise speed 3. 30 min holding at 1,500 ft at Green Dot Speed Air Distance (nm)
Break Even Fuel Price Ratio
Fuel Burn Per 1,000 kg of Fuel Tankered (kg)
100
0.991
9
300
0.974
26
500
0.959
41
700
0.944
56
1,000
0.919
81
1,300
0.885
115
1,500
0.867
133
1,700
0.848
152
2,000
0.824
176
2,200
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No gain
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The following table is available for aircraft performance degradation (Performance Factor): Perf Factor 5% Air Distance (nm)
Break Even Fuel Price Ratio
Perf Factor 10%
Fuel Burn Per 1,000 kg of Fuel Tankered (kg)
Break Even Fuel Price Ratio
Fuel Burn Per 1,000 kg of Fuel Tankered (kg)
100
0.99
10
0.99
10
300
0.972
28
0.971
29
500
0.957
43
0.955
45
700
0.941
59
0.939
61
1,000
0.914
86
0.908
92
1,300
0.879
121
0.873
127
1,500
0.857
143
0.848
152
1,700
0.839
161
0.853
147
2,000
0.814
186
0.79
210
2,400
No gain
No gain
8.1.5.2.8.4 Example DATA Air distance
= 1,100 nm
Fuel price at departure airport = 830 $ / 1,000 kg (377 $ / 1,000 lb) Fuel price at destination airport = 1,000 $ / 1,000 kg (454 $ / 1,000 lb) 1. From the relation between fuel price at departure and fuel price at destination current fuel price ratio = 0.83 2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES) for the defined air distance the BEFPR is 0.916, which is more than the current fuel price ratio. The fuel tankering is profitable. To determine the BEFPR, the interpolation of the table values is permitted. If the user wants to avoid interpolation, select the next longer air distance. This will provide a conservative value for BEFPR. 3. Determine total fuel quantity as maximum possible fuel limited by the following constraints: a) Total fuel is less than maximum fuel tank capacity b) TOW with fuel tankering is less than structural or performance limited maximum takeoff weight c) LW with fuel tankering is less than structural or performance limited maximum landing weight d) Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn. 4. Enter the table and read the fuel burn per 1,000 kg (1,000 lb) of extra fuel tankered. Every 1,000 kg (1,000 lb) of extra fuel tankered causes an extra fuel burn of 84 kg (84 lb). Multiply this value by the amount of fuel tankered. 5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn
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Discretionary / Extra Fuel
Fuel uplifted in addition to minimum block fuel. The PIC will take the decision whether and how many extra fuel will be tanked. Final decision should be discussed with Flight Operation Officer on duty. 8.1.5.2.10 Block Fuel The total amount of fuel aboard the aircraft starting the engine. 8.1.5.3
Fuel Planning
8.1.5.3.1
When Alternate Aerodrome Is Not Required
Minimum block fuel is the total of: Taxi Fuel + Trip Fuel + Contingency Fuel + Final Reserve Fuel + Additional Fuel (if required) + Extra Fuel (if required). Note: Final Reserve Fuel is amount of fuel required for 45 minutes holding at destination in normal cruising consumption at 1,500 ft in term of VMC. Figure 1. Fuel Planning When Aerodrome Not Required
8.1.5.3.2
When Alternate Aerodrome Is Required
Minimum block is the total of: Taxi Fuel + Trip Fuel + Contingency Fuel + Alternate Fuel + Final Reserve Fuel + Additional Fuel (if required) + Extra Fuel (if required). Note: Final Reserve Fuel is amount of fuel required for 30 minutes holding at alternate in normal cruising consumption at 1,500 ft in term of VMC.
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Figure 2. Fuel Planning for Flight With Atlernate
8.1.5.3.3
Isolated Aerodrome
Minimum block is the total of: Taxi Fuel + Trip Fuel + Contingency Fuel + Final Reserve Fuel + Additional Fuel (if required) + Extra Fuel (if required). Note: Final Reserve Fuel is amount of fuel required for 2 hours holding at destination in normal cruising consumption at 1,500 ft in term of VMC. Figure 4. Fuel Planning Isolated Aerodrome
8.1.5.4
Oil Policy
The PIC shall only commence a flight or continue in the event of inflight replanning when satisfied that the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions. Adequate oil quantity to cover the requirements of trip, contingency, alternate, reserve and taxi must be loaded prior to departure.
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The minimum oil quantity requested for any flight is equal to the minimum quantity specified for a particular engine, plus the estimated oil consumption. The minimum and maximum oil quantities and the maximum average estimated oil consumption are indicated in FCOM “Standard Operating Procedure - Preliminary Cockpit preparation” for the related aircraft / engine concerned. 8.1.5.5
Fuel and Oil Records
Fuel and oil loaded and consumed data will be entered into the Aircraft Maintenance Log and Aircraft Flight Log.
8.1.6
Weight and Balance
8.1.6.1
General
This chapter contains weight and balance information to be use for preparing weight and balance manifests. The information presented, in compliance with the relevant regulation and requirement, to enable pilots as well as operation staff to operate the aircraft safety and efficiently. The aircraft must be loaded in accordance with and approved loading schedule (weight and balance manifest) based upon authorized weights and associated center of gravity limits. Special attention should be paid to ensure that the loading limitations in relation to the floor and compartment strength for the aircraft configuration concerned are not exceeded. 8.1.6.2
Definition
8.1.6.2.1
Empty Weight
Empty Weight is weight of structure, power plant, furnishings, system and other items of equipment that are an integral part of a particular aircraft configuration. Standard items Standard Items is equipment and fluids not an integral part of a particular aircraft and not a variation for the same type of aircraft. These items may include, but are not limited to, the following: 1. Unusable fuel and other unusable fluids 2. Engine oil 3. Toilet fluid chemical 4. Fire extinguishers, pyrotechnics, emergency oxygen equipment 5. Structure in galley, buffet and bar 6. Supplementary electronic equipment 8.1.6.2.2
Standard Basic Empty Weight
Standard Basic Empty Weight is empty weight plus standard items. Standard item variations is standard items that Citilink Indonesia adds, deducts, or changes.
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Basic Empty Weight (BEW)
Basic Empty Weight is standard basic empty weight plus or minus weight of standard item variations. 8.1.6.2.4
Basic Weight (BW)
Basic Weight is basic empty weight plus operational items are considered to be standard onboard of the aircraft. Operational Item Operational Item is personnel, equipment and supplies necessary for a particular operation but not included in basic empty weight. These items may vary for a particular aircraft and may include, but are not limited to, the following: 1. Crew and their baggage 2. Manuals and navigational equipment 3. Removable service equipment for cabin, galley and bar 4. Food and beverages, including liquor 5. Usable fluids other than those in useful load 6. Life rafts, life vests, and emergency transmitters. 7. Aircraft cargo handling system and cargo container 8.1.6.2.5
Operation Empty Weight (OEW)
Empty weight plus the operational items, i.e. the flight and cabin crew and their baggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids, galley structure, catering equipment, seats, documents, etc. 8.1.6.2.6
Operation Weight (OW)
Operation Weight is operational empty weight plus fuel (usable fuel). 8.1.6.2.7
Dry Operating Weight (DOW)
The total weight of an aircraft ready for a specific type of operation excluding all usable fuel and traffic load. The DOW is the OEW plus items specific to the type of flight, i.e. catering, newspapers, pantry equipment, extra crew, potable water, etc. 8.1.6.2.8
Payload
Payload is weight of passengers, baggage, cargo and mail. These may be revenue and/or no revenue. 8.1.6.2.9
Maximum Design Zero Fuel Weight
Maximum Design Zero Fuel Weight is maximum weight allowed before usable and other specified usable agents must be loaded in defined sections on the aircraft as limited by strength and airworthiness requirements.
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8.1.6.2.10 Zero Fuel Weight (ZFW) Zero Fuel Weight is dry operating weight plus payload. It must not exceed maximum design zero fuel weight. 8.1.6.2.11 Maximum Design Takeoff Weight Maximum Design Takeoff Weight is maximum weight for takeoff, as limited by aircraft strength and airworthiness requirement. This is the maximum weight at start of takeoff run. 8.1.6.2.12 Operational Takeoff Weight Operational Takeoff Weight is maximum authorized weight for takeoff, it is subject to airport, operational, and related restrictions, and this is the weight at start of takeoff run and must not exceed maximum design takeoff weight. 8.1.6.2.13 Takeoff Weight (TOW) Takeoff Weight is zero fuel weight plus weight of take-off fuel, it must not exceed maximum design takeoff weight and/or operational takeoff weight. 8.1.6.2.14 Maximum Design Taxi Weight Maximum Design Taxi Weight is maximum weight for ground maneuver as limited by aircraft strength and airworthiness requirement, it includes weight of taxi and run-up fuel. 8.1.6.2.15 Taxi Weight Taxi Weight is actual takeoff weight plus weight of taxi and run-up fuel. It must not exceed maximum design taxi exits. 8.1.6.2.16 Maximum Design Landing Weight Maximum Design Landing Weight is maximum weight for landing as limited by aircraft strength and airworthiness requirements. 8.1.6.2.17 Operation Landing Weight Operation Landing Weight is maximum authorized minus for landing. It is subject to airport, operational, and related restriction, it must not exceed maximum design landing weight. 8.1.6.2.18 Landing Weight Landing weight is maximum weight minus weight of trip, taxi and run-up fuel. It must not exceed maximum design landing weight and/or operational landing weight. 8.1.6.2.19 Aircraft Spare Weight Some flight is carrying aircraft spare (main wheel, oil, etc.) in its cargo hold. It is called EIC (Equipment in Compartment) / SWA (Spare Weight for Aircraft) in the load sheet or flight plan.
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Passenger and Crew Weight Classification
8.1.6.3.1
Passenger Classification
In connection with tariff regulations, aircraft loading and seat allocation the following categories of passenger can be specified. Adult
A passenger is considered an adult as from his 12th birthday
Children
A passenger is considered a child his 2nd up to 12th birthday
Infant
A passenger is considered an infant up to his 2nd birthday
The following standard weights shall be used for load sheet calculations. Adult (male & female)
70 kgs (including carry-on baggage)
Child
35 kgs (including carry-on baggage)
Infant
10 kgs (including carry-on baggage)
Free checked baggage
15 kgs
Carry-on baggage
7 kgs
Note: Pax weighing data is calculated based on pasengers weight survey in the most of the Citilink Indonesia destination.
8.1.6.3.2
Crew Classification
Cockpit crew
75 kilograms (including carry-on baggage)
Cabin crew
60 kilograms (including carry-on baggage)
Note: Multi-days flight carry-on baggage is consider 15 kgs per crewmember
8.1.6.3.3
Baggage Classification
1. Passenger Baggage Citilink Indonesia will not allow a person to carry on board any carry on baggage, unless that baggage has been accepted in accordance with carry on baggage control procedures. a) Maximum dimension
: 56 cm x 36 cm x 23 cm
b) Maximum weight
: 7 kgs
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Carry on baggage, which may be carried in addition to free baggage allowance as: a) A laptop computer; b) A hand bag, a pocket book or a purse; c) An overcoat, wrap or blanket; d) A walking stick for passenger with special need; e) A small camera and/or binocuars; f) Child restraint system. Before flight, Cabin Crew shall ensure that each passenger is complying with the procedures of securing the Cabin Baggage. When found in excess of mentioned size, or unable to fit the bin, they shall be carried inside the aircraft cargo compartment. 2. Crewmember Baggage The maximum weight of crew baggage is 15 kgs. The content list of crew baggage is available in the Cabin Crew Rules and Regulation Book. Crew baggage should be placed in the luggage bin not too far from Cabin Crew station. 8.1.6.4
CG Limit
8.1.6.4.1
Takeoff CG Lower Than 27%
Performance must be corrected: 1. For Maximum Takeoff Thrust (TOGA) Adjust performance by decreasing the takeoff weight by 1,000 kgs and increasing V1, VR and V2 by 1 knot. 2. For Flex Takeoff Thrust Adjust performance by decreasing the Flexible Temperature by 2o C and V1, VR and V2 increased by 1 knot. 8.1.6.4.2
Landing CG Less Than 25%
Performance must be corrected for landing: -
Adjust landing speed and distance (refer to Airbus QRH PER-A).
8.1.6.4.3
Seating Policy
The Load and Trim sheet is prepared assuming a particular passenger seating distribution. If a seat allocation system is used in connection with the preparation of the Load and Trim sheet, any possible errors in the CG position will be covered / compensated by the operational CG envelope – provided the passengers are seated as allocated. Free seating however might require a repositioning of passengers in the cabin. The PIC shall instruct the ground staff and cabin crew to re-seat passengers so as to create the actual seating distribution in compliance with the assumed distribution on the Load and Trim sheet.
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Cargo Weight Determination Policy
The cargo (freight) must be always weighed. The cargo has to be positioned so as to respect total cargo compartment weight limitation as given in FCOM - LOADING chapter and in the Weight and Balance Manual. 8.1.6.5
Load and Trim Sheet Preparation
The method for preparation and filling the Load and Trim sheet is given in the FCOM - LOADING chapter. The Load and Trim Sheet takes into account of: 1. Cabin layouts 2. Seat allocation policy (Seating policy) 3. Cargo layouts and limitation. The design of the Load and Trim Sheet must provide CG limits which include tolerances to cope with: 1. The combination of the following independent errors: a) Error on initial conditions (Dry Operating Weight and index) b) Error on cargo loading (weight and distribution) c) Error on passenger boarding (weight and distribution) d) Error on fuel (quantity and distribution) Error due to graphical method
2. The following movements: a) Landing gear, flaps and slats movements b) Movements in the cabin. The PIC must insure that before each flight a “Load and Trim sheet” (paper or digital) is prepared on the correct form (Cabin / Cargo layouts and Passenger seating policy) and complies with the aircraft structural mass and CG certified limitations and with any operational limitations. Aircraft mass and Centre of Gravity are calculated using a “Load and Trim sheet form” or a “computerised Load and Trim sheet”. In daily operation, FOO responsible to complete the Load and Trim sheet preparation and confirms the correct distribution of the load with his signature on the form. The PIC is personally responsible for: 1. Checking that sufficient fuel and oil correctly loaded and distributed. 2. Checking the Load and Trim sheet calculation. 3. Accepting and signing the Load and Trim sheet. If deemed necessary, the PIC has full authority to modify the aircraft loading such as number of passengers, usable cabin seats and cargo compartments loading and distribution.
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1. Two Hours Before ETD a) Dry Operating Weight (DOW) and the corresponding Dry Operating Index (DOI) must be obtained from the latest Weight & Balance Data published by Operations Support Engineering Department. b) Check the DOW and DOI are using the same crew configuration with the flight. c) Check total booked / estimated load for passengers, baggage and cargo to calculate Estimated Zero Fuel Weight (EZFW). Make sure that it is not exceeding Maximum Zero Fuel Weight (MZFW). d) btain estimated block fuel from the flight plan to calculate Estimated Takeoff Weight (ETOW). Make sure that it is not exceeding Maximum Take-Off Weight (MTOW). e) Obtain the RTOW from Runway Analysis and compare it with ETOW to ensure that it is not exceeding operational limits. f) Obtain estimated trip fuel from the flight plan plan to calculate Estimated Landing Weight (ELW). Make sure that it is not exceeding Maximum Landing Weight (MLW) and operational limits. g) Calculate estimated trim setting to ensure it is within the acceptable C.G. Limits. h) Be aware that low payload may caused the trim setting outside the acceptable C.G. Limits. Advise check in counter to position the passenger accordingly to get the trim setting as close as possible to the acceptable limits. 2. One Hour Before ETD a) Obtain final block fuel and trip fuel after crew briefing. If it is different from estimated block fuel and trip fuel make necessary adjustment in ETOW and ELW calculation. Make sure that it is not exceeding MTOW and MLW. b) Check if there are changes in passenger, baggage, or cargo estimated load and make necessary adjustment in EZFW, ETOW and ELW calculation. Make sure that it is not exceeding MZFW, MTOW and MLW. c) Create and sign Loading Instruction Sheet based on the latest calculation for the Load Master. As the cut off time for Cargo acceptance is one hour before ETD, the Load Master must inform the Load Sheeter if estimated cargo load is different from the actual cargo load. 3. Half An Hour Before ETD a) Obtain total final passenger and baggage load from check in counter by using Navitaire System and total final cargo by using Cargo Flash System, with phone or handy talky as backup. b) Advise Load Master if there is a need to change loading position or offload cargo and/baggage due to weight and balance issue. The Load Master must sign the Loading Instruction Sheet to certify that he loaded the aircraft as per the Load Sheeter instruction. c) Prepare by filling up all the columns correctly and clearly, then signed final Load and Trim Sheet. 4. Fifteen Minutes Before ETD a) Presented final Load and Trim Sheet to the PIC. It must be signed by PIC to certify that both agreed the weight and balance calculations is within regulations and safety limits. b) After the final Load and Trim Sheet signed by Load Sheeter and PIC, any Last Minute Change (LMC) under 500 kg or 5 pax can be accepted without the Load Sheeter have to make a new Load and Trim Sheet. c) In case of No Show Passenger, the passeneger name and baggage details (if any) must be reflected on the Load and Trim Sheet with declaration “Checked-in baggage for No Show passenger/s have been offloaded” or “No Show passenger/s have no checked in baggage”.
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Flight Crew Load and Trim Sheet Verification
The PIC shall review the Load and Trim sheet considering possible last minute changes in paying particular attention to: 1. The flight number, destination, aircraft registration 2. The date and time of the flight 3. The correct DOW and index 4. The number and the distribution of passengers 5. The cargo loading which should be in accordance with the cargo manifest 6. The fuel quantity and distribution The fuel index given by the Load and Trim Sheet takes into account the fuel specific gravity and assumes that the fuel is loaded normally and does not apply in case of unusual loading. Check fuel imbalance is within prescribed limits: 1. The MTOW, MZFW and associated CG 2. The expected landing weight below the Max Landing Weight (MLW). In case a computerised Load and Trim sheet is produced, above data should be checked, computation is assumed to be correct. The PIC must sign the Load and Trim sheet after having checked it. 8.1.6.8
Last Minute Change (LMC)
The load sheet has to reflect the actual loading state of the aeroplane prior to take-off. In order to comply with this requirement, it is often necessary to adjust the load sheet after completion. Such adjustments are called last-minute changes (LMC) and are limited to 500 kg in total weight. The ground personnel are responsible for the timely reporting of LMCs to the flight crew. It is not permitted to make an LMC, if the following figures are exceeded: 1. Passengers : Increase or decrease by 5 2. Baggage / Cargo: Increase or decrease by 500 kgs Baggage / Cargo Action by The PIC The PIC or a delegated crew member enters the Last Minute Change in Load and Trim Sheet on board in accordance with the following procedure and verifies that: 1. The total weight of the LMC does not exceed the weight shown under Under-load 2. The centre of gravity remains within limits For every LMC passenger a combined passenger / baggage weight of 100 kg shall be used if recording of the actual number of LMC baggage pieces is not possible. The PIC shall demand the completion of new weight & balance documents if: 1. He is uncertain if the position of the trim is within the operational limits or; 2. The documents handed over to him/her are no longer clear and distinct legibility is compromised, given the number of corrections.
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8.1.7
Flight Plan and Maintenance Log
8.1.7.1
ATC Flight Plan
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It is company policy, that all flight is executed under IFR irrespective of weather conditions. This implies that for every line flight an IFR clearance has to be obtained and that IFR flight plan must not be canceled. 1. Prior to operating a flight, an IFR flight plan for the entire flight shall be submitted to ATC. 2. In the event of a delay of 30 minutes or more in excess of the ETD for a controlled flight, the flight plan should be amended or a new flight plan submitted with the cancellation of the old flight plan. 3. The flight plan may be submitted for each flight individually or for routine flights on a repetitive basis. The destination between the types of flight plan is indicated on the operational flight plan by “not stored” (individual flight plan). Individual flight plans must be submitted to ATS at least 60 minutes prior to departure, depending on local regional regulations. Note: in some countries submission of the flight plan is required three hours or more in advance when Air Traffic Flight Management (ATFM) measures are in force on the intended routing.
8.1.7.2
Repetitive Flight Plan
Certain states and airlines use the Repetitive Flight Plan (RPL), whereby ATC flight plans for scheduled flights are stored by all ATC units concerned, and therefore need not be filed or transmitted as for individual flight, kept up-to-date for permanent changes. The RPL is based on the following criteria: 1. Times are ETD (UTC) and total elapsed times. 2. Cruising speeds KTS / Mach number. 3. Cruising level(s) and routing as selected for prevailing conditions (on the company flight plan both cruising levels and routing may be optimized for forecast conditions). Incidental Changes: 1. Change of route, line number, aerodrome of departure and/or destination 2. This requires cancellation of the stored flight plan for the day, followed by submission of an individual ATC flight plan 3. Change of aircraft type, speed and/or cruising level, changes of a temporary, non-recurring nature relating to aircraft type, speed and/or cruising level, shall be notified for each individual flight as early as possible and not later than 60 minutes before departure, to the ATC reporting office at the aerodrome of departure except that a change of the with the aerodrome control tower. 4. Delayed flights whenever it is expected that a specific flight, for which an RPL has been submitted, is likely to encounter a delay of one hour or more in excess of the departure time stated in that flight plan, and for reasons other than ATC, the ATC unit aerodrome of departure shall be notified immediately. 5. Early departures should be reported to the ATC unit as soon as new ETD is known 6. Extra flights an individual ATS flight plan shall be filed for all extra flights. 7. Cancellation of the flight when a flight is canceled, the ATC unit responsible for the departure aerodrome shall be informed in due time to cancel the stored flight plan concerned.
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Notification of Incidental Changes on ATC RPL
1. Action required on incidental changes, known before the operations officer on a full flight support station will take departure of the flight. 2. The operations officer in concert with and number the responsibility of the captain when on a restricted flight support station will take such a required action. On those stations where no flight support is provided by the ground organization, the action required for incidental changes will have to be taken by the PIC. 8.1.7.4
ATC Flight Plan
It is Citilink Indonesia policy that all flights are executed under IFR, irrespective of weather conditions. This implies that for every line flight an IFR clearance has to be obtained. 8.1.7.4.1
Filling ATC Flight Plan
Prior to operating a flight, an IFR flight plan for the entire flight shall be submitted to ATC by FOO. Changes to the filled flight plan shall be notified as soon as practicable. The flight plan may be submitted for each flight individually (Filled Flight Plan / FPL) or for routine flights on a repetitive basis (Repetitive Flight Plan / RPL). 8.1.7.4.2
Filing Flight Plan (FPL)
An FPL shall be filed for all extra flights or flight with incidental changes in its RPL by FOO. The FPL must be submitted to ATC at least 30 minutes prior to departure, depending on local or regional regulations. In the event of a delay of 30 minutes or more the FPL should be amended or a new FPL submitted with the cancellation of the old FPL. When a flight is cancelled, the ATC unit responsible for the departure aerodrome shall be informed in due time to cancel the stored FPL concerned. Citilink Indonesia is using two types of FPL: 1. Manual FPL, for station where the ATS unit doesn’t have SITA address. 2. Computerized FPL, for station where the ATC have SITA address. It is integrated into the Navtech Computerized Flight Plan. The information for the FPL will be created automatically when the Flight Operation Officer creates a flight plan.
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General All clock times and estimated elapsed times shall be inserted in 4 figures UTC (hours and minutes). The area preceding item 3 shall be completed by ATS and COM services, unless the responsibility for originating flight plan messages has been delegated.
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Item 7: Aircraft identification Insert one of the following aircraft identifications, not exceeding 7 characters: 1. The registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when: a) In radio telephony the call sign to be used by the aircraft will consist of this identification b) The aircraft is not equipped with radio. 2. The ICAO designator for the aircraft operating agency followed by the flight identification (e.g. KLM511, NGA213, JTR25) when in radio-telephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (e.g. KLM511, NIGERIA213, HERBIE25). Remarks: Flight with Transponder Mode S (See item 10) 1. Flight Number (FLT NBR) entered by the pilot in the MCDU INIT Page must match exactly the aircraft / flight identification entered at Item 7. If it does not, then the aircraft will not be correlated with its stored flight plan and delays will ensue. 2. There must be no space between the designator letters and flight number, nor any zero preceding the flight number. Item 8: Flight rules and type of flight 1. Flight Rules Insert one of the following letters to denote the category of flight rules with which the pilot intends to comply: I
IFR
V
VFR
Y
IFR first then VFR (and specify in item 15 the point where a change of flight rules is planned)
Z
VFR first then IFR (and specify in item 15 the point where a change of flight rules is planned)
Note: Specify in Item 15 the point, or points, at which a change of flight rules is planned.
2. Type of Flight Insert one of the following letters to denote the type of flight when so required by the appropriate ATS authority: S
Scheduled air service
G
General aviation
N
Non-scheduled air transport operation
M
Military
X other than any of the defined categories above Note: Specify status of a flight following the indicator STS in Item 18, or when necessary to denote other reasons for specific handling by ATS, indicate the reason following the indicator RMK in Item 18.
Item 9: Number and type of aircraft and wake turbulence category 1. NUMBER: Insert the number of aircraft, if more than one. 2. TYPE: Insert the appropriate designator as specified in ICAO Doc 8643, Aircraft Type designators, OR, if no such designator has been assigned, or in case of formation flights comprising more than one type, insert ZZZZ, and specify in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/.
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3. Wake Turbulence Category: Insert an oblique stroke followed by one of the following letters to indicate the wake turbulence category of the aircraft: a) J (Heavy), A380-800 (Refer to ICAO Letter: TEC/OPS/SEP – 08-0294.SLG); b) H (Heavy), to indicate an aircraft type with a maximum certified takeoff mass of 136,000 kg or more; c) M (Medium), to indicate an aircraft type with a maximum certified takeoff mass of less than 136,000 kg but more than 7,000 kg; d) L (Light), to indicate an aircraft type with a maximum certified takeoff mass of 7,000 kg or less. Item 10: Equipment and Capabilities 1. Radio communication, navigation and approach aid equipment and capabilities Insert one letter as follows: a) N if No COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, b) S if Standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (see Note 1),
AND/OR
c) Insert one or more of the following letters to indicate the COM/NAV/approach aid equipment available and serviceable: A
GBAS landing system
K L
MLS
B
LPV (APV with SBAS)
C
LORAN C
M1
ATC RTF SATCOM (INMARSAT)
ILS
D
DME
M2
ATC RTF (MTSAT)
E1
FMC WPR ACARS
M3
E2
D-FIS ACARS
O
VOR
E3
PDC ACARS
P
Reserved for RCP
ATC RTF (Iridium)
F
ADF
Q
(Not allocated)
G
GNSS (See Note 2)
R
RNP approved (See Note 4)
H
HF RTF
T
TACAN
I
Inertial Navigation
U
UHF RTF
J1
CPDLC ATN VDL Mode 2 (See Note 3)
V
VHF RTF
J2
CPDLC FANS 1/A HFDL
W
RVSM approved
J3
CPDLC FANS 1/A VDL Mode 4
X
MNPS approved
J4
CPDLC FANS 1/A VDL Mode 2
Y
VHF with 8.33 kHz channel spacing capability
J5
CPDLC FANS 1/A SATCOM (INMARSAT)
Z
Other equipment carried (See Note 5)
J6
CPDLC FANS 1/A SATCOM (MTSAT)
J7
CPDLC FANS 1/A SATCOM (Iridium)
Notes: 1. If the letter S is used, Standard equipment is considered to be VHF RTF, ADF, VOR and ILS, unless another combination is prescribed by the appropriate ATS authority. 2. If the letter G is used, the types of external GNSS augmentation, if any, are specified in Item 18 following the indicator NAV/ and separated by a space.
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4. f the letter R is used, the performance-based navigation levels that can be met are specified in Item 18 following the indicator PBN/. Guidance material on the application of performance-based navigation to a specific route segment, route or area is contained in the Performance-based Navigation (PBN) Manual. 5. If the letter Z is used, specify in Item 18 the other equipment carried or other capabilities, preceded by COM/, NAV/ and/or DAT, as appropriate. 6. Information on navigation capability is provided to ATC for clearance and routing purposes.
2. Surveillance equipment and capabilities Insert a) N if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable,
Or
b) One or more of the following descriptors, to a maximum of 20 characters, to describe the serviceable surveillance equipment and/or capabilities on board: SSR Modes A and C A
Transponder Mode A (4 digits)
C
Transponder Mode A (4 digits) and Mode C
SSR Mode S E
Transponder - Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) capability
H
Transponder - Mode S, including aircraft identification, pressure-altitude and enhanced surveillance capability
I
Transponder - Mode S, including aircraft identification, but no pressurealtitude capability
L
Transponder - Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS-B) and enhanced surveillance capability
P
Transponder - Mode S, including pressure-altitude, but no aircraft identification capability
S
Transponder - Mode S, including both pressure altitude and aircraft identification capability
X
Transponder - Mode S with neither aircraft identification nor pressurealtitude capability
ADS-B: B1
ADS-B with dedicated 1 090 MHz ADS-B “out” capability
B2
ADS-B with dedicated 1 090 MHz ADS-B “out” and “in” capability
U1
ADS-B “out” capability using UAT
U2
ADS-B “out” and “in” capability using UAT
V1
ADS-B “out” capability using VDL Mode 4
V2
ADS-B “out” and “in” capability using VDL Mode 4
ADS-C: D1
ADS-C with FANS 1/A capabilities
G1
ADS-C with ATN capabilities
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Item 13: Departure aerodrome and time 1. Insert the ICAO four-letter location indicator of the departure aerodrome, OR, If no location indicator has been assigned 2. Insert ZZZZ and specify, in item 18, the name of the aerodrome preceded by DEP/ OR, If the flight plan is received from an aircraft in flight, 3. Insert AFIL, and specify, in item 18, the ICAO four-letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/ . Then, without a space, 1. Insert a) For a flight plan submitted before departure, the ETD, OR, b) For a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route to which the flight plan applies. Item 15: Route •
Insert -
The first cruising speed as indicated below in (a), and
-
The first cruising level as in (b), without a space between them.
Then, following the arrow, insert -
The route description as in (c).
1. Cruising speed (maximum 5 characters) Insert the True Air Speed (TAS) for the first or the whole cruising portion of the flight, in terms of: a) Kilometres per hour, expressed as K followed by 4 figures (e.g. K0830), or b) Knots, expressed as N followed by 4 figures (e.g. N0485), or c) Mach number, when so prescribed by the appropriate ATS authority, to the nearest hundredth of unit Mach, expressed as M followed by 3 figures (e.g. M082). 2. Cruising level (maximum 5 characters) Insert the planned cruising level for the first or the whole portion of the route to be flown, in terms of: a) Flight Level, expressed as F followed by 3 figures (e.g. F085; F330), or b) Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g. S1130), or c) Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100), or d) Altitude in tens of meters, expressed as M followed by 4 figures (e.g. M0840), or e) The letters VFR for uncontrolled VFR flights
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3. Route (including changes of speed, level and/or flight rules) Flights along designated ATS routes: If the departure aerodrome is located on or connected to the ATS route a) Insert the designator of the first ATS route, or if the departure aerodrome is not on or connected to the ATS route, b) Insert the letters DCT (DireCT) followed by the point of joining the first ATS route, followed by the designator of the ATS route. Then Insert each point at which either a change of speed or level, a change of ATS route, and/or a change of flight rules is planned, Note: When a transition is planned between a lower and upper ATS route and the routes are oriented in the same direction, the point of transition need not be inserted.
FOLLOWED IN EACH CASE by 1. The designator of the next ATS route segment, even if it is the same as the previous one, OR 2. DCT, if the flight to the next point will be outside a designated route, unless both points are defined by geographical coordinates. Flights outside designated ATS routes 1. Insert points normally not more than 30 minutes flying time or 370 km (200 NM) apart, including each point at which a change of speed or level, a change of track, or a change of flight rules is planned. OR, when required by appropriate ATS authority(ies), 2. Define the track of flights operating predominantly in an east-west direction between 70°N and 70°S by reference to significant points formed by the intersections of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees of longitude. For flights operating in areas outside those latitudes the tracks shall be defined by significant points formed by the intersection of parallels of latitude with meridians normally spaced at 20 degrees of longitude. The distance between significant points shall, as far as possible, not exceed one hour’s flight time. Additional significant points shall be established as deemed necessary. For flights operating predominantly in a north-south direction, define tracks by reference to significant points formed by the intersection of whole degrees of longitude with specified parallels of latitude which are spaced at 5 degrees. Insert DCT between successive points unless both points are defined by geographical coordinates or by bearing and distance. Use only the conventions in (1) to (5) below and SEPARATE each sub-item by a space. 1. ATS route (2 to 7 characters): The coded designator assigned to the route or route segment including, where appropriate, the coded designator assigned to the standard departure or arrival route (e.g. BCN1, Bl, R14, UB10, KODAP2A).
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2. Significant point (2 to 11 characters): The coded designator (2 to 5 characters) assigned to the point (e.g. LN, MAY, HADDY), or, if no coded designator has been assigned, one of the following ways: a) Degrees only (7 characters): 2 figures describing latitude in degrees, followed by “N” (North) or “S” (South), followed by 3 figures describing longitude in degrees, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 46N078W. b) Degrees and Minutes (11 characters): 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g.4620N07805W. c) Bearing and Distance from a navigation aid: The identification of the navigation aid (normally a VOR), in the form of 2 or 3 characters, THEN the bearing from the aid in the form of 3 figures giving degrees magnetic, THEN the distance from the aid in the form of 3 figures expressing nautical miles. Make up the correct number of figures, where necessary, by insertion of zeros - e.g. a point 180° magnetic at a distance of 40 nautical miles from VOR “DUB” should be expressed as DUB180040. 3. Change of speed or level (maximum 21 characters): The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is planned, expressed exactly as in (2) above, followed by an oblique stroke and both the cruising speed and the cruising level, expressed exactly as in (a) and (b) above, without a space between them, even when only one of these quantities will be changed. Examples: LN/N0284A045 MAY/N0305F180 HADDY/N0420F330 4602N07805W/N0500F350 46N078W/M082F330 DUB180040/N0350M0840 4. Change of flight rules (maximum 3 characters): The point at which the change of flight rules is planned, expressed exactly as in (2) or (3) above as appropriate, followed by a space and one of the following: a) VFR if from IFR to VFR b) IFR if from VFR to IFR Examples: LN VFR LN/N0284A050 IFR 5. Cruise climb (maximum 28 characters): The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned to start, expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained during cruise climb, expressed exactly as in a) Above, followed by the two levels defining the layer to be occupied during cruise climb, each level expressed exactly as in
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b) Above, or the level above which cruise climb is planned followed by the letters PLUS, without a space between them. Examples: C/48N050W/M082F290F350 C/48N050W/M082F290PLUS C/52N050W/M220F580F620. Item 16: Destination aerodrome and total estimated elapsed time, alternate aerodrome(s) 1. Destination aerodrome and total estimated elapsed time Insert the ICAO four-letter location indicator of the destination aerodrome followed, without a space, by the total estimated elapsed time, OR, if no location indicator has been assigned, Insert ZZZZ followed, without a space, by the total estimated elapsed time, and specify in Item 18 the name of the aerodrome, preceded by DEST/ . Note: For a flight plan received from an aircraft in flight, the total estimated elapsed time is the estimated time from the first point of the route to which the flight plan applies.
2. Destination Alternate aerodrome(s) Insert the ICAO four-letter location indicator(s) of not more than two alternate aerodromes, separated by a space, or if no location indicator has been assigned to the alternate aerodrome, insert ZZZZ and specify in Item 18 the name of the aerodrome, preceded by ALTN/. Item 18: other information Insert 0 (zero) if no other information, or any other necessary information in the preferred sequence shown hereunder, in the form of the appropriate indicator followed by an oblique stroke and the information to be recorded: STS/ Reason for special handling by ATS, e.g. a search and rescue mission, as follows: ALTRV
: for a flight operated in accordance with an altitude reservation;
ATFMX
: for a flight approved for exemption from ATFM measures by the appropriate ATS authority;
FFR
: fire-fighting;
FLTCK
: flight check for calibration of navaids;
HAZMAT
: for a flight carrying hazardous material;
HEAD
: a flight with Head of State status;
HOSP
: for a medical flight declared by medical authorities;
HUM
: for a flight operating on a humanitarian mission;
MARSA
: for a flight for which a military entity assumes responsibility for separation of military aircraft;
MEDEVAC : for a life critical medical emergency evacuation; NONRVSM : for a non-RVSM capable flight intending to operate in RVSM airspace; SAR
: for a flight engaged in a search and rescue mission; and
STATE
: for a flight engaged in military, customs or police services.
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Other reasons for special handling by ATS shall be denoted under the designator RMK/. PBN/ Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters. RNAV SPECIFICATIONS A1
RNAV 10 (RNP 10)
B1
RNAV 5 all permitted sensors
B2
RNAV 5 GNSS
B3
RNAV 5 DME/DME
B4
RNAV 5 VOR/DME
B5
RNAV 5 INS or IRS
B6
RNAV 5 LORANC
C1
RNAV 2 all permitted sensors
C2
RNAV 2 GNSS
C3
RNAV 2 DME/DME
C4
RNAV 2 DME/DME/IRU
D1
RNAV 1 all permitted sensors
D2
RNAV 1 GNSS
D3
RNAV 1 DME/DME
D4
RNAV 1 DME/DME/IRU RNP SPECIFICATIONS
L1
RNP 4
O1
Basic RNP 1 all permitted sensors
O2
Basic RNP 1 GNSS
O3
Basic RNP 1 DME/DME
O4
Basic RNP 1 DME/DME/IRU
S1
RNP APCH
S2
RNP APCH with BARO-VNAV
T1
RNP AR APCH with RF (special authorization required)
T2
RNP AR APCH without RF (special authorization required)
NAV/ Significant data related to navigation equipment, other than specified in PBN/, as required by the appropriate ATS authority. Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, e.g. NAV/GBAS SBAS. COM/ Indicate communications applications or capabilities not specified in Item 10 a). DAT/ Indicate data applications or capabilities not specified in 10 a). SUR/ Include surveillance applications or capabilities not specified in Item 10 b). DEP/ Name and location of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS unit from which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location as follows:
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With 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W (11 characters). OR, Bearing and distance from the nearest significant point, as follows: The identification of the significant point followed by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the distance from the point in the form of 3 figures expressing nautical miles. In areas of high latitude where it is determined by the appropriate authority that reference to degrees magnetic is impractical, degrees true may be used. Make up the correct number of figures, where necessary, by insertion of zeros, e.g. a point of 180° magnetic at a distance of 40 nautical miles from VOR “DUB” should be expressed as DUB180040. OR, The first point of the route (name or LAT/LONG) or the marker radio beacon, if the aircraft has not taken off from an aerodrome. DEST/ Name and location of destination aerodrome, if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described under DEP/ above. DOF/ The date of flight departure in a six-figure format (YYMMDD, where YY equals the year, MM equals the month and DD equals the day). REG/ The nationality or common mark and registration mark of the aircraft, if different from the aircraft identification in Item 7. EET/ Significant points or FIR boundary designators and accumulated estimated elapsed times from takeoff to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the appropriate ATS authority. Examples: EET/CAP0745 XYZ083
EET/EINN0204
SEL/ SELCAL Code, for aircraft so equipped. TYP/ Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9. Example: TYP/2F15 5F5 3B2 CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters) when required by the appropriate ATS authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO.
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DLE/ Enroute delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four-figure time in hours and minutes (hhmm). Example: DLE/MDG0030 OPR/ ICAO designator or name of the aircraft operating agency, if different from the aircraft identification in item 7. ORGN/ The originator’s 8 letter AFTN address or other appropriate contact details, in cases where the originator of the flight plan may not be readily identified, as required by the appropriate ATS authority. Note: In some areas, flight plan reception centres may insert the ORGN/ identifier and originator’s AFTN address automatically.
PER/ Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I — Flight Procedures, if so prescribed by the appropriate ATS authority. ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. RALT/ ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. TALT/ ICAO four letter indicator(s) for takeoff alternate, as specified in Doc 7910, Location Indicators, or name of takeoff alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. RIF/ The route details to the revised destination aerodrome, followed by the ICAO four-letter location indicator of the aerodrome. The revised route is subject to reclearance in flight. Examples: RIF/DTA HEC KLAX RIF/ESP G94 CLA YPPH RMK/ Any other plain-language remarks when required by the appropriate ATS authority or deemed necessary. Item 19: Supplementary information Endurance After E/ insert a 4-figure group giving the fuel endurance in hours and minutes.
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Persons Onboard After P/ insert the total number of persons (passengers and crew) on board, when required by the appropriate ATS authority. Insert TBN (to be notified) if the total number of persons is not known at the time of filing. Emergency and Survival Equipment R/ (RADIO) Cross out U if UHF on frequency 243.0 MHz is not available. Cross out V if VHF on frequency 121.5 MHz is not available. Cross out E if emergency locator transmitter (ELT) is not available. S/ (SURVIVAL EQUIPMENT) Cross out all indicators if survival equipment is not carried. Cross out P if polar survival equipment is not carried. Cross out D if desert survival equipment is not carried. Cross out M if maritime survival equipment is not carried. Cross out J if jungle survival equipment is not carried. J/ (JACKETS) Cross out all indicators if life jackets are not carried. Cross out L if life jackets are not equipped with lights. Cross out F if life jackets are not equipped with fluorescent. Cross out U or V or both as in R/ above to indicate radio capability of jackets, if any. D/ (DINGHIES) (NUMBER) Cross out indicators D and C if no dinghies are carried, Or Insert number of dinghies carried; and (CAPACITY) Insert total capacity, in persons, of all dinghies carried; and (COVER) Cross out indicator C if dinghies are not covered; and (COLOUR) Insert colour of dinghies if carried. A/ (AIRCRAFT COLOUR AND MARKINGS) Insert colour of aircraft and significant markings. N/ (REMARKS) Cross out indicator N if no remarks, or indicate any other survival equipment carried and any other remarks regarding survival equipment. C/ (PILOT) Insert name of the PIC.
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Repetitive flight plan applies only to flights operated in accordance with IFR (FPL format Item 8: Flight rules “I”). It is assumed that all aircraft are: 1. Operating as scheduled flights (FPL format Item 8: Type of flight “S”), otherwise notify in Q (Remarks) 2. Are equipped with 4 096-code transponders with Modes A and C. Otherwise, notify in Q (Remarks). List flight plans: 1. In alphabetical order of the location indicator of the departure aerodrome, and 2. For each departure aerodrome in chronological order of ETD. Utilize more than one line for any RPL where the space provided for items O and Q on one line is not sufficient. RPL Form - Instructions for insertion data Complete Items A to Q as indicated hereunder. ITEM A: OPERATOR •
INSERT name of operator.
ITEM B: ADDRESSEE(S) •
INSERT name of agency(ies) designated by States to administer RPLs for FIRs or areas of responsibility concerned with the route of flight.
ITEM C: DEPARTURE AERODROME(S) •
INSERT location indicator(s) of departure aerodrome(s).
ITEM D: DATE •
INSERT on each page of submission the date (year, month, day) in a 6-figure group that the listing was submitted.
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ITEM E: SERIAL NO. •
INSERT serial number of submission (2 numerics) indicating last two digits of year, a dash, and the sequential no. of the submission for the year indicated (start with numeral 1 each new year).
ITEM F: PAGE OF •
INSERT page number and total number of pages submitted.
ITEM G: SUPPLEMENTARY DATA AT •
INSERT name and appropriate contact details of entity where information normally provided under Item 19 of the FPL is kept readily available and can be supplied without delay.
ITEM H: ENTRY TYPE •
INSERT a minus sign (–) for each flight plan that is to be deleted from the listing.
•
INSERT a plus sign (+) for each initial listing and, in the case of subsequent submissions, for each flight plan not listed in the previous submission. Note: No information is required under this item for any flight plan which is unchanged from the previous submission.
ITEM I: VALID FROM •
INSERT first date (year, month, day) upon which the flight is scheduled to operate.
ITEM J: VALID UNTIL •
INSERT last date (year, month, day) upon which the flight is scheduled to operate as listed, or UFN if the duration is unknown.
ITEM K: DAYS OF OPERATION •
INSERT number corresponding to the day of the week in the appropriate column; Monday = 1 through Sunday = 7.
•
INSERT 0 for each day of non-operation in the appropriate column.
ITEM L: AIRCRAFT IDENTIFICATION (Item 7 of the ICAO flight plan) •
INSERT aircraft identification to be used for the flight.
ITEM M: TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY (Item 9 of the ICAO flight plan) •
INSERT appropriate ICAO designator as specified in ICAO Doc 8643 — Aircraft Type Designators.
•
INSERT J, H, M or L indicator as appropriate:
ITEM N: DEPARTURE AERODROME AND TIME (Item 13 of the ICAO flight plan) •
INSERT location indicator of the departure aerodrome.
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INSERT the ETD, i.e. the estimated time that the aircraft will commence movement associated with departure.
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ITEM O: ROUTE (Item 15 of the ICAO flight plan) 1. Cruising speed •
INSERT the true airspeed for the first or whole cruising portion of the flight in accordance with Item 15 of the ICAO flight plan.
2. Cruising level •
INSERT the planned cruising level for the first or whole portion of the route in accordance with Item 15 of the ICAO flight plan.
3. Route •
INSERT the entire route in accordance with Item 15 (c) of the ICAO flight plan.
ITEM P: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME (Item 16 of the ICAO flight plan) •
INSERT location indicator of the destination aerodrome.
•
INSERT the total estimated elapsed time.
ITEM Q: REMARKS •
INSERT items of information as required by the appropriate ATS authority, items normally notified in Item 18 of the ICAO flight plan and any other information pertinent to the flight of concern to ATS.
The RPL shall be cancelled for the day concerned followed by submission of an FPL if there is an incidental change in the RPL such as: 1. Change of route, line number, aerodrome of departure and/or destination. 2. Change of aircraft type, speed and/or cruising level. This requires notification to the ATS unit at the departure aerodrome as soon as possible and not later than 30 minutes before departure, with the exception change of cruising level, which may be notified by radiotelephony on initial contact with the ATS unit. 3. Delayed flights. Expected delays, other than ATC, of 30 minutes or more in excess of the ETD shall be reported in due time to the ATC unit of the aerodrome. Failure of this action may result in cancellation of the stored flight plan by one or more ATC units concerned. 4. Early departures. Should be reported to the ATC unit as soon as new ETD is known. When a flight is cancelled, the ATC unit responsible for the departure aerodrome shall be informed in due time to cancel the stored flight plan concerned. 8.1.7.5
Pilot and ATC Agreement
A clearance issued by ATC and accepted by a pilot constitutes an agreement between ATC and the PIC as to the planned execution of the flight. This agreement is the current ATS flight plan, whether or not it is the same as the originally filed ATS flight plan. If at any point after takeoff the PIC wishes to change the flight plan, he must request the change and obtain the concurrence of ATC in the form of an amended clearance. Likewise, ATC may initiate an amended clearance for traffic requirement and if concurrence between the PIC and an ATC controller is not possible, the flight is continued under the emergency authority of the PIC.
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Any request for an amended clearance should be made considering traffic and the planning and coordination requirements of the ATC. A pilot must not accept a clearance with which he cannot safely comply or which exceeds the capabilities of the aircraft. The PIC is the final authority as to the operation of the aircraft; he is directly responsible for the operation of the aircraft. An ATC clearance is not an authorisation for a pilot to deviate from any regulation or to conduct an unsafe operation. If, due to severe weather, an immediate deviation is required, the pilot’s emergency authority will be exercised. A pilot should question any clearance or any part of a clearance that he does not understand. 8.1.7.6 8.1.7.6.1
ATC Clearance Clearance Limits
An ATC clearance issued before takeoff normally includes the destination airport as the clearance limit. A flight may be cleared to a point short of the destination if ATC has no assurance that co-ordination with a subsequent area control centre will be accomplished before that flight enters its FIR. A flight must not continue beyond its clearance limit without further clearance. It is the controller’s responsibility to furnish further clearance before a flight reaches the clearance limit. This clearance may change the clearance limit to a point beyond or it may include holding instruction at the clearance limit. In the latter case the controller should provide the pilot with an expected further clearance time. 8.1.7.6.2
Departure Procedure
The departure procedure includes the routing and any altitude restrictions during after takeoff to the enroute phase. At some airports, Standard Instrument Departures (SID) have been established which identify each departure procedure with a name and a number. At airports where they are used, these SIDs are charted and used routinely to simplify and shorten clearance delivery. A pilot is to accept a SID as part of the ATC clearance only if the SID number in the clearance corresponds with his charted information. 8.1.7.6.3
Route of Flight
If the route of flight is different from that filed, or if the flight is an oceanic flight, or if a clearance is issued enroute, the clearance must include a description of the route using airway designations, radio fixes, or latitude and longitude. When ATC includes the Mach number as part of the clearance, that Mach number must be maintained as closely as possible (e.g. in MNPS airspace), any change in Mach number must be approved by ATC. Additionally, ETA amendments and/or TAS changes must be reported to ATC. 8.1.7.6.4
Altitude
A cleared altitude means an assigned altitude or flight level including any restrictions. A new clearance is required to leave that altitude or flight level. At airport without an approved instrument approach procedure, the destination clearance authorises the pilot to proceed to the destination airport, descend, and land. The clearance does not permit the pilot to descent below the MEA or MOCA unless the descent and landing are made in accordance with Visual reference Flight Rules.
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In some part of the world, altitude clearances are based on separation from known air traffic and may not provide separation from terrain and obstructions. The PIC is responsible for ensuring that any clearance issued by ATC provides terrain and obstruction separation. Upon receiving a clearance containing altitude information, the PIC must verify that the clearance does not violate any altitude restriction for the route to be flown. 8.1.7.6.5
Holding Instructions
If a flight is cleared to hold, ATC holding instructions must be complied with. These instructions may be issued by the controller or they may be required on the charts. 8.1.7.6.6
Arrival Route
Clearance for an arrival route is not issued until a flight is approaching the terminal area. This is a detailed clearance that fully describes the routing to a point from which the flight will be manoeuvred for the approach to the airport. At some airports, Standard Terminal Arrival Routes (STAR) have been established. They identify each airport arrival route with a name and a number. STARs are charted and used routinely to simplify and shorten clearance delivery. A pilot is to accept a STAR as part of the ATC clearance only if the STAR number in the clearance corresponds with his charted information. 8.1.7.6.7
Communications
The frequency of departure control or the next enroute facility may be included with the clearance. 8.1.7.6.8
Approach Clearance
An approach clearance is authorisation to conduct an approach and missed approach. If the type of approach is not specified, the pilot may execute any type of instrument approach approved for the runway to be used. In this case, the pilot must announce his intended choice of approach procedure. An approach clearance does not include clearance to land. 8.1.7.6.9
Complying With A Clearance
When ATC issues a clearance, a pilot is expected to comply promptly after acceptance. ATC may use the term “immediate” to communicate urgency and the requirement for expeditious compliance. 8.1.7.6.10 Clearance Recording A pilot should make a visible record of each ATC clearance, and all route changes should be recorded on the flight plan log. 8.1.7.6.11 Cancelling an IFR Flight Plan The flight plan is normally cancelled by the “tower” at the end of the flight. After a landing on a non-controlled airport, the PIC must ensure that the flight plan is cancelled.
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Operational Flight Plan
Flight Operation Officer must ensure that all flights are provided with Operational Flight Plan. Flight Operation Officer and PIC should ascertain that the flight plan figures are checked and acceptable, and both must sign the flight plan. To avoid wrong OFP being used, the PIC should distribute copy of the OFP only after he/she has signed it. Currently Citilink Indonesia is using OFP computed by flight planning system from Navtech System. It also provide data such as NOTAM and weather prognosis (METAR, TAFOR, Sigmets, Airmets, Weather Chart, Wind Chart). 8.1.7.7.1
NavTech Computerized Flight Plan
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Remarks 1. General information: a) First line
: dispatch release number
b) Second line : computation time and the end of validity time of the dispatch release (in UTC) c) Third line
: flight number, origin station and destination station (in 4 letters code)
d) Fourth line : aircraft registration, engine type, and selected cruising speed mode e) Fifth line
: date of flight, scheduled ETD (in UTC), meteorological prognosis used for flight plan calculation, flight rules used, and weight unit. Meteorological prognosis 181815Z in this example means the prognosis is based on data on the 18th of this month (issued date) at 1800Z (issued time) and valid for 15 hours after issued time – in this example until 0900Z on the next day. The validity window is 6 hours. This means that flights with an ETD between 0600Z and 1200Z will use this prognosis (3 hours prior to 0900Z until 3 hours after 0900Z)
2. Flight number / date of flight, departure / destination station (in 4 letters code), aircraft type, selected company route, and average wind component / ISA temperature (P = plus, M = minus). 3. Fuel related information: a) Fuel components (burn / trip fuel, destination alternate fuel, final reserve / holding fuel, contingency fuel, additional fuel, fuel required, extra fuel, take off fuel, taxi fuel, ballast fuel, and block fuel) b) Endurance time for each fuel components c) Ground and air distance to destination airport d) Ground distance to destination alternate airport e) Column for the pilot to write actual fuel required and actual block fuel f) Planning Fuel Remaining (PFRM) / diversion fuel at destination airport and company contingency fuel policy 4. Weight related information: a) Estimated weight for Basic Operating Weight (BOW) / Dry Operating Weight (DOW), Equipment In Compartment (EIC), payload, Zero Fuel Weight (ZFW), Take Off Fuel (TOF), Take Off Gross Weight (TOGW), burn fuel weight, and Landing Gross Weight (LDGW) b) Column for the pilot to write actual BOW, ZFW, and TOGW c) Maximum design for ZFW and LDW, and maximum design or regulated TOW 5. Take off alternate information (three letter code, four letter code, name of the airport, flight time, fuel required, and ground distance to take off alternate airport). 6. Time of block on, block off, total flight / block time, touch down (TDN), airborne (A/B), and total air time (AIR) to be filled by the pilot. 7. Fuel burn adjustment per 1,000 kgs or lbs differences in estimated and actual weight, and space for the pilot to write adjusted fuel burn and adjusted required fuel. 8. Summaries of fuel burn and endurance time adjustment per 2,000 feet below planned flight level, and space for the pilot to write any remark / note regarding flight briefing and planning. 9. Space for the pilot to write weather information from departure station ATIS. 10. Space for the pilot to write take-off data. 11. Flight plan detail: a) WPT for waypoint, TOC (Top Of Climb), and TOD (Top Of Descent)
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b) LAT/LONG for the waypoint’s latitude and longitude c) FRQ for waypoint navaid frequency (if any) d) RTE for route / airways selected or DCT for “direct” e) MC for magnetic course towards the next waypoint f) DIST for distance from the previous waypoint (in nautical miles) g) TAS for true air speed (in knots) over the waypoint h) DV for temperature deviation at the waypoint. This indicates the number of degrees above ISA at the planned altitude i) LEG-T for estimated enroute time from the previous waypoint (in hours and minutes) j) ETA is for pilot to write estimated time over the waypoint k) FL for flight level at the waypoint or CLB for “climb” and DSC for “descent” l) TEMP for outside air temperature over the waypoint at the planned altitude, in 0C. Except during climbing or descending, it will show CLB or DSC m) WIND/COMP for forecast wind direction and speed over the waypoint (direction in tens of degrees and speed in knots), except during climb and descend, and wind component over the waypoint (positive (P) values indicate a tailwind while negative (M) values indicate a headwind) n) PFRM for planned fuel remaining at the waypoint (in hundreds of kgs or thousands of lbs) 12. Additional flight plan detail: a) MORA for minimum off route altitude (in hundreds of feet), indicates the minimum safe altitude along the portion of the route b) MH for magnetic heading c) TC for true course towards the next waypoint d) GS for ground speed (in knots) over the waypoint e) WS for wind shear value. It is the magnitude of wind difference between 2,000 ft below the planned altitude and 2,000 ft above the planned altitude, averaged per 1,000 ft. Higher numbers indicate the potential for turbulence. Wind shear values displayed on the operational flight plans is to alert dispatchers and flight crew to the POTENTIAL existence of clear air turbulence (CAT) along the route of flight. There is no pre-determined scale. The greater the shear value (at cruising FL), the greater the difference between wind speeds at the lower and upper flight levels. Consider this information as an aid, in determining whether there is a potential for turbulence or not. In general, the higher the vertical wind shear, the more likely an encounter with CAT and strong turbulence. No criteria is defined for relating wind shear values to the occurrence of light, moderate, or severe. The only relation is that the likelihood of encountering CAT is increased when there is strong vertical wind shear. However, vertical wind shear values should be used for guidance only, not for determining aircraft operations. High Level Significant Weather Prognostic charts and pilot reports (PIREPs) are useful tools for determining the areas of CAT over a large region. f) TOT-T for total time elapsed since departure (in hours and minutes) g) ATA is for the pilot to write actual time between checkpoints h) AFRM is for the pilot to write actual remaining fuel over a waypoint (in hundreds of kgs or thousands of lbs)
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13. This section contains data on Equal Time Point (ETP), a point along the route which is located at the same flight time from two enroute alternates. It show the ETP coordinates, fuel burn from ETP to the enroute alternates, and four letter code of the enroute alternate airports. 14. This area is used when the pilot performs an RVSM check. Upon reaching cruising altitude, the pilot shall record the altitude readouts of both primary altimeters as well as the standby altimeter to confirm that the altimeters agree to within RVSM tolerances. 15. This waypoint denotes a transition into another FIR followed by FIR’s ICAO identifier and elapsed time to reach it after departure. 16. Space for the pilot to write weather information for enroute alternate airport, destination airport, and destination alternate airport. 17. Space for the pilot to write landing data. 18. Planned route to destination alternate airport. If more than one alternate are selected by the dispatcher, it will show the planned route for the farthest destination alternate airport. 19. Equal Time Point (ETP) driftdown summary data: a) ETP coordinates and information of fuel burn, time, and distance to ETP from departure station b) Estimation of time, required fuel, flight level, distance, and wind component from ETP to enroute alternate airports 20. Diversion window time indicates that weather has been checked for the enroute alternate airports. The time range is the time during which the flight could potentially land at the enroute alternate airport should it divert, the times includes -60 and +60 minutes buffer for margin of error. 21. Wind information section provides forecast winds for every waypoint in cruise. Values are also provided for 2 flight levels above and 2 flight levels below the planned altitude. The wind direction is in ten of degrees, wind speed in knots, and temperature in degress Celcius (M for Minus and P for Plus). 22. Space for PIC to sign the Operational Flight Plan after completion of the flight and to write remark regarding the flight. 23. Computerized FPL in ICAO format. 24. Information of restricted regions that may affect the flight. 25. Escape Route are used to calculate a safe route through obstacles in excess MORA of FL100 in the event of cabin depressurization during a flight. The information show the checkpoint beginning of the escape route, suitable airport selected for escape route, Great Circle Distance (GCD) to suitable airport, airway ditance to suitable airport, enroute time to suitable airport, highest MORA along the escape route, and escape route detail. 26. Economics of carrying extra fuel shows details of tankering options, fuel cost difference (in Rupiah), optimum tankering amount (in kgs or lbs), estimated endurance time of the tankered fuel, profit or loss gained from the tankering, additional burn off due to tankering (in kgs or lbs), and selected tankering option. 27. RAIM (Receiver Autonomous Integrity Monitoring) validation is used by a dispatcher or flight crew to determine coverage of GPS systems for a given flight plan. If a given flight plan does not have sufficient GPS coverage (RAIM validation failed), then the flight cannot using RNAV as their primary navigation.
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Aircraft Maintenance Log System
The Aircraft Maintenance Log is a system for recording: 1. Defects and malfunctions discovered during the operation 2. Details of all maintenance carried out on the particular aircraft to which the Aircraft Maintenance Log applies. In addition, the technical log is used for informing 1. The maintenance crew on operating event(s) that may have impact on aircraft structure or system(s) or that may require maintenance actions 2. The operating crew on maintenance action(s) or on aircraft technical status that may have operational impacts. It is the legal medium for written communication between flight crews and maintenance personnel. 1. All irregularities shall be recorded even though they may be regarded as items that are “always that way”. Recording these items is necessary until flight crews are advised by an insert in the appropriate aircraft operating manual that maintenance is aware of the problem and that no further recording of that particular defect is necessary. 2. The PIC shall be responsible for reporting all known defect and/or suspected defects in the aeroplane to the Company at the termination of the flight. 3. The PIC shall ensure that all mechanical irregularities occurring during flight time are entered in the Aircraft Maintenance Log of the airplane at the end of that flight time. Before each flight the PIC shall ascertain the status of each irregularity entered in the log at the end of the preceding flight. 4. To write a complaint, for every sequence number in AML is dedicated only for one malfunction. So if there are several failures to be written, please write it one by one in different sequence number. The Aircraft Maintenance Log system allows the PIC to assures himself that the aircraft is airworthy in accordance with MEL and CDL. The PIC is responsible for entries on the complaint slips of the Aircraft Maintenance Log, of all complaint found by him during the course of his duties. The following should be stated in the Aircraft Maintenance Log (AML): 1. All technical complaints and remarks about the aircraft, its systems and equipment irrespective of the duration of their occurrence (continuous intermittent or momentary) 2. Corrective actions taken 3. Type of inspection performed, on the least slip of the previous stretch. 8.1.7.8.1
Use of Aircraft Maintenance Logbook by Flight Crew
1. The PIC is responsible for completing the aircraft maintenance logbook. However, he may delegate this to another crewmember. 2. Prior to departure, the flight crew will verify that the aircraft maintenance logbook is onboard the aircraft, that it contains a sufficient number of pages for the scheduled flights and the AML is match with the aircraft MSN.
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3. Prior to departure, the flight crew will review the aircraft maintenance logbook for corrective action(s) taken on prior flight irregularities, type of service performed, and airworthiness release, when required. At this time, any aircraft placards mentioned on the logbook will be reviewed for information and compliance with the Minimum Equipment List. If the airworthiness requirements of the Minimum Equipment List are not satisfied, he will request that the condition be corrected. 4. Discrepancies will be recorded in the aircraft maintenance logbook. Reporting limited to a verbal reporting to maintenance personnel is unacceptable. 5. One Pilot Report entry per system defect will be made. Each entry must contain sufficient details to assist maintenance personnel in making the necessary corrective action(s). The PIC must sign each flight crew entry. Any entry made by maintenance personnel in the maintenance logbook must be signed by the PIC. The Aircraft Maintenance Logbook should not be used only to report observed aircraft system malfunctions and should be used also to inform maintenance and to launch maintenance action in case of potential damage or potential degradation of the aircraft, such as in case of lightning strike, unusual noise, unusual vibrations, smells, etc. In case of suspected hard landing by the crew, the captain must make an entry into the Aircraft Maintenance Log book. Note: - When the crew suspects a hard landing, they may use additional sources of information available in the aircraft to support their subjective evaluations: The flight data recording system of some Airbus aircraft might be configured with a possible output report for assessing whether Limit Loads have been exceeded or not, notably at landing (e.g. Overweight, High vertical acceleration, etc.). - However, there is still possibility that such onboard recording system is not able to determine whether Limit Loads are exceeded or not. In any case, the declaration of a high load event is always under the primary responsibility of the flight crew.
Such report must be encouraged for obvious safety reasons and Citilink Indonesia non-punitive policy must be applied. 8.1.7.8.2
Maintenance Release Certificate
The maintenance release certificate is a legal document. It is made in duplicate, the original being filed at Jakarta, the copy being kept onboard. Commencement of a flight, without a valid copy on board is prohibited. Daily Check shall be accomplished once during 24 (twenty four) clock hours after previous Daily Check. Includes this check are through examination of items, walk around to examine the aircraft visually for discrepancies, security for attachment, replenishment of fluids, system operational check and a review of the maintenance log book. A maintenance release certificate can only be issued and signed by the Maintenance & Engineering Department at Jakarta. Inspections and repairs must be out by, or under the supervision of engineer holding a Qualification License, issued by DGCA for certain aircraft types, making him qualified in accordance with the CASR. A fully licensed ground engineer at an outstation may also hold a Supplementary Qualification License, by which he is authorized to perform certain activities for an additional aircraft types and/or skills.
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Hold Item List (HIL)
Citilink Indonesia’s HIL is approved by the DGCA who has issued the Certificate Holder with Operations Specifications authorizing operations in accordance with an approved Minimum Equipment List. The Flight Crew shall have access to the MEL at all times prior to and during flight. The Hold Item List is a means of recording technical complaints for which immediate corrective action is not reasonably possible, either due to lack of spares or lack time. This may be the case when e.g. an aircraft is in direct transit, or when leaving an inspection with a complaint still uncorrected. An entry on the HIL may only be, by a licensed group engineer or his immediate superior. Such us entries signify the approval of the engineer for operation of the aircraft, with due consideration for airworthiness. In deciding whether the hold item are acceptable, the PIC shall evaluate the flight technical and operational aspects, giving consideration to such related factors as crew complement, route network, operational and fuel penalties, etc. The PIC should realize that this decision also may affect possible successive Crews further on the route, where other aspects may prevail. Hold items are stored in the Aircraft Maintenance Log until corrective action is taken. 8.1.7.9
Cabin Maintenance Log
The Cabin Maintenance Logbook provides a means for cabin crew to report to maintenance all pertinent information relative to cabin discrepancies. Cabin Crew In Charge (CIC) will verify all Cabin Maintenance Logbook entries. 8.1.7.10
Guidline to Fill In The Aircraft or Cabin Maintenance Logbook
The following guidelines shall be applied on the Aircraft or Cabin Maintenance Logbook: 1. The Aircraft Maintenance Logbookshall be filled in for each flight leg. 2. The mention “NIL” shall be mentioned in the defect description space (with date and signature) in case of no defect during the flight leg. 3. If more than one defect exist for the same flight leg, each defect shall be entered in one defect description space Each defect shall be clearly described by the flight crew or the certifying person and the defect description space shall be dated and signed 4. If a certifying person takes the decision to defer the rectification of a defect, the cross reference on the Hold Item List (HIL) sheet shall be mentioned on the corrective action space (with the station, date, name and signature information) 5. The corrective action shall be clearly mentioned with all references used (manuals, repair drawing, SB, AD/CN, others…) 6. If the corrective action taken requires additional work or re-inspection, the corrective action space shall be signed off. A new item shall be initiated through the deferred defect procedure to cover the additional work or re-inspection required. 7. The corrective action(s) may be carried-out during a schedule maintenance check. Therefore, this maintenance check reference shall be mentioned in the corrective action space. Note: The white original sheet of the aircraft technical or cabin log sheet shall remain in the logbook until the corrective action(s) of the same flight leg has (have) been mentioned, answered and accepted by the certifying person. Once completed, it shall be detached and sent to MCC for records updating within 24 hours. It shall be archived by Technical Records
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Documents To Be Carried
Manuals and documents shall be provided at each aircraft. They may be available in a form other than on printed paper. An electronic storage medium is acceptable if accessibility, usability and reliability can be assured. 8.1.8.1
List of Documents To Be Carried
8.1.8.1.1
Aircraft Documents
The following documents shall never be removed from the aircraft, except by the Engineering and Maintenance Division at home base, or for inspection by the competent authorities at their request. 1. Certificate of Registration *) 2. Certificate of Airworthiness *) 3. Original Noise Certificate, in English language *) 4. True copy of the Air Operator Certificate, Operation Specification and copy of Authorization Condition and Limitation *) 5. Aircraft Radio Permit *) 6. Copy of the third party liability insurance certificate *) 7. RVSM and RNP (if applicable) Approval *) 8. Aircraft Maintenance Log (AML) *) 9. Aircraft Flight Log (AFL) *) 10. Cabin Maintenance Log (CML) *) 11. Airplane Flight Manual (AFM) *) 12. Normal Checklist **) 13. Interception of Civil Aircraft Procedure (only for international flight) Note: *) Responsible by Maintenance & Engineering Department **) Responsible by Operation Support & Publication (JKTOFD2QG) in coordination with Maintenance and Engineering Department.
8.1.8.1.2
Operations Manuals
The current parts of the Operations Manual relevant to the duties of the crew are carried on each flight. Those parts of the Operations Manual which are required for the conduct of a flight are easily accessible to the crew on board the aeroplane. At least the following current parts of the Operations Manual must be carried on board: 1. Operations Manual Part A – General (Operation Policy Manual) 2. Operations Manual Part B – Aeroplane Operating Matter: a) Conduct of the flight (FCOM, CCOM/FAM, FCTM and QRH) b) Technical release of the aircraft (MEL, CDL) 3. Operations Manual Part C a) Airport and Route Manual, including SAR Information b) Runway Analysis (Takeoff and landing performance analysis) c) Airports and routes navigation charts and instructions (AIP, Jeppesen, NavTech, and other Official Aeronautical Chart determind by Company)
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Crew Documents
Each flight crewmember must carry: 1. A valid flight crew licence and certificates with appropriate ratings for the purpose of the flight 2. Valid passport with appropriate visas (if applicable) 3. Certificates of vaccination (if applicable). 8.1.8.1.4
Flight Specific Documents
In addition to the documents and manuals mentioned above, the following information and forms, relevant to the type and area of operation, are carried on each flight: 1. Operational Flight Plan containing at least the information specified in OM Part A - Chapter 8.1.7.7 (Operational Flight Plan) The operational flight shall be made out on the forms issued for this purpose. The PIC shall sign the flight plan before and after the flight in the appropriate spaces. During flight a navigation log must be kept on the printed flight plan form (flight log). In additional to nothing the actual times over checkpoints, it is required to note deviations from planned track and altitude and the reasons thereof. Flight Planning Operational Flight Plans is prepared by Dispatcher. He/she may issue Operational Flight Plans departing from other airport (this is called remote planning). The FOO at the departure station shall, when necessary, update the Operational Flight Plan according to the latest meteorological, payload, and aircraft information available, and be sure that PIC is in possession of the following additional information: a) The latest meteorological documentation issued by the Local Official Weather Source serving the airport or other source approved by Citilink Indonesia (Navtech or Aviation Digital Data Services - ADDS) b) The latest NOTAMs c) The Dispatch Release and Operational Flight Plan d) A copy of ATC flight plan (if required) Only the Operation Support Navigation Unit has the authority to change the route, e.g. NOTAM, weather, etc. However, if required, the Dispatcher(s) may change the route after he / she has approval from the Manager Operation Support Navigation Unit. The FOO shall discuss with the PIC all aspects of the flight plan and explain the reasons behind the selection of the route(s) cruising level(s) and alternate airport(s). When agreement has been reached, the FOO shall submit he operational flight plan to the PIC for his signature. The FOO shall file the ATC flight plans, including company addresses, with the appropriate Air Traffic Service Unit, as soon as the operational flight plan is signed, unless local regulations do not allow such practices. No Computer Flight Plan Available When normally a computer flight plan is delivered, and at the last moment this flight plan is not received by station concerned (e.g. due to computer outage or communication failure), the most
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recent computer flight plan in file at that station, that was made out via the desired route, may be copied. This flight plan copy must be updated with the latest available data from the Meteorological Office (winds and temperature aloft, forecasts destination, alternates, enroute alternate, etc.), estimated ZFW, aircraft type, cruise system, flight levels, NOTAMs, etc. In case of a manually created flight plan for such a stretch is necessary, the navigation data from the most recent computer flight plan via the desired route, can be used. 2. Dispatch Release The dispatch release may be in any form (normally integrated with Computerized Flight Plan) but must contain at least the following information concerning each flight: a) Identification number of the aircraft, b) Trip number or flight number, c) Departure airport, intermediate stops, destination airport and alternative airport, d) A statement of the type of operation (.e.g. IFR,VFR), e) Minimum fuel supply f) Weather, NOTAMs, Load Information The dispatch release must contain or have attached to it weather report, available weather forecast, or a combination of those report and forecast for the destination airport intermediate stops and alternate airport that are the latest available at the time the release is signed by the PIC and FOO it may include any additional available weather report or forecast that the PIC or FOO considers necessary or desirable. For the flight time less than 1 hour the actual weather should be provided. 3. Aircraft Maintenance Log containing at least the information specified in OM Part A - Chapter 8.1.7.8 (Aircraft Maintenance Log system) including Aircraft Structure Damage. 4. Loadsheet The loadsheet indicates the distribution of passengers and dead load, and calculations of allowable payload, actual payload, total weights and position of center of gravity. The loadsheet comprise the following documents, part of which forms component documents of the journal. -
The original loadsheet from each station to remain onboard the aircraft (for cockpit crew).
-
One copy of loadsheet from each station destined for the next station.
-
Passenger Information List (PIL).
5. Appropriate NOTAM/AIS briefing documentation Appropriate NOTAM/AIS briefing documentation. NOTAM are notices that containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operation. Citilink Indonesia is using NOTAM information that was obtained daily from the Briefing Office and Navtech flight planning system.
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A NOTAM is divided into several parts: a) The first line contains NOTAM identification (series, sequence number, and year of issue), the type of operation (N for NEW, R for REPLACE, or C for CANCEL), as well as a reference to a previously-issued NOTAM (for NOTAMR and NOTAMC only). b) The “Q” line holds information about who the NOTAM affects along with a basic NOTAM description. This line can be encoded / decoded from tables defined by ICAO. This allows NOTAMs to be displayed electronically. c) The “A” line is the ICAO code of the affected aerodrome or FIR for the NOTAM. The area of influence of the NOTAM can be several hundreds of kilometers away from the originating aerodrome. d) The “B” line contains the start date and time. The date is in the format YY/MM/DD and the times are given in Universal Co-ordinated Time; also known as GMT or Zulu time. e) The “C” line contains the finish date and time of the NOTAM. The format is the same as “B” line. f) Sometimes a “D” line may be present. This gives a miscellaneous diurnal time for the NOTAM if the hours of effect are less than 24 hours a day, e.g., parachute dropping exercises tend to occur for short periods of a few hours during the day, but may be repeated over many days. g) The “E” line is the full NOTAM description. It is in English but heavily abbreviated. These abbreviations can be encoded / decoded by tables defined by ICAO. h) When present, “F” and “G” lines detail the height restrictions of the NOTAM. Typically SFC means surface height or ground level and UNL is unlimited height. Other heights are given in feet or flight level or a combination of the two. 6. Appropriate meteorological information (refer to OM Part A - Chapter 8.1.4) 7. Last Weighing and Balance Report 8. Compass Swing Report 9. Notification to Captain (NOTOC) of special loads including Security Item including written information to the PIC (Refer to SHM - Chapter 8) 10. Notification of special categories of passengers such as handicapped persons, inadmissible passengers, deportees and person in custody, security personnel. 11. Any other documentation which may be required by the States concerned with this flight, such as cargo manifest, passenger manifest etc; and Passenger Manifest All passengers, embarking at a station are mentioned on a passenger manifest, showing surname and initials, for use by the station where the passenger disembark. Beside these official data, more particulars are required for the correct and quick handling of our aircraft there fore the passengerbooking list. Cargo Manifest All cargo is mentioned on a cargo manifest. The composition of this manifest has been standardized in IATA/ICAO. 12. Forms to comply with the reporting requirements of the Authority and Citilink Indonesia.
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The Authority may permit the information detailed above, or parts thereof, to be presented in a form other than on printed paper. An acceptable standard of accessibility, usability and reliability must be assured. 8.1.8.2
Aircraft Flight Log
The PIC is responsible for all entries made in Aircraft Fight Log. Aircraft Flight Log should be filled by PM. On enroute stations, after the refueling data has been entered, the completed sheets shall be filed as indicated on the aircraft flight log sheets. The completion of the Aircraft Flight Log is a general self-explanatory. However, when the aircraft has to return to the airport of departure, this airport should be stated as the station of arrival, instead of the originally intended destination. The Time Log Entries is refer to printed MCDU (ATSU/ACARS) data (if available) and consider as a part of flight document. 8.1.8.3
Information Retained On The Ground
The information includes: 1. A copy of the operational flight plan including Dispatch Release; 2. Copies of the relevant part(s) of the Aircraft Flight Log (yellow page); 3. Route-specific NOTAM documentation if specifically edited by Citilink Indonesia; 4. Load and Trim Sheet; 5. Passenger Manifest including Actual Passenger Onboard; 6. Takeoff and Landing Data Card; and 7. Special loads notification. 8.1.8.4
E-Manual System - If Applicable
The E-Manual System provides certain Aircraft and Operation Manuals in an approved electronic storage device or in a tablet for station and aircraft. Manual Format for Station and Aircraft Manual
Station Hardcopy
OM Part A - General
Aircraft
e-Manual
Hardcopy
EFB
X
X
1. FCOM and CCOM/FAM
X
X
2. FCTM
X
3. QRH
X
4. MEL
X
X
5. CDL
X
X
1. Airport & Route Manual
X
X
2. Runway Analysis
X
X
3. Approach Chart
X
X
4. Enroute Chart
X
X
5. Airport Chart
X
X
OM Part B: X X
X
OM Part C: X
6. Airport and Pictorial Information (API)
X
X
OM Part D - Training Manual
X
X
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Station e-Manual
Citilink Indonesia provides Aircraft and Operation Manuals for each station in an electronic storage. A personal computer is dedicated for this purpose. 8.1.8.4.2
Electronic Flight Bag (EFB)
Citilink Indonesia provides Aircraft and Operation Manuals for each aircraft in at least 1 (one) approved tablet device. Citilink Indonesia approved for EFB: 1. Class 1, which: a) Are generally commercial-off-the-shelf (COTS)-based computer systems used for aircraft operations; b) Are portable; c) Are connected to aircraft power through a certified power source; d) Are not attached to an aircraft mounting device; e) Are considered as a controlled PED; f) Are normally without aircraft data connectivity except under specific conditions; and g) Do not require manufacturer approval. 2. Type A Software which includes pre-composed, fixed presentations of data currently presented in paper format. Refer to Citilink Indonesia EFB Manual - Appendix A. 8.1.8.4.2.1 EFB Storage EFB are stored in an EFB locker in Citilink Indonesia Flight Operations or Station Manager office and given to flight crew prior to FOO and crew briefing. To ensure the availability of the EFB, there must be at least 10 spare EFBs stored at Operation Support Publication office. 8.1.8.4.2.2
EFB Standard Operation Procedures
First Flight of The Day 1. EFB are handover to Flight Crew by FOO prior to crew briefing 2. Flight crew checks the updating and condition of The EFB, as follows: a) Tablets condition (acceptable battery level, airplane mode set to ON, charging port and touchscreen) are working and set properly. b) Update and complete document as per aircraft type and registration 3. Flight crew fill the Handover EFB Form Change Crew 1. After Flight Crew finished their duty at the aircraft, they will handover the EFB to the next active Flight Crew or FOO. 2. The next active flight crew or FOO checks the updating and condition of The EFB, as follow:
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a) Tablets condition (acceptable battery level, airplane mode set to ON, charging port and touchscreen) are working and set properly. b) Update and complete document as per aircraft type and registration 3. The next active flight crew or FOO fill the Handover EFB Form. 4. Never leave EFB unattended. Flight Crew Finish Duty 1. When Flight Crew finishes their duty, they will carry EFB to Flight Operation and handover to FOO. 2. FOO checks the updating and condition of The EFB, as follow: a) Tablets condition (acceptable battery level, airplane mode set to ON, charging port and touchscreen) are working and set properly. b) Update and complete document as per aircraft type and registration 3. FOO shall fill and keep the Handover EFB Form. CAUTION 1. Operating System (OS) - No person allowed to update the EFB Operating System (OS) 2. Application - No person allowed to delete, download and update the EFB Application - The use of audio and/or video for non related with the operational is prohibited 3. Content - No person allowed to delete, insert and edit the content of EFB
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EFB Abnormal Prcedure Flowchart EFB Abnormal Procedure Chart
INOP TABLET OR APPLICATION
OUTBASE (NON- CGK STATION)
INSERT TO HIL
BASE (CGK)
EFB ADMIN PREPARE FOR TABLET REPLACEMENT
INSERT TO HIL
WHEN A/C ARRIVED AT CGK
CREW handover DELIVER REPLACEMEN TABLET TO A/C
EFB ADMIN handover IT
UNIT REPLACEMENT
no
FIX yes handover EFB ADMIN
ENGINEER TO CLOSE HIL
FOO
CREW
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8.1.8.4.3 E-manual Update E-Manual Update is responsible by Citilink Indonesia - Operation Support and Publication. For detail refer to EFB Manual Chapter 4. 8.1.8.5
Responsibility and Stowage of Flight Documents
1. Aircraft Documents The Engineering and Maintenance Division at Home Base, or competent authorities are responsible that the documents in printed format (hardcopy) are stowed in the appropriate place in the cockpit before departure from home base. 2. Operation Manual The Operation Support Publication is responsible that the Operation Manuals is printed in format (hardcopy) are stowed in the appropriate and secure place in the cockpit before departure from homebase. The PIC shall ensures the completion and updated Operation Manuals are available and stowed in the appropriate and secured place in the cockpit before departure. 3. Flight Specific Documents After the documents (load sheet and trim sheet) have been signed by PIC, the ground staff or FOO shall take out the copy of Loadsheet and Trimsheet and hand over the original to the PIC and stow the documents in the aircraft. After arrival the Flight Crew shall handover the load sheet and trim sheet to the FOO.
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Flight Dispatch Process
To ensure proper operational control of each flight and enough dispatch centers to conduct a safe and efficient flight operations, Citilink Indonesia shall: 1. Assign FOO in station where cockpit crew starting their first flight of the day. 2. Assign Station Manager and / or Safety and Quality Officer (SQC) with current FOO license in all domestic destination airports 3. Assign FOO on board or on duty in foreign country for international flights. A flight (including extended overwater flight operation) may continue to an airport to which it has been dispatched or released if: 1. The weather conditions at the destination airport that was specified in the dispatch release are forecasted to be at or above the destination minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the destination airport; or 2. The weather conditions at an alternate airport that was specified in the dispatch release are forecasted to be at or above the alternate minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport. 3. In the opinion of the PIC or FOO, icing conditions are not expected or not met, that might adversely affect the safety of the flight.
8.2.1
Dispatch Procedure
Citilink Indonesia is using dispatch release that was integrated into the Computerized Flight Plan. Currently Citilink Indonesia is using Navtech for its Computerized Flight Plan. The information in the dispatch release will be filled automatically when the Flight Operation Officer (Flight Dispatch) creates a flight plan. Below is the description of the dispatch release:
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2 3 4
5
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9
10
1. General information: a) First line
: dispatch release number
b) Second line : computation time and the end of validity time of the dispatch release (in UTC) c) Third line
: flight number, origin station and destination station (in 4 letters code)
d) Fourth line : aircraft registration, engine type, and selected cruising speed mode
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e) Fifth line
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: date of flight, scheduled ETD (in UTC), meteorological prognosis used for flight plan calculation, flight rules used, and weight unit. Meteorological prognosis 181815Z in this example means the prognosis is based on data on the 18th of this month (issued date) at 1800Z (issued time) and valid for 15 hours after issued time – in this example until 0900Z on the next day. The validity window is 6 hours. This means that flights with an ETD between 0600Z and 1200Z will use this prognosis (3 hours prior to 0900Z until 3 hours after 0900Z).
2. Flight number / date of flight, departure / destination station (in 4 letters code), aircraft type, selected company route, and average wind component / standard temperature (P = plus, M = minus). 3. Planned company route for the flight (including SID, airways, and STAR). 4. Aircraft MEL and CDL status. 5. Origin, destination, takeoff alternate and alternate (ensure Category C Airport is not planned as an Alternate) station information of the flight such as three letters / four letters code, airport name, location coordinate and scheduled ETD / ETA at each station. 6. Estimated payload (pax, cargo, and baggage) information of the flight (in kilograms or pounds). 7. Estimated and maximum weight of zero fuel, takeoff and landing of the flight (in kilograms or pounds). 8. Extra fuel requested by the PIC (in kilograms or pounds), the reason for the extra fuel, and total fuel on board after adding the extra fuel to be filled by the dispacher or flight crew. 9. Composition and name of the flight crew. 10. Release authorization statement which must be signed by the Dispatcher and PIC to confirm their receipt and acceptance of the Operational Flight Plan. 8.2.1.1
Dispatch Preparation
1. Check Flight Operation Officer license validity. 2. Receive handover briefing from previous duty Flight Operation Officer. 3. Check and follow up Log Book information. 4. Check if there is any new company notice. 5. Ensure the readiness & availability of tools and equipments, such as: a) Up to date / current operational manuals b) Telephone and fax c) Computer, scanner, printer & network line 6. Crosscheck and collect the latest flight schedule issued by FMC from OCC. 7. Crosscheck and collect daily flight information such as: a) Time schedule b) Flight number c) Aircraft registration and rotation d) Crew availability e) Parking stand f) Ground support equipment status g) Validity of Repetitive Flight Plan (RPL), Flight Approval (FA) and ATC Flight Plan h) Any irregularity such as VVIP movement, aerodrome closed, volcanic ash, etc
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8. Crosscheck and collect payload data (passanger, baggage and cargo) from Departure Control System (accessed from Navitaire). If the system down, contact Station Manager or delegated person to get estimated payload data for all flight at least 3 hour prior the first ETD. 9. Prepare and analyze supporting document such as: a) Departure, destination, alternate, and enroute weather report. b) NOTAM for departure, enroute, destination and alternate station. c) Aircraft maintenance status (MEL/HIL and CDL). 10. Crosscheck and prepare company forms on board such as: a) ATC Flight Plan form b) Load sheet & Trim sheet form c) Preliminary Certificate of Death form d) Operational Hazard Report form e) Air Safety Report form f) Disruptive Passenger Report form g) Takeoff and Landing Data Card h) Aircraft Flight Log form i) Emergency Contact List 11. Produce two copies of Dispatch Release and Operational Flight Plan at least two hours prior ETD. One Time / Multi Sector Dispatch Release and Operational Flight Plan can be commenced with support from Flight Operation Officer (via Flight Following / Watch) that will provide current weather forecast and other information every hour and have direct communication with the PIC along the route. 12. Prepare (the condition of the tablets, completion and validity of the manual in The EFB) for the Crew. No Flight Operations Officer may release a flight unless: 1. He is thoroughly familiar with reported and forecast weather conditions on the route to be flown. 2. The communication and navigation facilities on the route to be flown are in satisfactory operating condition. 8.2.1.2 Dispatching 1. FOO handover 2 (two) EFBs to Flight Crew prior to crew briefing with the condition and updating properly checked (if applicable). 2. Conduct proper in person briefings to cockpit crew, such as: a) Airport conditions and irregularities of navigation facilities. b) Weather reports and forecasts of weather phenomena, including adverse weather phenomena (Clear Air Turbulence, thunderstorms, low altitude wind shear, etc.) for each route to be flown and each airport to be used. All significant information, which may affect the operation of the flight, will be discussed. 3. Signed both copies of the Dispatch Release and Operational Flight Plan to signifying the release of the flight, then submit all the flight document that has been prepared to the flight crew and brief The PIC.
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4. If the PIC agree and signed both copies of the Dispatch Release and Operational Flight Plan, give one copy to the PIC and file the other copy. 5. If the PIC disagree, it must be resolved and documented before the flight proceeds. 6. Provide the PIC with all document, information and data necessary for the safe conduct of the flight including adverse meteorological condition, and irregularities of facilities and services that may affect the safety and operation of the flight. 8.2.1.3
After Dispatch
1. Collect copies of flight document such as, Dispatch Release, Operational Flight Plan, Load Sheet. 2. Give final fuel information to appropriate ground handling unit. 3. Send flight departure message and coordinate with the unit concerned (OCC, destination airport, ground handling, engineering etc.). 4. Inform Flight Following / Watch for any new information related to the safety and operation of the flight so they can relay it to the PIC. 8.2.1.4 Re-Dispatch Re-dispatch will be applied in the condition below: 1. Aircraft has been on the ground more than 6 hours at departure station 2. Aircraft has been on the ground at an intermediate airport more than 1 hour for domestic flight or more than 6 hours for international flight. 3. Change of destination or alternate airport 4. Change of route / airways selection 5. Change aircraft 6. Change crew 7. Technical defect with performance penalty. Re-dispatch procedures: 1. The decision to re-dispatch is the responsibility of the Flight Operation Officer who specifically authorizes that flight. 2. The Operational Flight Plan of the re-dispatch flight must be recomputed. 3. Provide the PIC with updated weather information, NOTAM and other necessary document. 8.2.1.5
EFB Handover Procedures - If Applicable
First Flight of The Day Change Crew
Flight Crew Finish Duty
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FOO give The EFB to Flight Crew prior to crew briefing After Flight Crew finished their duty at the aircraft, they will handover the EFB to the next active Flight Crew or FOO and each personnel fill The Handover Form. Never leave EFB unattended. 1. When Flight Crew finishes their duty, they will carry EFB to Flight Operation and handover to FOO. 2. FOO shall fill the Handover EFB Form.
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Extended Overwater Operation
The FOO must ensure for routes on which the aircraft may be over water and at more than a distance corresponding to 120 minutes / 2 hours at cruising speed or 740 km (400 NM), whichever is the lesser, the aircraft is equipped with: 1. Life-saving rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency, provided with such life-saving equipment including means of sustaining life as is appropriate to the flight to be undertaken; 2. Equipment for making the pyrotechnical distress For complete detail of emergency equipment onboard the aircraft see Airbus CCOM and Boeing FAM.
8.2.2
Flight Following / Watch
Citilink Flight Following / Watch is located in GMF Management Building and is part of responsibility of Flight Operation Officer. Citilink Indonesia is using Aircraft Communication And Reporting System (ACARS), with VHF/HF radio communication as a backup, for the proper monitoring of each flight and to ensure: 1. The progress of each flight with respect to its departure at the point of origin and arrival at its destination, including intermediate stops and diversions there form, and maintenance or mechanical delays encountered at those points or stops are monitored. 2. The PIC is immediately provided with all information regarding adverse weather phenomena (such as clear air turbulence, thunderstorms, tropical cyclone, volcanic ash, and low altitude wind shear), and irregularities of facilities and services that may affect the safety and operation of the flight. 3. Effective communication with the PIC. 8.2.2.1
ACARS Message Types
ACARS messages can be categorized into: 1. OOOI (Out-Off-On-In) Messages These are automatic movement reports used to track aircraft movements, flight progress and delays, sent automatically, triggered by sensors on the aircraft (such as doors, brakes, gears, etc). a) An “Out report” is sent when the aircraft leaves its parking position (at the gate or remote). At this time, the system logs the OUT time and automatically downlinks an Out Report message. Parking brake released and/or all doors closed can be triggering conditions. b) An “Off report” is sent when the takeoff is detected, for instance, thanks to air/ground sensors on landing gears. Initial ETA parameter can be part of the message content. c) An “On report” is sent at aircraft touch down (the air / ground sensor shows “ground”). d) An “In report” is sent when the aircraft arrives at its parking position (at the gate or remote). Parking brake set and/or an open door can be a trigger. Other messages (such as “Return to Gate” or “Touch and Go”) can be sent automatically. For instance, if an “In event” is detected after an “Out event”, a ”Return To Gate” message will be sent automatically. 2. FMS Interface ACARS interfaces with FMS, acting as the communication system for flight plans and weather information to be sent from the ground to the FMS. This enables Flight Following / Watch unit to update the FMS while in flight, and allows the flight crew to evaluate new weather conditions or alternative flight plans.
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3. Ping Messages Automated ping messages are used to test an aircraft’s connection with the communication station. In the event that the aircraft ACARS unit has been silent for longer than a preset time interval, Flight Following / Watch unit can ping the aircraft (directly or via satellite). A ping response indicates a healthy ACARS communication. 4. Manually Sent Messages / Uplink ACARS interfaces with interactive display units in the cockpit, which flight crews can use to send and receive technical messages and reports to or from Flight Following / Watch unit, such as a request for weather information or clearances or the status of connecting flights. The response from Flight Following / Watch unit is received on the aircraft via ACARS as well. 8.2.2.2
Requirement
As a backup if the ACARS in the aircraft unserviceable or in the area not covered by SITA, Citilink Indonesia is using Ground Handling Agent (Gapura) VHF radio at all station and HF radio (12.545 MHz) located in GMF Management Building (callsign FLIFO). 8.2.2.3
Flight Following / Watch Process
The Flight Following / Watch process are divided into 3 phase:
1. Preflight Phase
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2. Inflight Phase
In normal condition if the PIC not reporting his/her position for an hour the Flight Following / Watch unit must take action: 1. Ping message by ACARS 2. If after 10 minutes no respone from ping message, try radio contact by VHF/HF 3. If after 10 minutes no respone by radio contact, inform OCC of the situation In case of emergency / mayday report, hijack / 7500 report, lost contact, or any accident or incident, the Flight Following / Watch unit must immediately inform OCC of the current situation.
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3. Post Flight Phase
The Flight Operation Officer on duty as Flight Following / Watch is responsible to following and monitoring all flight. For each flight he/she must record: a) Aircraft registration b) Flight number c) Route d) PIC e) Block off time f) Airborne time g) Touchdown time h) Block on time i) Delay time j) Passenger on board k) Operational report such as: -
Significant deviation from the Operational Flight Plan
-
Inadequacy of any facilities observed during the course of flight operation. This must be reported immediately to the responsible Authority and to further ensure that information relevant to any such inadequacy is immediately disseminated to applicable operating areas.
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Crew Monitoring Process
The Crew Tracking in OCC is responsible to monitoring all active crew movement and if there any irregularity affecting flight schedule, forward the information to FMC.
8.2.2.5 8.2.2.5.1
Communications System Air – Ground Communication
To ensure reliable and rapid communications, under any conditions over the entire route between the aircraft and ground station, Citilink Indonesia have a two-way air / ground radio communication system: 1. HF Company Channel (12.545 MHz) Used as a long-range communication system when the aircraft is outside VHF Company Channel coverage. The HF radio is located at the Flight Following / Watch unit, Flops CGK, and Flops SUB. 2. VHF Company Channel Used as a short-range communication system. a) 131.10 MHz for CGK, HLP and SUB b) 131.95 MHz for other domestic stations. c) Other VHF Company Channel Frequencies (frequency of Ground Handling Agent company channel under agreement to handle Citilink Indonesia charter and international flight).
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Aircraft radio equipment shall comprise of not less than: 1. Two independent radio communication systems necessary under normal operating conditions to communicate with an appropriate ground station from any point on the route including diversions and at least one of the communication systems must have two-way voice communication capability. 2. SSR transponder equipment as required for the route being flown. 3. Shall provide for communications on the aeronautical emergency frequency 121.5 MHz. 4. Each radio system must have an independent antenna installation except that, where rigidly supported nonwire antennas or other antenna installations of equivalent reliability are used, only one antenna is required. 5. ATC transponder equipment installed within the time periods indicated below must meet the performance and environmental requirements (Mode S or equivalent). 8.2.2.5.2
Use of Company Channel
The main purpose of the company channel is to provide operational communication between aircraft and ground station. Non-operational communication shall be avoided when using this channel. Normally the aircraft initiate all communication on this channel. But if the ground station has an important message that must be delivered immediately, the ground station may try to contact the aircraft in these channels. In this case, it is advisable for the aircraft to monitor the company channel as far as practicable where the safety of the flight is not interfered. However a company ground station shall not try to contact an aircraft known in the takeoff or approach phase of the flight. The communication between air to ground must be recorded in a logbook, and include date, time, and flight number if it’s containing: 1. Aircraft position (pushback, enroute and landing) 2. Aircraft diverting 3. Aircraft reporting technical trouble 4. Aircraft reporting or requesting weather condition 5. Aircraft reporting emergency situation. 8.2.2.5.3
Ground – Communication
To ensure the Flight Operation Officer will be able to receive current accident and incident notification procedures in case of an emergency situation, each dispatch office must have: 1. Official email 2. Telephone, facsimile, chatting, and/or BlackBerry Messenger 3. Geneva system
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Flight Following Action Chart
NO CONTACT WITH AIRCRAFT > 20 MINUTES
FLIGHT FOLLOWING CONTINUE CONTACTING
YES
IN CONTACT
NO
NO CONTACT WITH AIRCRAFT > 30 MINUTES
OCC DECLARE “UNCERTAIN PHASE”
FLIGHT FOLLOWING CONTINUE CONTACTING
OCC STAND DOWN FROM “UNCERTAIN PHASE”
NORMAL OPERATION
YES IN CONTACT
NO
NO CONTACT WITH AIRCRAFT > 45 MINUTES
” COMMENCE ERP PROCEDURES
OCC DECLARE “ALERT PHASE”
FLIGHT FOLLOWING CONTINUE CONTACTING
OCC STAND DOWN FROM “ALERT PHASE”
YES IN CONTACT
NO
NO CONTACT WITH AIRCRAFT > 60 MINUTES OR THE FLIGHT HAVE REACHED ITS ENDURANCE TIME
” “PAN-PAN-PAN” CALL RECEIVED FLIGHT FOLLOWING REQUEST AIRCRAFT POSITION
OCC DECLARE “DISTRESS PHASE”
” “MAYDAY” CALL RECEIVED
Uncertain Phase
Alert Phase
Distress Phase
Origin and destination FLOPS
Established communication with Indonesia and local SAR
Initiate full SAR
Origin and destination Tower
Established communication with Citilink Indonesia Head Office
Initiate Go team
Continue contacting aircraft
Inform to relevant authority
Medical team to Standby Obtain any assistance required
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8.3.1
Fueling Procedure
8.3.1.1
Fueling - Safety Precautions
The fuel used in Citilink Indonesia is normally JET A1. All safety precautions must be taken to eliminate the possibility of fire during refueling and defueling procedures. The main cause of fire during refuelling or defueling are due to sparks from the static electricity and the hot points (engines, APU, ground installations, smoking). Although the fuel generally does not catch fire easily, but the risk of fire is increased when the fuel is sprayed (link, disconnecting pipe, overflow, and leak). Persons not concerned with the handling of the aircraft are not permitted in the fuelling zone, which normally extends at least three meters from the perimeter, as defined by the aircraft’s wing, engines and the fuel truck. Under certain conditions, an exception can be made for escorted passengers. The following precautions apply during any fuelling operations: 1. Refueling / defueling during lightning risk are not permitted. 2. No fueling operation (either re-fueling or de-fueling) may be commenced, until qualified person in charge gives clearance. 3. Fuel truck shall be parked that drive away in forward direction is possible all the time and no other equipment shall block the driveway. 4. Engine ignition system must be “OFF”. 5. The weather radar must be switched OFF. 6. Radio is not transmitting on HF. 7. Electrical circuits in the tanks area must not connected or disconnected 8. Ground Power Unit and APU may be functioning and fueling operations are normally not affected by the APU operation. However, the following two cases apply: a) If the APU is running and there is a fuel spill, then the APU must be shut down immediately. b) In case the APU has a history of technical trouble, or has failed, a starting attempt must not take place with refuelling operations. 9. No open flame, or smoking is permitted around the aircraft 10. For all known existing and projected jet engines, the minimum safety distances to be enforced, measured from behind the jet outlet, are as follows: a) To avoid discomfort to personnel: 37 m. b) To avoid risk to fuelling operations: 43 m. 11. If during the course of fuelling operations, a turbojet aircraft manoeuvres into a position in which the jet blast is liable to come within 61 M from the operating fueling equipment, fueling should be stopped at once, the caps of the aircraft fuel tanks closed down, and if necessary the fueling outfit removed to a safe distance. These precautions do not apply to turboprop or piston-engine aircraft. 12. Refueling with one engine running and overwing refueling shall be done under the direct supervision, and the responsibility of maintenance personnel.
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PIC Duties Concerning Refueling
The PIC must ensure that 1. The ordered fuel quantity is sufficient to meet: a) The calculated fuel requirements for the flight b) Expected additional flight time due to specific weather conditions or high traffic or any other reasons that are not considered in the standard contingency fuel. 2. Particular care is taken in advising the refueling agency of the type, grade and fuel quantity required, with special reference to the units of measurement quoted (litres, US. gallons, pounds etc.) 3. The details of the fuel uplift have been correctly entered in the Aircraft Flight Log (refuel sheet) and a gross error check is carried out. 8.3.1.3
Refueling When Passenger Are Embarking, Onboard or Disembarking
General Refuelling should be normally completed before the boarding process, but it is realized that in case of delays, or a large uplift or other case, the passengers could be disembarking or boarding during refuelling. These procedures are put in place to allow the safe movement of passengers and their safety on board, when the airplane is being refuelled. With passengers boarding, on board or disembarking, refuelling is not permitted with wide cut gasoline type fuel (JET B, JP4 or equivalent) or when a mixture with these types of fuel might occur. However, refuelling with Kerosene (JET A, JET A1 JP8, TS1, RT, TH or equivalent as stated in AFM), when passengers are embarking, on board, or disembarking. As the refuelling shall take place frequently on the Citilink Indonesia sectors, it must be presumed by the cabin crew that the refuelling shall take place during all transit halts, and take the suitable precautions thereof. The basic rule when passengers are involved is that precautions must be taken to ensure that they can be evacuated in the unlikely event that fire does occur. These precautions involve ramp agent, engineer (qualified ground crew member), cabin crew and pilot(s). An airplane shall not be refueled when passengers are embarking, on board or disembarking unless it is properly attended by qualified personnel ready to initiate and direct an evacuation of the airplane by the most practical and expeditious means available. If presence of fuel vapour is detected inside the aircraft or any other hazard arises, refuelling must be stopped immediately. Precautions The ramp agent must ensure that: 1. The fire service is informed. 2. Passenger boarding / disembarkation is carried out in a controlled manner. 3. When aircraft refueling operations take place while passengers are embarking, on board or disembarking, ground equipment shall be positioned so as to allow: a) The use of a sufficient number of exits for expeditious evacuation; and b) A ready escape route from each of the exits to be used in an emergency.
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The Pilot(s) must: 1. Two-way communication shall be maintained by the airplane’s inter-communication system or other suitable means between the ground crew supervising the refueling and the flight crew. 2. Be aware of fire warning from the ground crew. 3. Be prepared to initiate passenger evacuation if necessary. 4. During refuelling process, switch the Fasten Seat Belts signs – OFF and inform via PA that refuelling is in progress (“CABIN CREW, REFUELLING IN PROGRESS”). 5. Select the No Smoking signs – ON. 6. Indicate that refueling has been completed by switch the Fasten Seat Belt signs to ON and inform via PA that refuelling has been completed (“CABIN CREW, REFUELING COMPLETED”). The Ground Crew must: 1. Two-way communication shall be maintained by the airplane’s inter-communication system or other suitable means between the ground crew supervising the refueling and the flight crew. 2. Inform the pilot(s) of the beginning and ending of refueling. 3. Alert pilot(s) if fire or fuel spill occurs. 4. Stop refueling upon pilot request or whenever needed. Cabin Crew shall: 1. Establish two-way communication with the pilots. 2. Select the cabin lighting to maximum brightness. 3. Make a passenger announcement that refueling is taking / will take place. 4. Warn passengers not to smoke (no smoking sign must be ON). 5. Instruct passengers to unfasten their seat belts (Fasten Seat Belt sign must be OFF). 6. Instruct passengers not to use electronic equipment, especially mobile phones during fueling operation. 7. Warn passengers not to use lavatory. 8. Ensure that EXIT sign is ON. 9. Ensure that ground servicing such as catering or cleaning don’t risk creating hazard or hindering an emergency evacuation. 10. The minimum required number of cabin crew should be onboard and be prepared for an immediate emergency evacuation. 11. Any cabin crew assigned to any exit during fueling shall remain sufficiently close to that exit to enable passenger evacuation without delay. 12. Assigned cabin crew(s) should be stationed at each pair of aircraft doors. 13. Inform the flight crew in the event of fuel vapour being present in the cabin, so that termination of refueling can be initiated. 14. Inform the flight crew if any non-compliance situation with safety regulations or procedures is noticed. 15. Provision for the safe evacuation of passengers in the event of an emergency shall be made via at least two of the main passenger doors, (or the main passenger door plus one emergency exit), and preferably at opposing ends of the aircraft. These doors shall be constantly manned by a cabin crew throughout the refueling operation.
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Precautions With Mixed Fuels
Fuels shall normally, not be mixed. This is to eliminate the possible errors in computing its specific gravity, combustibility, ignition point, freezing point, etc. The mixing of fuels may be permitted in exceptional operational circumstances, with the authority of the VP Maintenance and Engineering, who shall take all precautions while sanctioning the mixing. Since the precautions to be taken when mixing fuels are numerous, the mixing of fuels shall not be done under the sole supervision of the pilot(s), and shall be solely an Engineering function. A major consideration when mixing fuels at normal temperatures is the fuel air mixture that develops in the space above the fuel inside the tank. JP4 and JET B develop an ignitable fuel air mixture at frequently encountered ambient temperatures. When JP4 or JET B and JET A1 are being mixed, the fuel vapor mixture with air is in the explosive or ignitable envelope throughout the range of ground temperatures common at the majority of airports during all or part of the year. When wide-cut fuel (designated JET B, JP-4 or AVTAG) has been used, this should be recorded in the technical log book. The next two uplifts of fuel should be treated as though they both involved the use of wide-cut fuel. Over-wing refueling is not permitted when wide-cut fuels are involved. 8.3.1.4.1
Fuel Freezing Point of Fuel Mixture
The freezing point of a fuel mixture varies in function of non-straight laws. Therefore, the only reliable way to obtain an accurate freeze point of a mixture of fuels is to make an actual freeze point measurement. When this is not possible, consider the freezing point of the mixture to be the same as the highest freezing point when the fuel type in lowest quantity reaches 10% of the mixture. Determination of the fuel freezing point of fuel mixtures may be particularly a concern when operating transatlantic or transpacific routes and when very low OAT are expected as the aircraft will have to continuously cope with the mixture of JET A generally delivered in USA and JET A1 elsewhere. On a practical point of view, in order to determine the fuel freezing point, apply the following: 1. When the mixture contains less than 10% JET A, the fuel is considered as JET A1 2. When the mixture contains more than 10% JET A, the fuel is considered as JET A Mixing all the residual JET A with all the refuel JET A1 to achieve maximum dilution is not considered practical. To practically achieve the best dilution, all the JET A should be placed in the inner wing tanks as these have the largest volume (by transfer of outer tanks JET A fuel into the inner tanks either during the previous flight or on ground before refueling). Depending on the aircraft model, inner tanks will receive fuel from the center tank early in the flight, further diluting the JET A. Placing all the JET A into the inner wing tanks potentially enables a maximum dilution but does not guarantee that the mixture will be homogenous. In reality, due to the compartmental structure of the inner wing tank and the fact that the residual JET A fuel will start at the inboard end of the tank, the concentration of JET A will be greater near the tank’s inboard end. The poor dilution of the JET A in the inner wing tank and its concentration near the inboard end of the tank has a potentially positive consequence. This is because the fuel near the inboard end of the inner wing tank tends to be consumed first by the engines.
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Thus, the concentration of the remaining JET A fuel on board, later in flight, when low fuel temperatures might be encountered in the case of low OATs, will be less than at takeoff. This gives a higher confidence margin that low concentrations of JET A in JET A1 will have a freeze point similar to JET A1 and can thus be treated as JET A1 with respect to the cold fuel alert. 8.3.1.5
Fueling With One Engine Running (only applicable as pre-planned procedures)
This is abnormal procedure which can be used when APU and/or GPU has failed during the en-route of the flight. General Safety Precautions: No staff which is not directly involved with fuelling & handling is allowed to be within 3 m of the fueling zone. The station manager shall deploy staff to safeguards this area, and ensure that: 1. Station is informed in advance. 2. Approval is obtained from airport authorities. 3. The airport’s Fire Department shall standby at the aircraft during the entire refuelling procedure. 4. Approval is obtained from VP Flight Operations, VP Maintenance and Engineering and Chief Pilot. 5. All ground staff has been briefed before the aircraft arrives on the parking position. 6. Two-way communication has to establish between ground staff and cockpit at all times. Detail procedures are: 1. Refuel with one engine running only at airports where no external ground pneumatic power is available and only when APU is unserviceable. 2. Only the RH fuel couplings can be used. 3. Overwing gravity filling is not permitted. 4. Disembark all passengers. 5. Obtain airport authorization. The Airport Fire Department should standby at the aircraft during the entire refueling procedure. 6. Point the aircraft into the wind at a location where the slope is negligible. Set the parking brake, check its pressure and chocks are in placed. Run engine No. 1 at ground idle with its generator connected. 7. Do not start engine No. 2, do not shut down engine No. 1 or do not attempt to start the APU before all fueling operations have been completed. 8. Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI. 9. Follow manual refueling procedure. Operation monitoring during the entire refueling procedure : 1. Monitor the fuel truck shut off valve. 2. Be sure that the fueling company is keeping permanent control of the emergency fuel shut off device. 3. Have a flight crew member in the cockpit monitoring all systems and the running engine. 4 Have a qualified ground crew member at the fueling station to operate the refuel valve switches. Refer to Airbus FCOM PER-LOD-FUL.
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Ground Staff: 1. Establish communication between qualified ground staff and PIC. 2. Secure the area of the running engine and give clear signal to the PIC to start procedure. 3. Assure no more staff is used than absolutely necessary. 4. Make sure disembarking passenger are guide from and to the aircraft by qualified staff. 5. No Cleaning or catering allowed during this procedure. 6. No waste and water service allowed. 7. Assure clear area behind the aircraft for cross-bleed start. 8. Start second engine only after push-back completed. Aircraft: In general some procedure as refueling with passenger on board 1. Embarking and disembarking process are not allowed in refuelling process with one engine running. 2. Establish two-way communication between staff and PIC. 3. All slides should be disarmed at the beginning of the procedure (disembarking and embarking passengers). 4. When procedure completed, revert to normal before pushback procedures. 5. During the complete procedure the cockpit crew will observe visually the ground operations as much as the SOP’s allow and will switch of any running engine. Whenever danger to human being exists or anticipated. Cabin Crew responsibilities: 1. Make sure no cleaning or catering allowed during this procedure. 2. Make sure no waste and water service allowed. 3. Brief all passengers before they disembark following the instruction of ground-staff strictly, due to 1 eng running. 4. All slides should be disarmed at the beginning of the procedure (disembarking and embarking passengers). OM A 8.3.1.5 refer to Airbus FCOM PRO-NOR-SUP-FUEL 8.3.1.6
Fueling Inside Hangar
When fueling operations inside a hangar are unavoidable, the following is applicable: 1. Local regulations must permit such operations. 2. Only fueling with kerosene is allowed. 3. Radar installations of aircraft in and around the hangar must be OFF.
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Aircraft, Passenger and Cargo Handling Procedure Related To Safety
Safety shall govern the servicing of the aircraft on the ramp, the embarkation and disembarkation of the passengers and the loading and unloading of baggage, cargo and mail. 8.3.2.1
Minimum Number of Cabin Crew Onboard (On Ground)
Whenever any passengers are on board an aircraft, the minimum number of cabin crew required shall be present in the passenger compartment. 8.3.2.2
Embarkation and Disembarkation of Passengers
Before Embarking / Disembarking passengers, ground staff / cabin crew must brief the passengers on all relevant safety aspects (e.g. “No Smoking”) to be observed whilst boarding / leaving the aircraft. When aerobridge are in use, ground staff must be positioned at appropriate locations to provide supervision and assistance. When passengers are required to walk on the ramp they shall be escorted by ground staff to/from the aircraft or their approved transport. Passenger routes shall be clear of oil, ice, snow and other hazards and shall be selected in such a way as to prevent damage and accidents (e.g. no passing below wings or engines). Boarding shall not commence until clearance has been given by the PIC or his/her representative. Disembarkation shall not commence until the crew has received confirmation from the ground staff that passengers steps / aerobridge are safely in position and that ground equipment will not be a hazard. For embarkation / disembarkation when refueling / defueling is in progress, refer to the relevant section. Only in exceptional cases, and with the consent of the PIC, is embarkation / disembarkation permissible with any engine running. In this case, passengers shall be directed to leave / enter the aircraft on the side opposite to the running engine. 8.3.2.2.1 Boarding 8.3.2.2.1.1
Operational Punctuality
On Time Performance of every Citilink Indonesia flights is one of major factor in providing customer satisfaction. Citilink Indonesia policy is that all flights, subject to safety/operational requirements, will be ready to accept pushback and start clearance or to start engines, whichever occurs first, at the scheduled time of departure. The PIC or others delegated crew on behalf of Citilink Indonesia should make the first welcoming PA to the passengers by this time at the latest, regardless of the reason for the delay. Efficient preflight planning and proper time management of the crew and other parties such as FOO, ground handing staff, maintenance personnel and anyone who get involve to the operation of the flight will assist in a timely and relaxed achievement of this goal. 8.3.2.2.1.2
Ground Turnaround Times
1. T he planned ground turnaround time for the same set of crew operating the same aircraft is normally 30 minutes. 2. T he planned ground turnaround time when a crew or aircraft is changed is also 30 minutes, once the crew arrives at the aircraft. The crew shall arrived at the aircraft 5 minutes after ATA and shall be onboard as soon as all passengers finish disembarks.
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Automatic Boarding
8.3.2.2.1.3.1 Preflight Crew Procedures 1. The crew must be at the aircraft at least 30 minutes prior to ETD at all stations. 2. All preparations such as the cabin preflight check, documents preparation and others things required should be done in 10 minutes. Any abnormality or irregularity that will impact the readiness of the boarding process must be informed to the ground personnel as soon as possible. 3. Crew should be ready for passenger boarding process 20 minutes prior to ETD. 4. If the Cabin Crew In Charge (CIC) or PIC requests that the passenger boarding process to start later than 20 minutes prior to ETD, the door barrier strap(s) will be attached across the forward entry door and or aft entry door by cabin crew/ground staff. All involved parties must be informed that the passenger boarding process needs to be delayed. 5. Cabin crew must establish a good coordination with ground personnel to keep the process running effective and efficient and respect to standard and safety applicable procedure. 6. In late aircraft arrival case or if the aircraft is not ready for boarding due to any reason, the revised departure time will be calculated from block on plus original ground time. The passenger boarding process will be commenced 20 minutes prior to the revised departure time. The ground personnel will organize the ground handling and the slot time (in ATFM). 7. Flight crew shall make a report in the AFL and make a delay code entry when the automatic boarding policy cannot be implemented. Cabin crew also has responsible to make a report as required. 8.3.2.2.1.3.2 Inflight Crew Procedures 1. When the flight was expected to be delayed due to any abnormality, irregularity, maintenance requires or traffic congestion, flight crew shall inform ground staff via company channel and/or ATSU/ACARS to organized ground/technical handling and slot time (in ATFM). 2. The cabin crew should play an active role by providing information to the flight crew regarding any irregularity and abnormality found in the cabin as soon as possible. 3. If it is not possible to inform the ground staff during flight or if the situations mentioned above occur after landing, the cabin crew shall inform the flight crew and the ground staff shortly after opening the cabin door. 8.3.2.2.1.3.3 Crew Procedures During Transit 1. After block on, flight crew shall inform the engineer and maintenance personnel about aircraft status (good/normal condition, need evaluation, etc.). 2. Flight crew and cabin crew must establish a good coordination with ground personnel to keep the process running effectively and efficiently and respect to applicable procedures. 3. C rew substitution must be carried out effectively and efficiently without breaking applicable procedures. 8.3.2.2.1.4
Alternate Boarding Procedures (Remote Bay Restrictions, Windy and Heavy Rain, etc.)
There will be occasions where the normal boarding of passengers from Door 1L may not be possible due to the lack of maneuvering space at the apron or other unfavorable conditions. Therefore, the passengers boarding process will have to take place from the rear door.
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To facilitate the passenger boarding process: 1. Two passenger steps or stairs should be connected; 1 (one) at Door 1L and 1 (one) at Door 2L. The stair at Door 1L is reserved for pilots to perform exterior inspection/walk around beside – if condition permits - for passenger boarding process. 2. Buses and/or umbrellas must be available in proper amount to be used by the passenger so that the passenger boarding process can run in timely manner. 3. If door 1L has to be closed due to heavy rain (to prevent the water from entering the forward cabin), passengers should embark and disembark only via Door 2L, unless otherwise specified by the PIC. 4. Cabin Crew In Charge (CIC) should remain at the forward cabin. The boarding pass check should be conducted by Cabin Crew 2 in Door 2L. 5. Catering should also be loaded from Door 2L. If required, boarding will be delayed until the catering loading process is completed. 8.3.2.2.1.5 Summary 8.3.2.2.1.5.1 Domestic flight 60 minutes reporting time: 1. 15 minutes for a) Flight crew and FOO briefing (Aircraft status, flightplan, NOTAM, weathers and final fuel calculation, etc). b) Cabin crew briefing (Personal document check, etc.) c) Crew briefing d) Others (Blood pressure test, alcohol test, etc.) 2. 10 minutes transit to the aircraft with 5 minutes buffer time. This buffer time is also calculated within the entire 1 hour of the total preparation time. Consider proceed to the aircraft earlier when the aircraft is parked in a parking stand that can only be reached by bus or a long walk. 3. All crews shall be arrived at the aircraft 30 minutes before ETD. 4. All preparations such as the cabin preflight check, documents preparation and others things required should be done in 10 minutes. 5. Crew should be ready for passenger boarding process 20 minutes prior to ETD. 7. Aim to complete a whole passenger boarding process 5 minutes before ETD. 8. In missing passenger case, the ground personnel must coordinate with the PIC to make a decision not later than 10 minutes before ETD. Necessary documents should be done as soon as possible.
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8.3.2.2.1.5.2 International Flight 90 minutes reporting time: 1. 15 minutes for a) Flight crew and FOO briefing (Aircraft status, flight plan, NOTAM, weathers and final fuel calculation, etc). b) Cabin crew briefing (Personal document check, etc.) c) Crew briefing d) Others (Blood pressure test, alcohol test, etc.) 2. Immigration process, documents check and other necessary procedures that should be done before flight (15 minutes). 3. 10 minutes transit to the aircraft with 5 minutes buffer time. This buffer time is also calculated within the entire 60 minutes of the total preparation time. Consider proceed to the aircraft earlier when the aircraft is parked in a parking stand that can only be reached by bus or a long walk. 4. Recommended time to be at the aircraft at 45 minutes prior to ETD (includes 15 minutes buffer time). 5. Flight preparation. (10 minutes) 6. Boarding process. (20 minutes) This process includes: a) Flight crew departure briefing, b) Checklists reading, c) Load sheet preparation, d) Other papers works. 7. Aim to complete a whole passenger boarding process 5 minutes before ETD. 8. In missing passenger case, the ground personnel must coordinate with the PIC to make a decision not later than 10 minutes before ETD. Necessary documents should be done as soon as possible.
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The pie chart below gives guidance to the active crew on how to make best use of the time available prior to departure.
8.3.2.2.2
Transit Passengers
During an enroute stop where transit passengers are carried, onward passengers may remain on board the aircraft. The PIC is responsible for those remaining on board, and he/she shall, through the Cabin Crew, take all necessary steps to ensure their safety and comfort. Wherever the passengers remain on board, it is necessary for the Cabin Crew to remain on the aircraft for the duration of the stopover, or until they are handed over to the next crew. Transit Passengers shall be physically counted and the number checked with the load message. In the event that transit passengers are required to disembark, the PIC shall liaise with the ground staff through the CIC and that those passengers are issued with transit boarding passes. They should also be made aware of the boarding time. The PIC shall also take measures to ensure the safety of any personal belongings left on board by the passengers. For detail refer to OM Part A Appendix B.1.1.37 Cabin Crew Duties During Transit. 8.3.2.3
Seats Allocation
The seat layout must permit access to the emergency evacuation doors, and assistance from the cabin crew. It is not permitted for more than one passenger aged two years or more to occupy the same seat. Any infant (less than two years old) must be with an adult (more than 18 years old). This adult may hold the infant in his arms, and the safety belt of the adult seat must attach only the adult and not the infant.
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The number of passengers on each seat row must not be larger than the number of life vests and oxygen masks available on this row. During the embarkation of the passengers, the minimum required cabin crew must be on board to provide instructions on seat availability and allocation, and on the stowage of carry-on baggage. The flight crew must inform the Cabin Crew In Charge (CIC) of any hazardous situation, so that the cabin crew can prepare to evacuate the passengers. For security reasons, the cabin crew must check the number of passengers against the passengers manifest. Citilink Indonesia must keep a copy of the passenger manifest on ground. For security reasons, the PIC must order the unloading of the checked baggage of any missing passenger. At arrival, a copy of the passenger manifest must be available on board the aircraft for the authorities (police, customs) if requested. 8.3.2.3.1
Exit Row Seating Assignment
Citilink Indonesia shall establish procedures to ensure that passengers are seated where, in the event that an emergency evacuation is required, they are able to assist and not hinder evacuation of the aircraft. Definition of an Exit Seating: 1. Each seat having direct access to an exit; and, 2. Each seat in a row of seats through which passengers would have to pass to gain access to an exit, from the first seat inboard of the exit to the first aisle inboard of the exit. Note: − A passenger seat having “direct access” means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction. − At least 1 (one) seat on each side of an exit seat must be occupied by passenger.
Cabin Crew shall ensure that there is one Exit Row Seat Safety Card available at each exit seat to inform the passenger that in the event of an emergency in which a crewmember is not available to assist, a passenger occupying an exit seat may use if called upon to perform the following functions: 1. Locate the emergency exit; 2. Recognize the emergency exit opening mechanism; 3. Comprehend the instructions for operating the emergency exit; 4. Operate the emergency exit; 5. Assess whether opening the emergency exit will increase the hazards to which passengers may be exposed; 6. Follow oral directions and hand signals given by a crewmember; 7. Stow or secure the emergency exit door so that it will not impede use of the exit; 8. Assess the condition of an escape slide, activate the slide, and stabilize the slide after deployment to assist others in getting off the slide; 9. Pass expeditiously through the emergency exit; and 10. Assess, select, and follow a safe path away from the emergency exit.
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Citilink Indonesia may not seat a person in an emergency exit seat if it is likely that the person would be unable to perform one or more of the applicable functions listed above because: 1. The person lacks sufficient mobility, strength, or dexterity in both arms and hands, and both legs; a) To reach upward, sideways, and downward to the location of emergency exit and exit-slide operating mechanism; b) To grasp and push, pull, turn, or otherwise manipulate those mechanisms; c) To push, shove, pull, or otherwise open emergency exits; d) To lift out, hold, deposit on nearby seats, or maneuver over the seatbacks to the next row objects the size and weight of overwing window exit doors; e) To remove obstructions similar in size and weight to overwing exit doors; f) To reach the emergency exit expeditiously; g) To maintain balance while removing obstructions; h) To exit expeditiously; i) To stabilize an escape slide after deployment; or j) To assist others in getting off an escape slide; 2. The person is less than 15 years of age or lacks the capacity to perform one or more of the applicable functions without the assistance of an adult companion, parent, or other relative; 3. The person lacks the ability to read and understand instructions required by this section and related to emergency evacuation provided by Citilink Indonesia in printed or graphic form or the ability to understand oral crew commands. 4. The person lacks sufficient visual capacity to perform one or more of the applicable functions without the assistance of visual aids beyond contact lenses or eyeglasses; 5. The person lacks sufficient aural capacity to hear and understand instructions shouted by cabin crews, without assistance beyond a hearing aid; 6. The person lacks the ability adequately to impart information orally to other passengers; or, 7. The person has: a) A condition or responsibilities, such as caring for small children that might prevent the person from performing one or more of the applicable functions; or b) A condition that might cause the person harm if he or she performs one or more of the applicable functions. Cabin Crew shall complete visual and verbal assessment prior to the boarding door closing. Verbal assessment should include the passenger’s response in English indicating the responsibilities in the Exit Row Seat Safety Card are understood. If it is likely that a passenger assigned to an exit seat would be unable to perform the functions listed above or a passenger requests a non-exit seat, the cabin crew shall expeditiously relocate the passenger to a non-exit seat. Each passenger shall comply with instructions given by a crewmember or other authorized employee of Citilink Indonesia in implementing exit seating restrictions. Citilink Indonesia may deny transportation to any passenger if the passenger refuses to comply with instructions given or if the only seat that will physically accommodate the person’s handicap is an exit seat. If a passenger is relocated to an empty exit seat during flight and remains there for landing, ensure that the passenger is assessed and briefed.
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8.3.2.3.1.1
Operating Procedure
Cabin Crew Duties Regarding Exit Seating
1. Ensuring that there is one Exit Seat Safety Card Supplement and Passenger Safety Information Card for each exit seat. 2. The Cabin Crew In Charge (CIC) must ensure appropriate announcement are made. 3. Completing visual and visual verbal assessment prior to the boarding door closing. Verbal assessment should include the passenger’s response in English indicating the responsibilities in the Exit Seat Safety Card Supplement and Passenger Safety Information Card are understood. 4. If a passenger relocates to an empty exit seat during flight and remains there for landing, ensure the passenger is assessed and briefed. 8.3.2.3.1.2
Exit Seating Briefing Responsibility EXIT
A320
Door 1L and 1R
Cabin Crew 3
Emergency Exit
Cabin Crew 4
737-300 / 500 Cabin Crew 3
Note: delegation of duty is allowed.
8.3.2.4
Carriage of Passenger with Special Needs
Passengers with special needs are passengers due to physical condition and/or passengers requiring special facilities and/or treatment, such as people with disabilities, elderly, Unaccompanied Minor (UM), pregnant women, and sick person. A disabled person or Person with Reduced Mobility (PRM) is any person whose mobility when using transport is reduced due to any physical disability (sensory or locomotor, permanent or temporary), intellectual disability or impairment, or any other cause of disability, or age, and whose situation needs appropriate attention and the adaptation to his or her particular needs of the service made available to all passengers. For the safety, comfort and services optimization, the total number of disabled passenger and Unaccompanied Minor (UM) is 10% of the total seat capacity of the aircraft used. In case of fractions, the number should be rounded down to the next lower number. The maximum number for a disabled passenger in every row is 1 (one). The disabled passenger should be seated in the aisle seat. Requirements to be met by a disabled person for traveling without accompanying person are: 1. He/she is not reliant on supplementary oxygen; 2. He/she is capable of feeding him/herself; 3. He/she is capable of moving from a passenger seat to an on-board wheelchair, if such a wheelchair is available; 4. He/she is able to communicate with cabin crew and understand their advice and instructions; 5. He/she is capable of using the lavatory facilities unaided; 6. He/she is capable of administering his/her medicines and medical procedures. Criteria of an accompanying person are: 1. At least 18 years with full use of their faculties. 2. Able to provide necessary assistance to the passenger during the journey. 3. In accordance with the criteria of an Able Bodied Passenger (ABP)
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Blind or Visually Impaired
Total blindness is the inability to tell light from dark, or the total inability to see. Visual impairment or low vision is a severe reduction in vision that cannot be corrected with standard glasses or contact lenses and reduces a person’s ability to function at certain or all tasks. Cabin crew shall perform individual safety briefing. The briefing contents: 1. Location and distance of the nearest exit 2. Location of the attendant call button 3. Seatbelt operation 4. Location and usage of life vest 5. Location and operation of passenger oxygen mask 6. Brace position 8.3.2.4.2
Hearing Impaired
Hearing impaired is the people who suffer from different degrees of deafness. The partially deaf depends on hearing aids to pick up sounds. Those with complete deafness are usually also speech-impaired as they cannot learn to speak due to their inability to hear. Such passengers communicate through hand gestures. The cabin crew shall provide writing tools and the Safety Instruction Card (SIC) when performing face to face individual safety briefing. 8.3.2.4.3
Speech impaired
A speech impaired is the person who cannot communicate through talking. He/she could have damaged his larynx (vocal cords) or could be born with this defect. A speech impaired individual may not necessarily be hearing-impaired, therefore he can. If he/she is also hearing impaired, hand gestures may be used. The cabin crew shall provide writing tools and the Safety Instruction Card (SIC) when performing face to face individual safety briefing. 8.3.2.4.4
Hearing impaired and Speech Impaired
The cabin crew shall provide writing tools and the Safety Instruction Card (SIC) when performing face to face individual safety briefing. 8.3.2.4.5
Mentally Impaired
Mentally impaired is a state of arrested or incomplete development of mind, which includes significant impairment of intelligence and social functioning and is associated with abnormally aggressive or seriously irresponsible conduct. 8.3.2.4.6
Elderly
Elderly passengers need more attention with regards to mobility. Therefore, when dealing with them, crew need to be more tolerant and patient. Occasionally, a few might require wheelchair assistance during boarding/ disembarkation and these are provided by the airline.
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Operating Procedure
Expectant Mother
For safety reason, the maximum flight hours for passenger with 32 – 35 weeks pregnancy is 3 (three). Refusal of transport may happen when abnormality of pregnancy is found. 8.3.2.4.8
Unaccompanied Minor (UM)
Unaccompanied Minor is 6-12 years old child. Cabin crew preflight procedures: 1. Receive all related documents and information. 2. Cabin crew shall perform individual safety briefing. The briefing contents: a) Location and distance of the nearest exit b) Location of the attendant call button c) Seatbelt operation d) Location and usage of life vest e) Location and operation of passenger oxygen mask f) Brace position Cabin crew inflight procedures: Check for the UM’s condition during routine cabin check. Cabin crew post flight procedures: 1. Disembark before other passenger 2. Handover to Citilink Indonesia representative: a) The UM b) All related documents and information Note: Citilink Indonesia Representative shall match the adult name listed on the UM document with his/her identity card and obtain his/her signature on the UM document before releasing the child.
Cabin crew transit procedures: 1. Accompany or handover the UM to Citilink Indonesia representative 2. At a Cabin Crew change station which is not the child’s destination, deplaning Cabin Crew In Charge (CIC) shall handover the UM to the Citilink Indonesia Representative or on coming Cabin Crew In Charge (CIC). 8.3.2.4.9
Infant
For the purpose of handling, infant is categorized as: 1. Under 21 day old 2. Between 21 days and 2 years old 3. Premature infant
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Premature infant shall be considered as MEDA (Medical Cases) and handled as Incapacitated Passenger. A passenger is considered as an infant up must be accompanied by a passenger who: 1. Paid the adult fare 2. Is willing and capable to take full responsibility over the infant. 3. Is traveling on the same flight, in the same class, and to the same destination as the infant. Maximum allowable amount of infant on each flight is 10% from seat capacity. 8.3.2.4.10 Mobility Impaired Mobility impaired passengers, divided into three categories; WCHR, WCHS and WCHC. 8.3.2.4.10.1
Wheelchair Ramp (WCHR)
WCHR is a passenger with a walking disability. 1. Requires a wheelchair or similar aid before embarkation or after disembarkation; 2. Requires assistance in the airport terminal to/from the gate or exit; 3. Can manage steps and use an apron passenger bus unaided. 4. Does not need assistance in the cab 8.3.2.4.10.2
Wheelchair Step (WCHS)
A passenger with a severe walking disability 1. Has very restricted mobility; 2. Cannot manage steps unaided and is unable to use an apron passenger vehicle; 3. Does not, however, need assistance in the cabin. 8.3.2.4.10.3
Wheelchair Cabin (WCHC)
A passenger who is unable to walk: 1. But can use a passenger seat with the backrest in the upright position 2. Cannot move unaided (e.g. on account of paraplegia or advanced multiple sclerosis) 8.3.2.4.11 Stretcher Citilink Indonesia has no policy for carrying stretcher passenger 8.3.2.4.12 Passenger with Medical Case Citilink Indonesia receives passenger with certain medical cases. 8.3.2.4.13 Severe Illness or Injury Inflight In case of severe illness or injury of any person during the flight, the crew must act to protect the other persons on board and to avoid any contagion. Cabin crew should isolate the ill person for the comfort and the safety of the ill person and of the other passengers. A crew member or a competent passenger(s) must provide first aid. It is the PIC’s responsibility to decide if it is an “emergency” and if an immediate landing should be made.
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8.3.2.4.14 Summary
Escort
Speech impaired
Elderly
Medical Rec. Letter
YES
NO
NO
• Not an exit seat
YES
NO
NO
• Not an exit seat
YES
NO
NO
• Not an exit seat
YES
NO
NO
• Not an exit seat
NO
NO
NO
• Not an exit seat, except met all requirements in OM Part A 8.3.2.3.1
NO
NO
NO
NO
YES
YES
YES
YES
NO
NO
YES
YES
NO
NO
NO
NO
YES
YES
NO
NO
NO
NO
NO
NO
NO
NO
NO
NO
YES
YES
NO
YES
YES
• Near a floor level exit Met the requirements?
Hearing and speech impaired Mentally impaired
Form of Indemnity (FOI)
• Not an exit seat
Blind or visually impaired Hearing impaired
Individual Safety Briefing
Seat Allocation
YES Met the requirements?
Expectant mother
• Not an exit seat • Near a floor level exit • Not an exit seat • In forward cabin
UM Infant under 21 days
• As close as possible to the CAS YES
• Near a floor level exit
Between 21 days and 2 years old
• Depend on passenger oxygen mask availability
Premature infant WCHR WCHS WCHC
• Not an exit seat
• Not an exit seat Met the requirements?
• Near a floor level exit • Not an exit seat • Near a floor level exit
YES
• Not an exit seat • Near a floor level exit
Stretcher
N/A
Passenger with medical cases
Met the requirements?
• Not an exit seat
Severe illness or injury inflight
YES
• Not an exit seat
• Near a floor level exit
Note: - If escort is required, he/she should be briefed on his/her responsibilities regarding the escorted passenger. The briefing items are, but not limited to: a) The condition of the escorted passenger. b) That the escorted passenger might need assistance in certain circumstances.
8.3.2.4.15 Carriage of Paralympic Passengers Citilink Indonesia flight carrying paralympic athletes should be categorized as a special flight. This flight can be done in regular or charter patterns. For safety reason, the transport of such special passengers shall not be combined with regular passenger.
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1. The organizing committee should send an application for transportation of disabled passenger to Citilink Indonesia Management. Information to be submitted are, but not limited to: a) Flight route and flight number b) Date of departure c) Number of disabled passenger with disablement data of each disabled passenger d) Number of official accompanying the disabled passenger 2. Internal coordination between SSQ division, Flight Operation Divisionand and Ground Operation Division regarding the safe conduct of the flight operation shall be done. 3. In coordination with The Directorate of Airworthiness and Aircraft Operations (DAAO), Citilink Indonesia should find the best formula for the safe conduct of the flight operation. 8.3.2.4.15.2
Seat Allocation
a. Normal passenger -
Prefered to be located in the middle seat
b. Passenger with reduced mobility (Penumpang penyandang disabilitas daksa) -
Not an exit seat
-
Seated not far from floor lever exit
c. Passengers with impaired hearing, deaf or deaf-mute (Penyandang disabilitas rungu dan atau penyandang disabilitas wicara) -
Not an exit seat
-
Seated in aisle seat
-
Cabin crew perform personal briefing before departure
d. Blind passenger (Penyandang disabilitas netra) -
Not an exit seat
-
Seated in aisle seat
-
Seated not far from floor lever exit
-
Seated next to the escort
-
Cabin crew perform personal briefing before departure
e. Passengers with some kind of intellectual or development disability (Penyandang disabilitas grahita) -
Not an exit seat
-
Seated next to the escort
8.3.2.4.15.3
Flight Preparation
Both the escort and the passenger should be prepared for this special flight. They should be briefed about certain matter related to safety, security and service aspects. 8.3.2.4.15.4
Escort Preparation
The briefing aspects are, but not limited to: a. Type of aircraft b. Number of passenger
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c. Number of emergency exit available d. Evacuation plan e. Escort responsibilities during preflight briefing f. Escort responsibilities during evacuation g. Escort responsibilities post evacuation h. Other information 8.3.2.4.15.5
Passenger Preparation
Refer to chapter above. 8.3.2.5 8.3.2.5.1
Transport of Special Attention Passengers Inadmissible / Denied Admittance Passenger
Passenger or crew who is not authorized to enter the country of destination (has not pass the immigration desk), and entry is prohibited. The passenger or crew may be returned to its departure origin, usually through the same airline. When returning with the same airline not possible, the passenger or crew can be transferred via other operator. 8.3.2.5.2 Deportees Passenger who is returned to the own his/her original country for immigration, safety, or security reasons. 8.3.2.5.3
Persons In Custody
The passenger, when traveling by air required special treatment for safety or security reasons. All such type of passenger need special procedure in handling while onboard, including coordination between related unit, such as security, ground staff and the crew, for the passenger to be transferred to destination in safe manner. An escorted aliens deported by the local immigration may be accepted as a revenue passenger. Citilink Indonesia is not responsible for custody or supervision. An alien being deported with a law enforcement escort is to be handled in the same manner as a prisoner. Person(s) in custody must be escorted at all times by law enforcement / police officer. The law enforcement / police officer must assure Citilink Indonesia that the escorted prisoner(s) do not posses or have access to deadly or dangerous weapons and the officer has adequate restraining devices if needed. No more than one prisoner consider to be “dangerous” is carried on the aircraft and must be escorted by two or more Law Enforcement / Police Officers. If the prisoner is considered will not arising any danger to the flight, it is allowed to carry max 1 (one) prisoner escorted by a law enforcement / police officer for each prisoner (SOP No AV-WI-0301). Handcuffs and other restraint devices must be kept from passenger view. Make arrangement with officer to ensure that the application and removal of any restraining devices is out of passenger view. May be refused or denied boarding at any time if, in the judgment of Citilink Indonesia Representative the acceptance of the prisoner might jeopardize the safety of other passenger or crewmembers.
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Handling Procedures
1. Cleared by Citilink Indonesia Station Manager. 2. The Citilink Indonesia Representative advises operations, the Captain and Cabin Crew of all pertinent details prior to boarding. 3. Prisoner and officer must be boarded prior to other passengers. 4. The prisoners and officer must be seated in the rearmost available seat not located in an exit seat. 5. The prisoner should be in a window seat and the officer must occupy a seat between the prisoner and the aisle. If the prisoner as accompanied by two officers, he/she may seat in the middle seat of a seat of three seats (See Seating Arrangement). 6. Meals, beverages and/or methyl eating utensils may be served to the prisoner only at the discretion of the officer. 7. Neither prisoner nor officer may be served alcoholic beverages. 8. Prisoner may leave his/her seat only if accompanied by the officer. 9. The prisoner and officer must deplane at last destination. 8.3.2.5.3.2
Seating Arrangement Prisoner With One Escort
P
E
*
AISLE
or P
*
E
AISLE Prisoner With Two Escort
P
E
E
AISLE
or E Note: P E *
P
E
AISLE
: Prisoner : Escort : No other passenger may be seated in this seat.
Cabin Crew Responsibilitiy The cabin crew shall: 1. Gain information about the prisoner and the escort prior to boarding. 2. Match the identification card of the escort with available data. 3. Periodicaly check the condition of the prisoner and the escort.
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Operating Procedure
Very Important Passenger (VIP)
Very important passenger are passengers of distinct value, e.g. Royalty, top-level diplomats, high ranking state functionaries, world famous figures in the field of industry, science, art, etc. The passengers are entitled to: 1. Priority for reservations of Citilink Indonesia Flight; 2. Preferential treatment on board and on the ground; 3. Special attention on the ground. 8.3.2.5.5
Able Bodied Passengers (ABP)
Cabin Crew may require extra assistance during an emergency situation, from passengers who are fully aware of what is required and are willing to undertake this responsibility. Should the Cabin Crew incapacitated, one ABP will open the door / exit and the other ABP will restrain passengers until the door / exit is ready. 8.3.2.5.5.1
Suitable Passenger To Act as ABP
1. Supernumerary / deadheading / extra crew members. 2. Staff traveling as passengers / other airline personnel. 3. Fit looking passengers. 4. Members of the Armed Forces 5. Members of the Police Forces 6. Members of the Fire Service 7. Members of the medical profession 8. Persons with no family attachments 9. Someone capable of taking over should you become incapacitated 8.3.2.6 8.3.2.6.1
Disorderly Passenger Narcotics and Drugs
Citilink Indonesia prohibits the carriage of narcotic, drugs, marijuana, depressant, stimulant drugs or psychoactive substances aboard by any person unless authorized by Law or a National Agency. It is prohibited for aircrew to be under influence the alcohol or consuming drug that may affect performance during duty assignment. Crewmember who is identified as engaging in any kind of problematic use of alcohol of psychoactive substances shall be removed from duty involving safety-critical functions. 8.3.2.6.2
Alcohol
1. Citilink Indonesia is not allow any person to board any of its aircraft if that person appears to be intoxicated. 2. During boarding, if cabin crew suspects a passenger is under influence of drug or alcohol, inform the Citilink Indonesia staff immediately. The final decision whether a passenger may board the aircraft will be made by PIC through coordination with the Station Manager. 3. Alcoholic beverages carried by passengers may not be consumed on board. All bottles must be stowed as carry on baggage.
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4. No person may drink alcoholic beverage aboard an aircraft unless Citilink Indonesia has served that beverage to him/her. 5 Alcohol beverages may not be offered to the following passengers: a) Citilink Indonesia dead heading crewmembers wearing the uniform; b) Person appearing to be intoxicated; c) Prisoner and their escorting officers. d) Person known to have access to a deadly or dangerous weapon while on board the aircraft 6. During flight, cabin crews shall periodically monitor the passenger with regard to the use of alcoholic beverage. 8.3.2.7
Baggage In Cabin
Carry-on baggage may not be brought onboard an aircraft unless it has been scanned to control the size and amount carried onboard. Baggage that exceeds the baggage allowance requirements may not be carried onboard the aircraft (CASR 121.509). All carry-on items must be stowed before cabin doors are closed in preparation for departure. Baggage must be stowed in a suitable closet or a stowage compartment or under a passenger seat in a non emergency exit row area. Floor area of an emergency exit row must be clear from any item. Compartments must be placarded for maximum weight and adequately restrain all baggage contain therein. Cabin Crews should monitor baggage stowage, as passenger’s boards to ensure compartments are not overloaded. Carry-on items stowed in a compartment containing emergency equipment must be stowed in a manner, which does not hinder the use of the emergency equipment (CASR 121.509). Baggage may not protrude into the aisle or interfere with passenger movement or cabin service. Carryon baggage should not be stowed in a location where aircraft maneuvers or turbulence could result in projectile movement. Collapsible luggage wheels must be placed underneath passenger seats, NOT in overhead compartments. Cabin Crews should be alert for oversized carry-on articles to prevent a flight delay should some items need to be placed in the cargo compartment. Any items which cannot be stowed in overhead compartments or under seats must be reported to the ground staff to be tagged and placed in the cargo area (ensure passengers are given claim checks). Before taking baggage from passengers, ask if there is anything they may need during the flight (e.g. medication, travel documents, baby-care items, etc.). Prior to closing the boarding door, Cabin Crews must check each zone to make sure all cabin baggage is stowed (CASR 121.509), and all overhead compartments are closed and latched.. Carry-on items, aircraft supplies or refuse may not be stowed in lavatories. Canes and crutches can be stowed along the fuselage wall, in a luggage bin, a closet (if available) or under a seat (cannot impede passenger egress). 8.3.2.8
Special Loads
8.3.2.8.1
Dangerous Goods
Citilink Indonesia accept the transportation of all classes of dangerous goods to and from stations determined by the Company. The detailed information regarding the transportation of dangerous goods can be found in Citilink Indonesia Dangerous Goods Manual (DGHM).
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Dangerous goods are also known as Hazardous Material, Restricted Articles, Dangerous Cargo, and other terms. For markings and transport documents related to the shipment of Dangerous Goods shall written in English. IATA Dangerous Goods Regulation will distribute to Branch Office and unit concern by Cargo head office. Procedures that ensure notices providing information about dangerous goods transportation are prominently displayed at cargo acceptance locations. 8.3.2.8.2
Wet Cargo
Shipment containing liquids or shipment by their nature may produce liquids, and which are not subject to the IATA Dangerous Goods Regulations shall be designated as “WET CARGO”. Wet Cargo is vulnerable to spillage or leakage, which may corrode or cause other damage to the aircraft or to the other cargo. Shipment failing under any of these categories listed below shall be defined as wet cargo: -
Shipment of live, fresh or frozen seafood and fresh or frozen meat
During acceptance of Wet Cargo or when shipments of Wet Cargo are presented for carriage, specific standards of preparation are observed. The purpose of these standards is ensuring no leakage of any liquids contained within the product being shipped will escape into the aircraft’s loading and restraint system. Most liquids that can escape from wet cargo shipments are very corrosive as far as the aircraft’s equipment is concerned and any other damage to equipment as well as other cargo. 8.3.2.8.3
Live Animals
For the purpose of this section, the terms “Live Animals”, Day old chicken, fish and shellfish Conditions governing the carriage of live animals are regulated by various governmental authorities, both in Indonesia and overseas. The IATA Live Animals Regulations are used as the basic criteria for the acceptance and handling of live animals. Humane treatment of animals entrusted to the care of Citilink must be a prime consideration of all personnel. Apart from the humane aspect, unsatisfactory handling leads to avoidable mortality, with consequent adverse publicity. 8.3.2.8.4
Cool Goods (COL)
COL is applicable to all shipments (healthcare and General Perishables) requiring temperature range (20oC to + 100oC). Always indicate the above temperature range in the ‘Supplementary Information’ field. 8.3.2.8.5
Frozen Goods (FRO)
FRO is applicable to all frozen shipments requiring temperature range (-18oC and less). Always indicate the above temperature range in the ‘Supplementary information’ filed.
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Hatching Eggs (HEG)
Hatching eggs require a temperature range from (100C to + 150C) OR temperatures as advised by the shipper. The appropriate temperatures range must be indicated in the ‘supplementary information’ Filed. Eggs for human consumption must be maintained in an environment where relative humidity is 7080% and temperature is between (+40C to – 0.50C) depending on the planned shelf life. The above temperature range OR temperature as advised by the shipper must be indicated in the ‘supplementary information’ filed. 8.3.2.8.7
Carbon Dioxide Solid - Dry Ice (ICE)
When used as a ‘Refrigerant’ in non-dangerous goods shipments, the UN number, proper shipping name, class must be indicated in the ‘supplementary information ‘field. The SHC ICE must be used. (Ref DGR 9.3.12.2 / 9.5.1.1.2) 8.3.2.8.8
Perishable Cargo (PER)
General perishables e.g. Meat – PEM / Fruit & Vegetables – PEP / Fish & seafood – PES / Fresh flowers – PEF requiring temperature range (100C to + 150C) OR temperature as advised by the shipper must be indicated in the ‘Supplementary information’ filed. 8.3.2.8.9
Pharmaceuticals (PIL)
PIL is applicable to only Healthcare products i.e. Pharmaceuticals etc requiring temperature range (10oC to + 25oC) also including Pharmaceuticals in a temperature range of (2oC to + 25oC) unless otherwise specified by shipper. For NOTOC purpose always indicates temperature range (10oC to + 25oC) in the ‘Supplementary information’ filed. 8.3.2.8.10 Others For all other commodities listed here under, always indicate the special handling code – SHC in the ‘Supplementary Information’. 1. FIL (Undeveloped / Unexposed Film) 2. HUM (Human Remains) 3. LHO (Live Human Organs / blood) 4. OBX (Obnoxious Cargo) 5. PEA (Hunting trophies / skin / Hides & all articles made from or containing parts of species listed in CITIES) 6. RDS (Biological Substance category B-UN3373) 7. VAL (Valuable Cargo) 8. VUN (Vulnerable) 8.3.2.9
Positioning of Ground Equipment
Ground equipment and vehicles around the aircraft on the ramp must be positioned to avoid interference with the boarding and disembarking of the passengers. Ground equipment and vehicles must not hinder the positioning of the fuel truck and not obstruct its escape path.
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Operating Procedure
Operation of Aircraft Doors
Departure Once ready, the PIC should command through the aircraft PA to close the doors, arm the slides and cross-check. Cabin Crews then close the doors, arm the cabin doors and cross-check the opposite door. Arrival When escape slide deployment is not required, cabin doors must be disarmed and cross-checked before opening. Opening the doors must not be without the authorization of the PIC. Before opening the doors, the flight crew and the cabin crew must ensure that no cabin differential pressure exists. Opening doors from the outside Opening a door or emergency exit from outside automatically disarms the escape slide/raft. 8.3.2.11
Safety On The Ramp
8.3.2.11.1 Engines Blast and Suction Areas Engines are not running during the embarkation and the disembarkation of the passengers. However, if one engine has to be kept running, chose preferably a right hand engine running for convenience of disembarkation and boarding of passengers on left side of the aircraft. The way for embarking or disembarking passengers should avoid blast and suction areas. These danger areas are defined in FCOM - Standard Operating Procedures (SOP). 8.3.2.11.2 Fire Prevention 8.3.2.11.2.1
Protective Clothes / Protective Breathing Equipment
Hydraulic fluid leakage under high pressure may result in serious injury and contamination. The use of protective clothes and protective breathing equipment is recommended whenever facing an aircraft fire. Carbon fibres and other composite materials used in airframe structure and cabin furniture require the use of a protective breathing equipment whenever fighting any aircraft fire. 8.3.2.11.2.2
Brakes Overheat / Fire
In case of smoke, protective breathing equipment should be worn since the dense smoke generated by tire rubber results in major and irreversible lung damage. Carbon brakes and steel brakes are to be treated using the same techniques and agents. In case of severe brake overheat, fuse plugs melting should result in tires deflating and should prevent tires and wheels burst (Refer to AMM). 1. If a tire is inflated, do not go near the area around the wheel for about one hour. To go near the wheel, go from the front or rear and not from the side of the wheel. 2. Unless there is a fire, do not apply the extinguishing agent (liquid, water, mist, foam etc.) with a spray gun onto a hot tire if it is inflated.
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Do not apply the extinguishing agent directly into the heat pack of the brake or into the wheel. This can cause thermal shock to the stressed parts. Especially, do not use CO2 as this has a strong cooling effect which is not the same in all areas. It can cause an explosion in the stressed parts. Extinguishing on hot wheels can: a) Increase the time necessary for the fuse(s) to melt, or b) Prevent operation of the fuse(s). You must let the brake get cool by itself for at least one hour and use the cooling fans (if installed). 3. In the event of fire, immediately stop the fire. Do not wait until the tires are deflated. Come near the wheel only from the front or from the rear. Note: It is not recommended to use multi-purpose powders as they may be changed into solid or enamelled deposit. These agents stop the fire but they decrease the heat dissipation speed. This can cause permanent structural damages at the brake, the wheel or wheel axle.
4. Do not apply the parking brake 5. Put a warning notice in the cockpit to tell persons not to operate the landing gearcontrol lever 6. Put the wheel chocks in position 7. Clean all the parts if extinguishing agents were used. 8.3.2.11.2.3
Cargo Compartment Fire
The appropriate flight crew procedures are given in FCOM - Emergency procedures. If case cargo compartment smoke warning occurred with cargo door closed, the ground crew should be informed not to open the door of the affected cargo compartment unless passengers have disembarked and fire services are present. If the smoke warning is displayed on ground with cargo compartment door open, the aircraft extinguishing agent should not be discharged. Ground crew should be requested to investigate and to fight the smoke source. It must be ensured that the extinguishing agent used is adapted to the burning cargo material. 8.3.2.11.2.4
Engine or APU Compartment Fire
The appropriate flight crew procedures are given in FCOM - Emergency procedures. If fire persists, ground fire fighting using a Halon or CO2 spray gun is possible through the following external access: 1. Engines: Oil tank, IDG and other service panels, 2. APU: access panels on LH side only (A320) 8.3.2.11.2.5
Engine Tailpipe Fire
The engine tailpipe fire being an internal engine fire, do not discharge the engine fireextinguishing agent. The agent has an effect on the nacelle fire only. The appropriate flight crew procedure is given in FCOM - Abnormal procedures. Engine cranking by the flight crew is the normal and most effective action. External fire agents can cause severe corrosive damage and therefore should only be considered if fire persists after flight crew procedure application or if no bleed air source is available to motor the engine. In such a case, Halon or CO2 should be sprayed in engine exhaust nozzle.
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Operating Procedure
Startup, Ramp Departure and Arrival Procedures
All startup, ramp departure and arrival procedures shall be applied as per aircraft type Standard Operating Procedures given in the FCOM. On aircraft equipped with serviceable cockpit to ground intercom, this equipment should be used whenever the aircraft is on stand, and until clearance for hand signals has been given prior to departure. 8.3.2.12.1 Marshalling Signals 1. Wingwalker/guide Raise right hand above head level with wand pointing up; move left-hand wand pointing down toward body. Note.— This signal provides an indication by a person positioned at the aircraft wing tip, to the pilot / marshaller / push-back operator, that the aircraft movement on/off a parking position would be unobstructed.
2. Identify gate Raise fully extended arms straight above head with wands pointing up.
3. Proceed to next signalman or as directed by tower / ground control Point both arms upward; move and extend arms outward to sides of body and point with wands to direction of next signalman or taxi area.
4. Straight ahead Bend extended arms at elbows and move wands up and down from chest height to head.
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5 a). Turn left (from pilot’s point of view) With right arm and wand extended at a 90-degree angle to body, make “come ahead” signal with left hand. The rate of signal motion indicates to pilot the rate of aircraft turn.
5 b). Turn right (from pilot’s point of view) With left arm and wand extended at a 90-degree angle to body, make “come ahead” signal with right hand. The rate of signal motion indicates to pilot the rate of aircraft turn.
6 a). Normal stop Fully extend arms and wands at a 90-degree angle to sides and slowly move to above head until wands cross.
6 b). Emergency stop Abruptly extend arms and wands to top of head, crossing wands.
7 a). Set brakes Raise hand just above shoulder height with open palm. Ensuring eye contact with flight crew, close hand into a fist. Do not move until receipt of “thumbs up” acknowledgement from flight crew.
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7 b). Release brakes Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact with flight crew, open palm. Do not move until receipt of “thumbs up” acknowledgement from flight crew.
8 a). Chocks inserted With arms and wands fully extended above head, move wands inward in a “jabbing” motion until wands touch. Ensure acknowledgement is received from flight crew.
8 b). Chocks removed With arms and wands fully extended above head, move wands outward in a “jabbing” motion. Do not remove chocks until authorized by flight crew.
9. Start engine(s) Raise right arm to head level with wand pointing up and start a circular motion with hand; at the same time, with left arm raised above head level, point to engine to be started.
10. Cut engines Extend arm with wand forward of body at shoulder level; move hand and wand to top of left shoulder and draw wand to top of right shoulder in a slicing motion across throat.
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11. Slow down Move extended arms downwards in a “patting” gesture, moving wands up and down from waist to knees.
12. Slow down engine(s) on indicated side With arms down and wands toward ground, wave either right or left wand up and down indicating engine(s) on left or right side respectively should be slowed down.
13. Move back With arms in front of body at waist height, rotate arms in a forward motion. To stop rearward movement, use signal 6 a) or 6 b).
14 a). Turns while backing (for tail to starboard) Point left arm with wand down and bring right arm from overhead vertical position to horizontal forward position, repeating right-arm movement.
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14 b). Turns while backing (for tail to port) Point right arm with wand down and bring left arm from overhead vertical position to horizontal forward position, repeating left-arm movement.
15. Affirmative/all clear Raise right arm to head level with wand pointing up or display hand with “thumbs up”; left arm remains at side by knee. Note.— This signal is also used as a technical / servicing communication signal.
16. Hold position/stand by Fully extend arms and wands downwards at a 45-degree angle to sides. Hold position until aircraft is clear for next manoeuvre.
17. Dispatch aircraft Perform a standard salute with right hand and/or wand to dispatch the aircraft. Maintain eye contact with flight crew until aircraft has begun to taxi.
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18. Do not touch controls (technical / servicing communication signal) Extend right arm fully above head and close fist or hold wand in horizontal position; left arm remains at side by knee.
19. Connect ground power (technical / servicing communication signal) Hold arms fully extended above head; open left hand horizontally and move finger tips of right hand into and touch open palm of left hand (forming a “T”). At night, illuminated wands can also be used to form the “T” above head.
20. Disconnect power (technical / servicing communication signal) Hold arms fully extended above head with finger tips of right hand touching open horizontal palm of left hand (forming a “T”); then move right hand away from the left. Do not disconnect power until authorized by flight crew. At night, illuminated wands can also be used to form the “T” above head. 21. Negative (technical / servicing communication signal) Hold right arm straight out at 90 degrees from shoulder and point wand down to ground or display hand with “thumbs down”; left hand remains at side by knee.
22. Establish communication via interphone (technical / servicing communication signal) Extend both arms at 90 degrees from body and move hands to cup both ears.
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23. Open/close stairs (technical / servicing communication signal) With right arm at side and left arm raised above head at a 45-degree angle, move right arm in a sweeping motion towards top of left shoulder. Note.— This signal is intended mainly for aircraft with the set of integral stairs at the front.
8.3.2.13
Delay Code
In case of (expected) technical or commercial delays, the Station Manager shall inform the PIC as soon as possible. The Cabin Crew In Charge (CIC) must be informed in a good time of prolong delays to enable him/her to consider the catering schedule in consultation with the PIC and Station Manager. Delay Code Code
Sym
00
OT
Description
Delay Category
ON TIME
OTHERS 06
OA
NO GATE / STAND AVAILABLE (due to own airline activity)
TO
07
AIRCRAFT CONNECTION BY MAINTENANCE
NTO
08
AIRCRAFT CONNECTION BY MISCELLANEOUS TRAFFIC, MARKETING FLIGHT OPERATION, GROUND HANDLING, CABIN SERVICES, etc.
NTO
SCHEDULED GROUND TIME (planned turnaround time less than declared minimum)
ETC
09
SG
PASSENGER / BAGGAGE HANDLING 10 11
PD
LATE ARRIVAL FROM PREVIOUS STATION DUE TO PASSENGER AND BAGGAGE HANDLING
NTO
LATE CHECK-IN (check-in reopened for late passenger)
NTO
12
PL
LATE CHECK-IN (check-in not completed by flight closure time)
NTO
13
PE
CHECK-IN ERROR (error with passenger or baggage details)
NTO
14
PO
OVERBOOKING, BOOKING ERRORS, OVERSALES (booking errors - not resolved at check-in)
NTO
15
PH
BOARDING (discrepancies and paging, missing checked in passengers)
NTO
16
PS
COMMERCIAL PUBLICITY, PASSENGER CONVENIENCE (local decision to delay for VIP or press; delay due to offload of passengers following family bereavement)
ETC
17
PC
CATERING ORDER (late or incorrect order given to supplier)
NTO
18
PD
BAGGAGE PROCESSING (late or incorrectly sorted baggage)
NTO
PW
REDUCED MOBILITY (boarding / deboarding of passengers with reduced mobility)
ETC
19
CARGO / MAIL HANDLING 20
LATE ARRIVAL FROM PREVIOUS STATION DUE TO CARGO AND MAIL HANDLING
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Code
Sym
Description
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CD
DOCUMENTATION ERRORS (late or incorrect documentation for booked cargo)
NTO
22
CP
LATE POSITIONING (late delivery ofbooked cargo to airport/aircraft)
NTO
23
CC
LATE ACCEPTANCE (acceptance of cargo after deadline)
NTO
24
CI
INADEQUATE PACKING (repackaging and / or re-labelling of booked cargo)
NTO
25
CO
OVERBOOKING, BOOKING ERRORS (booked load in excess of saleable load capacity (weight or volume), resulting in reloading or off-load)
NTO
26
CU
LATE PREPARATION IN WAREHOUSE
NTO
27
CE
DOCUMENTATION, PACKING (incomplete and / or inaccurate documentation)
NTO
28
CL
MAIL LATE POSITIONING (late delivery of mail to airport / aircraft)
NTO
29
CA
MAIL LATE ACCEPTANCE (acceptance of mail after deadline)
NTO
AIRCRAFT AND RAMP HANDLING LATE ARRIVAL FROM PREVIOUS STATION DUE TO AIRCRAFT AND RAMP HANDLING
NTO
GD
LATE / INACCURATE AIRCRAFT DOCUMENTATION (late or inaccurate mass and balance documentation, general declaration, passenger manifest)
NTO
32
GL
LOADING / UNLOADING (bulky items, special load, lack loading staff)
NTO
33
GE
LOADING EQUIPMENT (lack of and / or breakdown; lack of operating staff)
NTO
30 31
34
GS
SERVICING EQUIPMENT (lack of and / or breakdown; lack of operating staff)
NTO
35
GC
AIRCRAFT CLEANING (late completion of aircraft cleaning)
NTO
36
GF
FUELING / DEFUELING (late delivery of fuel; exclusive late request)
TO
37
GB
CATERING (late and / or incomplete delivery; late loading)
NTO
38
GU
ULD, CONTAINERS, PALLETS (lack of and / or unserviceable ULD’s or pallets)
NTO
39
GT
TECHNICAL EQUIPMENT (lack of and / or breakdown; lack of operating staff; includes GPU, air start, pushback tug, de-icing)
NTO
LATE ARRIVAL FROM PREVIOUS STATION DUE TO TECHNICAL
NTO
TECHNICAL 40 41
TD
AIRCRAFT DEFECTS (aircraft defects including items covered by MEL)
NTO
42
TM
SCHEDULE MAINTENANCE (late release from maintenance)
NTO
43
TN
NON-SCHEDULE MAINTENANCE (special checks and / or additional works beyond normal maintenance schedule)
NTO
44
TS
SPARES AND MAINTENANCE EQUIPMENT (lack of spares, lack of and / or breakdown of specialist equipment required for defect rectification)
NTO
45
TA
AOG SPARES (awaiting AOG spare(s) to be carried to another station)
NTO
46
TC
AIRCRAFT CHANGE (for technical reasons, e.g. a prolonged technical delay)
NTO
47
TL
STANDBY AIRCRAFT, LACK OF PLANNED STANDBY AIRCRAFT (standby aircraft unavailable for technical reasons damage to aircraft)
NTO
48
TV
SCHEDULED CABIN CONFIGURATION AND VERSION ADJUSTMENT
NTO
AIRCRAFT AND AUTOMATED EQUIPMENT FAILURE (SYSTEM) 50
LATE ARRIVAL FROM PREVIOUS STATION DUE TO SYSTEM
ETC
51
DF
DAMAGE DURING FLIGHT OPERATION (bird or lightning strike, turbulence, heavy or overweight landing, collisions during taxiing)
ETC
52
DG
DAMAGE DURING GROUND OPERATION - collision (other than taxiing), loading / offloading damage, towing, contamination, extreme weather conditions.
ETC
55
ED
DEPARTURE CONTROL (failure of automated system, including check-in; load control systems producing mass and balance)
ETC
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Description
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EC
CARGO PREPARATION / DOCUMENTATION (failure of documentation and / or load control system covering cargo)
NTO
57
EF
FLIGHT PLANS (failure of computerized flight plan systems)
NTO
58
EO
OTHER COMPUTER SYSTEM
GENERAL
OPERATION
Delay Category
TO
OPERATION AND CREW 60
LATE ARRIVAL FROM PREVIOUS STATION DUE TO FLIGHT OPERATIONS AND CREW
NTO
61
FP
FLIGHT PLANS (late completion of or change to flight plan)
NTO
62
FF
OPERATIONAL REQUIREMENT (late alteration to fuel or payload)
NTO
63
FT
LATE CREW BOARDING OR DEPARTURE PROCEDURES (late flight deck, or entire crew, other than standby; late completion of flight deck crew checks)
NTO
64
FS
FLIGHT DECK CREW SHORTAGE, CREW REST (sickness, awaiting standby, flight time limitations, valid visa, health documents, etc.)
NTO
65
FR
FLIGHT DECK CREW SPECIAL REQUEST (requests not within operational requirements)
NTO
66
FL
LATE CABIN CREW BOARDING OR DEPARTURE PROCEDURES (late cabin crew other than standby; late completion of cabin crew checks)
NTO
67
FC
CABIN CREW SHORTAGE (sickness, awaiting standby, flight time limitations, valid visa, health documents)
NTO
68
FA
CABIN CREW ERROR OR SPECIAL REQUEST (requests not within operational requirements)
NTO
69
FB
CAPTAIN REQUEST FOR SECURITY CHECK (extraordinary requests outside mandatory requirements)
NTO
LATE ARRIVAL FROM PREVIOUS STATION DUE TO WEATHER
WX
WEATHER 70 71
WO
DEPARTURE STATION (below operating limits)
WX
72
WT
DESTINATION STATION (below operating limits)
WX
73
WR
EN - ROUTE OR ALTERNATE (below operating limits)
WX
75
WI
DE - ICING OR AIRCRAFT removal of ice and / or snow; excludes equipment lack of or breakdown)
WX
76
WS
REMOVAL OF SNOW, ICE, WATER, AND SAND FROM AIRPORT / RUNWAY (runway, taxiway conditions)
WX
77
WG
AIRCRAFT GROUNDHANDLING IMPAIRED BY ADVERSE WEATHER CONDITIONS (high winds, heavy rain, blizzards, monsoons etc.)
WX
AIRPORT OR GOVERNMENTAL AUTHORITIES LATE ARRIVAL FROM PREVIOUS STATION DUE TO AIRPORT OR GOVERNMENTAL AUTHORITIES
TO
AT
ATFM DUE TO ATC RESTRICTION EN - ROUTE / CAPACITY (standard demand / capacity problems)
TO
82
AX
ATFM DUE TO ATC RESTRICTION DUE TO STAFF SHORTAGE / EQUIPMENT FAILURE EN-ROUTE (reduced capacity caused by industrial action or staff shortage, equipment failure, military exercise or extraordinary demand due to capacity reduction in neighbouring area)
TO
83
AE
ATFM DUE TO ATC RESTRICTION AT DESTINATION AIRPORT (airport and / or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights)
TO
84
AW
ATFM ATC RESTRICTION DUE TO WEATHER AT DESTINATION
TO
85
AS
MANDATORY SECURITY (passengers, baggage, crew, etc.)
TO
86
AG
IMMIGRATION, CUSTOM, HEALTH (passengers, crew)
TO
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Code
Sym
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AF
AIRPORT FACILITIES (parking stands, ramp congestion, lighting, buildings, gate limitations etc.)
TO
88
AD
RESTRICTIONS AT AIRPORT OF DESTINATION (airport and / or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights)
TO
AM
RESTRICTIONS AT AIRPORT OF DEPARTURE - including air traffic services, start-up and pushback, airport and / or runway closed due to obstruction or weather (restriction in case of ATFM only) industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights.
TO
89
A
OPERATION
Description
REACTIONARY & MISCELLANEOUS 90
LATE ARRIVAL FROM PREVIOUS STATION DUE TO REACTIONARY & MISCELLANEOUS
ETC
91
RL
LOAD CONNECTION (awaiting load from another flight)
NTO
92
RT
THROUGHT CHECK - IN ERROR (passenger or baggage check-in error at originating station)
NTO
93
RA
AIRCRAFT ROTATION (late arrival of aircraft from another flight or previous sector)
NTO
94
RS
CABIN CREW ROTATION (awaiting cabin crew from another flight)
NTO
95
RC
CREW ROTATION (awaiting flight deck, or entire crew, from another flight)
NTO
96
RO
OPERATIONAL CONTROL (re-routing, diversion, consolidation, aircraft change for reasons other than technical)
NTO
97
MI
INDUSTRIAL ACTION WITHIN OWN AIRLINE
NTO
98
MO
INDUSTRIAL ACTION OUTSIDE OWN AIRLINE - industrial action (except Air Traffic Control Services)
99
MX
MISCELLANEOUS (no suitable code; explain reason(s) in plain text
TO ETC
REMARK : TO : Technic Operational NTO : Non Technic Operational WX : Weather ETC : Other
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GENERAL Operating Procedure
Procedures of The Refusal of Embarkation
According to the Indonesian Civil Aviation Safety Regulations, it is prohibited to carry in an aircraft persons, who are evidently dangerous to the safety or health to the other occupants, unless such us persons are accompanied by competent escorts and due measures have been taken in respect of the safety and health of the occupants. According to Citilink Indonesia’s general conditions of carriage for passenger and baggage, the carrier may refuse to carry, cancel the reserved place of, or move enroute any passenger, when in the exercise of its reasonable discretion, the carrier decides: 1. Such action is necessary for reason of safety; 2. Such action is necessary to prevent violation of any applicable laws, regulations or orders of any State or country to flown, into or over; 3. The conduct, status, age or mental or physical condition of the passenger is such as: a) To cause discomfort or make himself objectionable to other passengers; or b) To the passenger fails to observe the instructions of the carrier. Prospective passengers, who are obviously likely to cause substantial annoyance or inconvenience to other passengers or to endanger the aircraft and its occupants, because of: 1. They conduct themselves in an improper manner; 2. They do not observe the instructions of authorized officials; 3. They are apparently under the influence of alcohol and/or narcotics; 4. They are apparently suffering from an infections or contagious disease; 5. They are apparently of unsound mind; shall not be permitted to enter Citilink Indonesia aircraft. In order to assist the PIC in the exercise of his authority, all company personnel engaged in passenger services or embarkation, including other crew members, handling personnel and check-in personnel, should alert the PIC if at any time they consider that the condition of a particular passenger could jeopardise the safety of a flight. When it becomes necessary to disembark a passenger from an aircraft, the flight crew must inform the local company representative, who must take the necessary actions such as to request the assistance of local law-enforcement officers. Passengers, who have been refused embarkation, or who has been disembarked, are left with the airport authorities.
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De-Icing and Anti-Icing On The Ground
8.3.4.1 Terminology Anti Icing Is a precautionary procedure, which provides protection against the formation of frost or ice and the accumulation of snow on treated surfaces of the aircraft, for a limited period of time (holdover time). Anti Icing Code Describes the quality of the treatment the aircraft has received and provides information for determining the holdover time. Check Is an examination of an item against a relevant standard by a trained and qualified person. Clear Ice Is a coating of ice, generally clear and smooth, but with some air pockets. It is formed on exposed objects at temperatures below, or slightly above, freezing temperature, with the freezing of super-cooled drizzle, droplets or raindrops. See also “cold soak”. Cold Soak Even in ambient temperature between -2°C and at least +15°C, ice or frost can form in the presence of visible moisture or high humidity if the aircraft structure remains at 0°C or below. Anytime precipitation falls on a cold-soaked aircraft, while on the ground, clear icing may occur. This is most likely to occur on aircraft with integral fuel tanks, after a long flight at high altitude. Clear ice is very difficult to visually detect and may break loose during or after takeoff. The following can have an effect on cold soaked wings: Temperature of fuel in fuel cells, type and location of fuel cells, length of time at high altitude flights, quantity of fuel in fuel cells, temperature of refuelled fuel and time since refuelling. Contaminated Runway A runway is considered contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following: 1. Surface water more than 3 mm (0.125 in) deep, or slush, or loose snow, equivalent to more than 3 mm (0.125 in) of water; or 2. Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or 3. Ice, including wet ice Damp Runway A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance.
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De-Icing Is a procedure by which frost, ice, slush or snow is removed from the aircraft in order to provide clean surfaces. This may be accomplished by mechanical methods, pneumatic methods, or the use of heated fluids. De-Anti-Icing Is a combination of the two procedures, de icing and anti icing, performed in one or two steps. A de-anti icing fluid, applied prior to the onset of freezing conditions, protects against the build up of frozen deposits for a certain period of time, depending on the fluid used and the intensity of precipitation. With continuing precipitation, holdover time will eventually run out and deposits will start to build up on exposed surfaces. However, the fluid film present will minimise the likelihood of these frozen deposits bonding to the structure, making subsequent de icing much easier. Dew Point Is the temperature at which water vapour starts to condense. Dry Runway A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain “effectively dry” braking action, even when moisture is present. Fluids (de-icing and anti-icing) 1. De icing fluids are: a) Heated water b) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075 specification) c) Mixtures of water and Type I fluid d) Non Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with ISO 11078 specification e) Mixtures of water and Type II or IV fluid De icing fluid is normally applied heated to ensure maximum efficiency 2. Anti icing fluids are: a) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075 specification) b) Mixtures of water and Type I fluid c) Non Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with ISO 11078 specification) d) Mixtures of water and Type II or IV fluid Anti icing fluid is normally applied unheated on clean aircraft surfaces. Freezing Conditions Are conditions in which the outside air temperature is below +3°C (37.4F) and visible moisture in any form (such as fog with visibility below 1.5 km, rain, snow, sleet or ice crystals) or standing water, slush, ice or snow is present on the runway.
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Freezing Fog (Metar code: FZFG) Is a suspension of numerous tiny supercooled water droplets which freeze upon impact with ground or other exposed objects, generally reducing the horizontal visibility at the earth’s surface to less than 1 km (5/8 mile). Freezing Drizzle (Metar code: FZDZ) Is a fairly uniform precipitation composed exclusively of fine drops - diameter less than 0.5 mm (0.02 inch) - very close together which freeze upon impact with the ground or other objects. Freezing Rain (Metar code: FZRA) Is a precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects, either in the form of drops of more than 0.5 mm (0.02 inch) diameter or smaller drops which, in contrast to drizzle, are widely separated. Friction Coefficient Relationship between the friction force acting on the wheel and the normal force on the wheel. The normal force depends on the weight of the aircraft and the lift of the wings. Frost Is a deposit of ice crystals that form from ice-saturated air at temperatures below 0°C (32°F) by direct sublimation on the ground or other exposed objects. Hoar frost (a rough white deposit of crystalline appearance formed at temperatures below freezing point) usually occurs on exposed surfaces on a cold and cloudless night. It frequently melts after sunrise; if it does not, an approved de-icing fluid should be applied in sufficient quantities to remove the deposit. Generally, hoar frost cannot be cleared by brushing alone. Thin hoar frost is a uniform white deposit of fine crystalline texture, which is thin enough to distinguish surface features underneath, such as paint lines, markings, or lettering. Glaze Ice or Rain Ice Is a smooth coating of clear ice formed when the temperature is below freezing and freezing rain contacts a solid surface. It can only be removed by de-icing fluid; hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage to the aircraft. Grooved Runway See dry runway. Hail (Metar code: GR) Is a precipitation of small balls or pieces of ice, with a diameter ranging from 5 to 50 mm (0.2 to 2.0 inches), falling either separately or agglomerated. Holdover Time Is the estimated time anti icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of an aircraft, under (average) weather conditions mentioned in the guidelines for holdover time.
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The ISO/SAE specification states that the start of the holdover time is from the beginning of the anti icing treatment. Ice Pellets (Metar code PE) Is a precipitation of transparent (sleet or grains of ice) or translucent (small hail) pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm (0.2 inch) or less. The pellets of ice usually bounce when hitting hard ground. Icing Conditions may be expected when the OAT (on the ground and for take-off) or when TAT (in flight) is at or below 10°C, and there is visible moisture in the air (such as clouds, fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is present on the taxiways or runways. (AFM definition) Icy Runway A runway is considered icy when its friction coefficient is 0.05 or below. Light Freezing Rain Is a precipitation of liquid water particles which freezes upon impact with exposed objects, in the form of drops of more than 0.5 mm (0.02 inch) which, in contrast to drizzle, are widely separated. Measured intensity of liquid water particles are up to 2.5mm/hour (0.10 inch/hour) or 25 grams/dm2/hour with a maximum of 2.5 mm (0.10 inch) in 6 minutes. Non Newtonian Fluids have characteristics that are dependent upon an applied force. In this instance it is the viscosity of Type II and IV fluids which reduces with increasing shear force. The viscosity of Newtonian fluids depends on temperature only. One Step De-anti Icing Is carried out with an anti icing fluid, typically heated. The fluid used to de ice the aircraft remains on aircraft surfaces to provide limited anti ice capability. Precipitation Liquid or frozen water that falls from clouds as rain, drizzle, snow, hail, or sleet. 1. Continuous: Intensity changes gradually, if at all. 2. Intermittent: Intensity changes gradually, if at all, but precipitation stops and starts at least once within the hour preceding the observation. Precipitation Intensity is an indication of the amount of precipitation falling at the time of observation. It is expressed as light, moderate or heavy. Each intensity is defined with respect to the type of precipitation occurring, based either on rate of fall for rain and ice pellets or visibility for snow and drizzle. The rate of fall criteria is based on time and does not accurately describe the intensity at the time of observation. Rain (Metar code: RA) Is a precipitation of liquid water particles either in the form of drops of more than 0.5 mm (0.02 inch) diameter or of smaller widely scattered drops.
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Rime (A rough white covering of ice deposited from fog at temperature below freezing). As the fog usually consists of super-cooled water drops, which only solidify on contact with a solid object, rime may form only on the windward side or edges and not on the surfaces. It can generally be removed by brushing, but when surfaces, as well as edges, are covered it will be necessary to use an approved de-icing fluid. Saturation Is the maximum amount of water vapour allowable in the air. It is about 0.5 g/m3 at - 30°C and 5 g/m3 at 0°C for moderate altitudes. Shear Force Is a force applied laterally on an anti-icing fluid. When applied to a Type II or IV fluid, the shear force will reduce the viscosity of the fluid; when the shear force is no longer applied, the anti-icing fluid should recover its viscosity. For instance, shear forces are applied whenever the fluid is pumped, forced through an orifice or when subjected to airflow. If excessive shear force is applied, the thickener system could be permanently degraded and the anti-icing fluid viscosity may not recover and may be at an unacceptable level. SIGMET Is the information issued by a meteorological watch office concerning the occurrence, or expected occurrence, of specified en-route weather phenomena which may affect the safety of aircraft operations. Sleet Is a precipitation in the form of a mixture of rain and snow. For operation in light sleet treat as light freezing rain. Slush Is water saturated with snow, which spatters when stepping firmly on it. It is encountered at temperature around 5°C. Snow (Metar code SN) Precipitation of ice crystals, most of which are branched, star-shaped, or mixed with unbranched crystals. At temperatures higher than about -5°C (23°F), the crystals are generally agglomerated into snowflakes. 1. Dry Snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon release; specific gravity: up to but not including 0.35. Dry snow is normally experienced when temperature is below freezing and can be brushed off easily from the aircraft. 2. Wet Snow: Snow which, if compacted by hand, will stick together and tend to or form a snowball. Specific gravity: 0.35 up to but not including 0.5. Wet Snow is normally experienced when temperature is above freezing and is more difficult to remove from the aircraft structure than dry snow being sufficiently wet to adhere.
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3. Compacted Snow: Snow which has been compressed into a solid mass that resists further compression and will hold together or break up into chunks if picked up. Specific gravity: 0.5 and over. Snow Grains (Metar code: SG) Is a precipitation of very small white and opaque grains of ice. These grains are fairly flat or elongated. Their diameter is less than 1 mm (0.04 inch). When the grains hit hard ground, they do not bounce or shatter. Snow Pellets (Metar code: GS) Is a precipitation of white and opaque grains of ice. These grains are spherical or sometimes conical. Their diameter is about 2 to 5 mm (0.1 to 0.2 inch). Grains are brittle, easily crushed; they bounce and break on hard ground. Supercooled Water Droplets Is a condition where water remains liquid at negative Celsius temperature. Supercooled drops and droplets are unstable and freeze upon impact. Two Step De-icing / Anti Icing Consists of two distinct steps.The first step (de icing) is followed by the second step (anti icing) as a separate fluid application. After de icing a separate overspray of anti icing fluid is applied to protect the relevant surfaces, thus providing maximum possible anti ice capability. Visible Moisture Fog, rain, snow, sleet, high humidity (condensation on surfaces), ice crystals or when taxiways and/or runways are contaminated by water, slush or snow. Visual Meteorological Conditions Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima. Wet Runway A runway is considered wet when the runway surface is covered with water, or equivalent, less than or equal to 3 mm or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water. 8.3.4.2
De-Anti-Icing Awareness - The Basic Requirements
1. Responsibility The person technically releasing the aircraft is responsible for the performance and verification of the results of the treatment. The responsibility of accepting the performed treatment lies, however, with the pilot in command. The transfer of responsibility takes place at the moment the aircraft starts moving under its own power.
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2. Necessity Icing conditions on ground can be expected when air temperatures approach or fall below freezing and when moisture or ice occurs in the form of either precipitation or condensation. Aircraft-related circumstances could also result in ice accretion when humid air at temperatures above freezing comes in contact with cold structure. 3. Checks Have you enough information and adequate knowledge in order to dispatch? 8.3.4.3
De-Anti-Icing Aircraft on the Ground: “When, Why and How”
8.3.4.3.1 Communication To get the highest possible visibility concerning de-/anti-icing, a good level of communication between ground and flight crews is necessary. Any observations or points significant to the flight or ground crew should be reported between them. These observations may concern the weather or aircraft-related circumstances or other factors important for the dispatch of the aircraft. Several incidents have shown that increased awareness of one part of the flight/ground crew team could have avoided a critical situation. The minimum requirements of communication must comprise the details of when the aircraft was de-iced and the quality of treatment (type of fluid). This is summarised by the anti-icing code. CAUTION Any uncertainty should not be resolved by transferring responsibility. The only satisfactory answer is clear communication.
8.3.4.3.1.1
Conditions which Cause Aircraft Icing
1. Weather-related Conditions Weather conditions dictate the “when” of the “when, why and how” of aircraft de-/anti-icing on the ground. Icing conditions on the ground can be expected when air temperatures fall below freezing and when moisture or ice occurs in the form of either precipitation or condensation. Precipitation may be rain, sleet or snow. Frost can occur due to the condensation of fog or mist. To these weather conditions must be added further phenomena that can also result in aircraft ice accretion on the ground. 2. Aircraft-related Conditions The concept of icing is commonly associated only with exposure to inclement weather. However, even if the OAT is above freezing point, ice or frost can form if the aircraft structure is below 0° C (32° F) and moisture or relatively high humidity is present. With rain or drizzle falling on sub-zero structure, a clear ice layer can form on the wing upper surfaces when the aircraft is on the ground. In most cases this is accompanied by frost on the underwing surface.
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Checks to Determine the Need to De-ice / Anti-ice
8.3.4.3.2.1
The Clean Wing Concept
Why de-ice / anti-ice on ground? The aircraft performance is certified based upon an uncontaminated or clean structure. Ice, snow or frost accumulations will disturb the airflow, affecting lift and drag and also increasing weight. The result on performance can be dramatic. Aircraft preparation for service begins and ends with a thorough inspection of the aircraft exterior. The aircraft and especially its surfaces providing lift, controllability and stability must be aerodynamically clean. Otherwise, safe operation is not possible. An aircraft ready for flight must not have ice, snow, slush or frost adhering to its surfaces. Exceptions are sometimes allowed. Refer to FCOM Supplementary Procedures Chapter - Adverse Weather - Cold weather. But the critical flying surfaces must definitely be free of any contamination. 8.3.4.3.2.2
External Inspection
An inspection of the aircraft must visually cover all critical parts of the aircraft and be performed from points offering a clear view of these parts. These parts are especially: 1. Wing surfaces including leading edges 2. Horizontal stabiliser upper and lower surface 3. Vertical stabiliser and rudder 4. Fuselage 5. Air data probes 6. Static vents 7. Angle-of-attack sensors 8. Control surface cavities 9. Engines 10. Generally intakes and outlets 11. Landing gear and wheel bays During checks on ground, electrical or mechanical ice detectors should only be used as a back-up advisory. They are not a primary system and are not intended to replace physical checks. Ice can build up on aircraft surfaces when descending through dense clouds or precipitation during an approach. When ground temperatures at the destination are low, it is possible that when flaps are retracted accumulations of ice may remain undetected between stationary and moveable surfaces. It is therefore important that these areas are checked prior to departure and any frozen deposits removed. Under freezing fog conditions it is necessary for the rear side of the fan blades to be checked for ice build-up prior to start-up. Any deposits discovered should be removed by directing air from a low flow hot air source, such as a cabin heater, onto the affected areas. When slush is present on runways, inspect the aircraft when it arrives at the ramp for slush/ice accumulations. If the aircraft arrives at the gate with flaps in a position other than fully retracted, those flaps which are extended must be inspected and, if necessary, de-iced before retraction.
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The flight crew operating manual for individual aircraft types may allow takeoff with a certain amount of frost on certain parts of the aircraft (refer to the individual FCOM). It is important to note that the rate of ice formation is considerably increased by the presence of an initial depth of ice. Therefore, if icing conditions are expected to occur along the taxi and takeoff path, it is necessary to ensure that all ice and frost is removed before flight. This consideration must extend the awareness of flight crew to include the condition of the taxiway, runway and adjacent areas since surface contamination and blown snow are potential causes for ice accretion equal to natural precipitation. 8.3.4.3.3
Responsibility: the De-icing / Anti-icing Decision
1. Maintenance Responsibility The information report (de-icing / anti-icing code) given to the cockpit is a part of the technical airworthiness of the aircraft. The person releasing the aircraft is responsible for the performance and verification of the results of the de/anti-icing treatment. The responsibility of accepting the performed treatment lies, however, with the PIC. 2. Operational Responsibility The general transfer of operational responsibility takes place at the moment the aircraft starts moving by its own power. 8.3.4.3.3.1
Maintenance / Ground Crew Decision
The responsible ground crew member should be clearly nominated. He should check the aircraft for the need to de-ice. He will, based on his own judgement, initiate de-/anti-icing, if required, and he is responsible for the correct and complete de-icing and/or anti-icing of the aircraft. 8.3.4.3.3.2
Pilots Decision
As the final decision rests with the PIC, his request will supersede the ground crew member’s judgement not to de-ice. As the PIC is responsible for the anti-icing condition of the aircraft during ground manoeuvring prior to take-off, he can request another anti-icing application with a different mixture ratio to have the aircraft protected for a longer period against accumulation of precipitation. Equally, he can simply request a repeat application. Therefore the PIC should take into account forecasted or expected weather conditions, taxi conditions, taxi times, holdover time and other relevant factors. The PIC must, when in doubt about the aerodynamic cleanliness of the aircraft, perform (or have performed) an inspection or simply request a further de-/ anti-icing. Even when responsibilities are clearly defined and understood, sufficient communication between flight and ground crews is necessary. Any observation considered valuable should be mentioned to the other party to have redundancy in the process of decision making. 8.3.4.3.4
The Procedures to De-ice and Anti-ice An Aircraft
When aircraft surfaces are contaminated by frozen moisture, they must be de-iced prior to dispatch. When freezing precipitation exists and there is a risk of precipitation adhering to the surface at the time of dispatch, aircraft surfaces must be anti-iced. If both anti-icing and de-icing are required, the procedure may be performed in one or two steps. The selection of a one or two step process depends upon weather conditions, available equipment, available fluids and the holdover time required to be achieved.
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When a large holdover time is expected or needed, a two-step procedure using undiluted fluid should always be considered for the second step. 8.3.4.3.4.1 De-icing Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids or mechanical methods or any other approved methods such as infrared de-icing which is being developed. For maximum effect, fluids shall be applied close to the aircraft surfaces to minimise heat loss. Different methods to efficiently remove frost, snow, and ice are described in detail in the ISO method specification. General De-icing Fluid Application Strategy The following guidelines describe effective ways to remove snow and ice. However, certain aircraft may require unique procedures to accommodate specific design features. The relevant aircraft maintenance or servicing manuals should be consulted. Engines: Deposits of snow should be mechanically removed (for example using a broom or brush) from engine intakes prior to departure. Any frozen deposits that may have bonded to either the lower surface of the intake or the fan blades may be removed by hot air or other means recommended by the engine manufacturer. Fuselage: Spray along the top centreline and then outboard; avoid spraying directly onto windows. Landing gear and wheel bays: Keep application of de-icing fluid in this area to a minimum. It may be possible to mechanically remove accumulations such as blown snow. However, where deposits have bonded to surfaces they can be removed using hot air or by careful spraying with hot de-icing fluids. It is not recommended to use a high-pressure spray. Vertical surfaces: Start at the top and work downward. Wings / horizontal stabilisers: Spray from the tip towards the root, from the highest point of the surface camber to the lowest. 8.3.4.3.4.2 Anti-icing Applying anti-icing protection means that ice, snow or frost will, for a period of time, be prevented from adhering to, or accumulating on, aircraft surfaces. This is done by the application of anti-icing fluids. Anti-icing fluid should be applied to the aircraft surfaces when freezing rain, snow or other freezing precipitation is falling and adhering at the time of aircraft dispatch. For an effective anti-icing protection an even film of undiluted fluid is required over the aircraft surfaces which are clean or which have been de-iced. For maximum anti-icing protection undiluted, unheated Type II or IV fluid should be used. The high fluid pressures and flow rates normally associated with de-icing are not required for this operation and, where possible, pump speeds should be reduced accordingly. The nozzle of the spray gun should be adjusted to give a medium spray. The anti-icing fluid application process should be continuous and as short as possible. Anti-icing should be carried out as near to the departure time as is operationally possible in order to maintain holdover time. In order to control the uniformity, all horizontal aircraft surfaces must be visually checked during application of the fluid. The amount required will be a visual indication of fluid just beginning to drip off the leading and trailing edges.
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Most effective results are obtained by commencing on the highest part of the wing section and covering from there towards the leading and trailing edges. On vertical surfaces, start at the top and work down. Surfaces to be protected during anti-icing are: 1. Wing upper surface 2. Horizontal stabiliser upper surface 3. Vertical stabiliser and rudder 4. Fuselage depending upon amount and type of precipitation Type I fluids have limited effectiveness when used for anti-icing purposes. Little benefit is gained from the minimal holdover time generated. 8.3.4.3.4.3
Limits and Precautions
1. Aircraft Related Limits The use of Type II or IV fluids in 100% concentration or 75/25 mixture is limited to aircraft with a rotation speed (VR) higher than 85 kt. This is to assure the sufficient flow-off of the fluid during takeoff. 2. Temperature Limits When performing two-step de-icing / anti-icing, the freezing point of the heated fluid used for the first step must not be more than 3°C above ambient temperature. The freezing point of the Type I fluid mixture used for either one-step de-icing / anti-icing or as the second step in a two-step operation shall be at least 10°C below the ambient temperature. Type II and IV fluids used as de-icing / anti-icing agents have a lower temperature application limit of -25°C. The application limit may be lower, provided that a 7°C buffer is maintained between the freezing point of the undiluted fluid and the outside air temperature. Freezing points are provided in the fluid manufacturer documentation. 3. Application Limits Under no circumstances can an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film. In continuing precipitation, the original anti-icing coating will be diluted at the end of the holdover time and re-freezing could begin. Also a double anti-ice coating should not be applied because the flow-off characteristics during take-off may be compromised. Should it be necessary for an aircraft to be re-protected prior to the next flight, the external surfaces must first be de-iced with a hot fluid mix before a further application of anti-icing fluid is made. 4. Precautions The fluids used should be limited to those complying respectively with standards AMS 1424B/ISO 11075 and AMS 1428C/ISO 11078 for Type I, Type II and Type IV. AMS 1428C reflects the additional requirements for fluid dry out and flow off behaviour for type IV fluids. The Airbus consumable materials list and Aircraft Maintenance Manual reflect the new 1428C standard. With specific regard to the application of Type IV fluids, and indeed Type II fluids, special care needs to be taken. Repeated application in dry conditions, as a preventive measure, may leave a residue that when exposed to precipitation can re-hydrate. This takes the form of a high freeze point gel in aerodynamically quiet areas of the aircraft. This gel could lead to the restricted movement of control surfaces. To date this
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has only been reported on aircraft types with unpowered flying controls and has not been reported on Airbus aircraft. Therefore the aircraft should be frequently cleaned of any residue and/or de-iced using a heated Type I fluid or hot water prior to the application of Type II or Type IV fluids (two step processes). De/anti-icing activities should only be carried out by personnel that are fully trained to ISO, SAE or AEA standards and furthermore that those persons understand their responsibilities and are authorised/ approved to carry out such activities. For de/anti-icing activities the following standards should be followed: 1. ISO 11076 aircraft de-icing / anti-icing methods with fluids. 2. SAE ARP 4737E aircraft de-icing / anti-icing methods with fluids. 3. AEA recommendations for the de-icing / anti-icing of aircraft on ground, In order to fully benefit from the longer hold over times of Type IV fluids, they must be used undiluted. Diluted Type IV are only tested to the same specification as a Type II fluid. For holdover times and recommendations on Type IV fluid application (in addition to those mentioned in Tables 2 and 5), Citilink Indonesia should refer to one of the following documents: 1. AEA recommendations for de-icing/anti-icing of aircraft on ground. 2. FSAT bulletin XX-07 (XX = year), entitled FAA-approved de-icing program updates, winter 20XX. This Canadian aviation regulation standard 622-11, entitled “ground icing operations” All three documents provide the updated SAE/AEA Type IV fluids holdover times guidelines. The aircraft must always be treated symmetrically - the left hand and right hand sides (e.g. left wing/right wing) must receive the same and complete treatment. Engines are usually not running or are at idle during treatment. Air conditioning should be selected OFF. The APU may be run for electrical supply but the bleed air valve should be closed. All reasonable precautions must be taken to minimise fluid entry into engines, other intakes / outlets and control surface cavities. CAUTION Do not spray de-icing / anti-icing fluids directly onto exhausts or thrust reversers. De-icing / anti-icing fluid should not be directed into the orifices of pitot heads, static vents or directly onto angleof-attack sensors. Do not direct fluids onto flight deck or cabin windows because this can cause cracking of acrylics or penetration of the window sealing.
All doors and windows must be closed to prevent: 1. Galley floor areas being contaminated with slippery de-icing / anti-icing fluids 2. Upholstery becoming soiled. Any forward area from which fluid may blow back onto windscreens during taxi or subsequent takeoff should be free of fluid residues prior to departure. If Type II or IV fluids are used, all traces of the fluid on flight deck windows should be removed prior to departure, particular attention being paid to windows fitted with wipers.
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De-icing / anti-icing fluid can be removed by rinsing with clear water and wiping with a soft cloth. Do not use the windscreen wipers for this purpose. This will cause smearing and loss of transparency. Landing gear and wheel bays must be kept free from build-up of slush, ice or accumulations of blown snow. CAUTION Do not spray de-icing fluid directly onto hot wheels or brakes.
When removing ice, snow or slush from aircraft surfaces, care must be taken to prevent it entering and accumulating in auxiliary intakes or control surface hinge areas, i.e. remove snow from wings and stabiliser surfaces forward towards the leading edge and remove from ailerons and elevators back towards the trailing edge. CAUTION Do not close any door until all ice has been removed from the surrounding area.
A functional flight control check using an external observer may be required after de-icing / anti-icing. This is particularly important in the case of an aircraft that has been subjected to an extreme ice or snow covering. 8.3.4.3.4.4 Checks 1. Final Check Before Aircraft Dispatch No aircraft should be dispatched for departure under icing conditions or after a de-icing / anti-icing operation unless the aircraft has received a final check by a responsible authorised person. The inspection must visually cover all critical parts of the aircraft and be performed from points offering sufficient visibility on these parts (e.g. from the de-icer itself or another elevated piece of equipment). It may be necessary to gain direct access to physically check (e.g. by touch) to ensure that there is no clear ice on suspect areas. 2. Pre Takeoff Check When freezing precipitation exists, it may be appropriate to check aerodynamic surfaces just prior to the aircraft taking the active runway or initiating the take-off roll in order to confirm that they are free of all forms of frost, ice and snow. This is particularly important when severe conditions are experienced, or when the published holdover times have either been exceeded or are about to run out. When deposits are in evidence it will be necessary for the de-icing operation to be repeated. If the takeoff location cannot be reached within a reasonable time and/or a reliable check of the wing upper surface status cannot be made from inside the aircraft, consider a repeat aircraft treatment. If aircraft surfaces cannot adequately be inspected from inside the aircraft, it is desirable to provide a means of assisting the flight crew in determining the condition of the aircraft. The inspection should be conducted as near as practical to the beginning of the departure runway. When airport configuration allows, it is desirable to provide de-icing/anti-icing and inspection of aircraft near the beginning of departure runways to minimise the time interval between aircraft de-icing / antiicing and takeoff, under conditions of freezing precipitation.
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8.3.4.3.4.5
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Flight Crew Information - Communication
No aircraft should be dispatched for departure after a de-icing / anti-icing operation unless the flight crew has been notified of the type of de-icing / anti-icing operation performed. The ground crew must make sure that the flight crew has been informed. The flight crew should make sure that they have the information. This information includes the results of the final inspection by qualified personnel, indicating that the aircraft critical parts are free of ice, frost and snow. It also includes the necessary anti-icing codes to allow the flight crew to estimate the holdover time to be expected under the prevailing weather conditions. 1. Anti-icing Codes It is essential that flight crew receives clear information from ground personnel as to the treatment applied to the aircraft. The AEA (Association of European Airlines) recommendations and the SAE and ISO specifications promote the standardised use of a four-element code. This gives flight crew the minimum details to assess holdover times. The use of local time is preferred but, in any case, statement of the reference is essential. This information must be recorded and communicated to the flight crew by referring to the last step of the procedure. Examples of anti-icing codes: AEA Type II/75/16.43 local/FRA 15 Nov 15 AEA Type II
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Type of fluid used
75
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Percentage of fluid/water mixtures by volume 75% fluid / 25% water
16.43
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Local time of start of last application
19 Jan 02
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Date
ISO Type I/50:50/06.30 UTC/ 15 Nov 15 50:50
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50% fluid / 50 % water
06.30
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Time (UTC) of start of last application
2. Standard Communication Terminology a) De-icing / anti-icing supervisor: “Set parking brakes, confirm aircraft is ready for treatment, inform any special requests” b) PIC: “Brakes are set, you may begin treatment and observe… (any special requests like: ice under wing / flaps, clear ice on top of wing, snow on fuselage, ice on landing gear, anti-ice type IV…)” c) De-icing / anti-icing supervisor: “We begin treatment and observe…(special requests mentioned above). I will call you back when ready”. Only after equipment is cleared from aircraft and all checks are made. d) De-icing / anti-icing supervisor: “De-icing / anti-icing completed. Anti-icing code is:… (plus any additional info needed). I am disconnecting, standby for clear signal at right / left and/or contact ground / tower for taxi clearance”.
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e) PIC: “De-icing / anti-icing completed, anti-icing code is…”. 3. Fluid Application and Holdover Time Guidelines Holdover protection is achieved by anti-icing fluids remaining on and protecting aircraft surfaces for a period of time. With a one step de/anti-icing operation holdover begins at the start of the operation and with twostep, at the start of the second (anti-icing) step. Holdover time will have effectively run out, when frozen deposits start to form / accumulate on aircraft surfaces. Due to its properties Type I fluid form a thin liquid wetting film, which gives a rather limited holdover time, depending on weather conditions. With this type of fluid increasing the concentration of fluid in the fluid/water mix would provide no additional holdover time. Type II and Type IV fluids contain a thickener which enables the fluid to form a thicker liquid wetting film on external surfaces. This film provides a longer holdover time, especially in conditions of freezing precipitation. With this type of fluid additional holdover time will be provided by increasing the concentration of fluid in the fluid/water mix, with maximum holdover time available from undiluted fluid. The tables 3, 4 and 5 hereafter give an indication of the time frame of protection that could reasonably be expected under conditions of precipitation. However, due to the many variables that can influence holdover times, these times should not be considered as minimum or maximum as the actual time of protection may be extended or reduced, depending upon the particular conditions existing at the time. The lower limit of the published time span is used to indicate the estimated time of protection during heavy precipitation and the upper limit, the estimated time of protection during light precipitation. CAUTION The times of protection represented in these tables are for general information purposes only. They are taken from the ISO/SAE specification however local authority requirements may differ. The time of protection will be shortened in severe weather conditions. Heavy precipitation rates or high moisture content, high wind velocity and jet blast may cause a degradation of the protective film. If these conditions occur, the time of protection may be shortened considerably. This is also the case when the aircraft skin temperature is significantly lower than the outside air temperature. The indicated times should therefore only be used in conjunction with a pre-takeoff check. Table 1 - Guideline for Application of Type I Fluid / Water Mixtures OAT (°C) -3 and above
Below - 3
One-step procedure Deicing / Anti-icing Freezing point of heated (*) fluid mixture shall be at least 10°C below actual OAT
Two-step procedure First step: De-icing Water heated to 60°C minimum at the nozzle or a heated mix of fluid and water Freezing point of fluid mixture shall be at least 10°C below actual OAT
Second step: Anti-icing (**) Freezing point of heated fluid mixture shall not be more than 3°C above actual OAT
(*) Clean aircraft may be anti-iced with unheated fluid. (**) To be applied before first step fluid freezes, typically within 3 minutes
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Note: For heated fluids, a fluid temperature not less than 60°C at the nozzle is desirable. Upper temperature limit shall not exceed 90°C or fluid manufacturer recommendations.
CAUTION Wing skin temperatures may differ and in some cases may be lower than OAT. A stronger mix (more glycol) can be used under the latter conditions Table 2 - Guideline for Application of Type II and IV Fluid Mixtures Minimum Concentrations as a Function of OAT Concentration fluid/water by volume (fluid % / water %) One-step procedure
OAT (°C)
-3 and above
De-/anti-icing
First step:c de-icing
Second step: anti-icing (**)
50/50 heated (*)
Water heated to 60°C minimum at the nozzle or a heated mix of Type I, II or IV with water
Type II or IV
Type II or IV
below -3 to -14
75/25 heated (*)
below -14 to -25
100/0 heated (*)
below -25
Two-step procedure
Type II or IV Type II or IV
Heated suitable mix of Type I, II or IV with freezing point not more than 3°C above actual OAT
50/50 75/25 Type II or IV 100/0 Type II or IV
Type II / Type IV fluids may be used at temperatures below -25°C provided that the freezing point of the fluid is at least 7°C below OAT and that aerodynamic acceptance criteria are met. Consider the use of Type I fluid when Type II or IV fluid cannot be used.
(*) Clean aircraft may be anti-iced with unheated fluid. (**) To be applied before first step fluid freezes, typically within 3 minutes Note: For heated fluids, a fluid temperature not less than 60°C at the nozzle is desirable. Upper temperature shall not exceed 90°C or fluid manufacturer recommendations.
CAUTION Wing skin temperatures may differ and in some cases may be lower than OAT. A stronger mix (more glycol) can be used under these conditions. As fluid freezing may occur, 50% type II or IV fluid shall not be used for the antiicing step of a cold soaked wing. An insufficient amount of anti-icing fluid, especially in the second step of a two step procedure, may cause a substantial loss of holdover time. This is particularly true when using a Type I fluid mixture for the first step (deicing). Table 3 - Approximate Holdover Times Achieved by Type I Fluid Mixtures Approximate holdover times anticipated under various weather conditions (hours:minutes) OAT (°C)
Frost (*)
Freezing fog
Snow
Freezing Drizzle (**)
Light Freezing rain
Rain on cold soaked wings
above 0
0:45
0:12-0:30
0:06-0:15
0:05-0:08
0:02-0:05
0:02-0:05
0 to -10
0:45
0:06-0:15
0:06-0:15
0:05-0:08
0:02-0:05
(***)
Below -10
0:45
0:06-0:15
0:06-0:15
(*) (**) (***)
During conditions that apply to aircraft protection for ACTIVE FROST (1) Use LIGHT FREEZING RAIN holdover times if positive identification of FREEZING DRIZZLE is not possible CAUTION: Clear ice may require touch for confirmation
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CAUTION For other weather conditions, i.e. snow pellets, snow grains, ice pellets, moderate and heavy freezing rain, No holdover time guidelines exist ISO/SAE Type I fluid / water mixture is selected so that freezing point of the mixture is at least 10°C below actual OAT.
CAUTION ISO/SAE Type I fluids used during ground de-icing / anti-icing are not intended for and do not provide ice protection during flight.
“Active frost” means that the weather condition is such that frost is actually forming. This in contradiction to the situation that frost has formed on an aircraft, for example, but at the time of de-icing no frost is forming anymore, so in that case no protection for frost re-formation is needed after the de-icing, which would be needed if the frost was still forming actively. Active frost occurs when aircraft surface temperature is at or below 0°C and or below dew point. Table 4 - Approximate Holdover Times Achieved by Type II Fluid Mixtures
OAT (°C)
Type II fluid mixture concentration undiluted fluid / water (%Vol/%Vol)
above 0
Approximate holdover time anticipated under various weather conditions (hours:minutes) Snow
Freezing Drizzle (***)
Light Freezing rain
Rain on cold soaked wings
1:05-2:15
0:20-1:00
0:30-1:00
0:15-0:30
0:05-0:40
0:50-1:45
0:15-0:40
0:20-0:45
0:10-0:25
0:05-0:25
4:00
0:15-0:35
0:05-0:15
0:05-0:20
0:05-0:10
100/0
8:00
0:35-1:30
0:20-0:45
0:30-1:00
0:15-0:30
75/25
5:00
0:25-1:00
0:15-0:30
0:20-0:45
0:10-0:25
50/50
3:00
0:15-0:35
0:05-0:15
0:05-0:20
0:05-0:10
Below
100/0
8:00
0:30-1:05
0:15-0:35
0:15-0:45
0:10-0:30
-3 to -14
75/25
5:00
0:20-0:55
0:15-0:25
0:15-0:30 (**)
0:10-0:20 (**)
-14 to -25
100/0
8:00
0:15-0:20
0:15-0:30
Below -25
100/0
0 to -3
Frost (*)
Freezing fog
100/0
12:00
75/25
6:00
50/50
(****)
Below
ISO/SAE Type II fluids may be used below -25°C provided that the freezing point of the fluid is at least 7°C below OAT and that aerodynamic acceptance criteria are met. Consider the use of Type I fluid when Type II fluid cannot be used.
(*) (**) (***)
During conditions that apply to aircraft protection for ACTIVE FROST (1) The lowest authorised temperature is limited to -10°C Use Light Freezing rain holdover times if positive identification of Freezing Drizzle is not possible
(****)
CAUTION: Clear ice may require touch for confirmation
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CAUTION For other weather conditions, i.e. snow pellets, snow grains, ice pellets, moderate and heavy freezing rain, No holdover time guidelines exist. ISO/SAE Type II fluids used during ground de-icing / anti-icing are not intended for and do not provide ice protection during flight.
“Active frost” means that the weather condition is such that frost is actually forming. This in contradiction to the situation that frost has formed on an aircraft, for example, but at the time of de-icing no frost is forming anymore, so in that case no protection for frost re-formation is needed after the de-icing, which would be needed if the frost was still forming actively. Active frost occurs when aircraft surface temperature is at or below 0°C and or below dew point. Table 5 - Approximate Holdover Times Achieved by Type IV Fluid Mixtures
OAT (°C)
Type IV fluid mixture concentration undiluted fluid / water (%Vol/%Vol)
above 0
0 to -3
Approximate holdover time anticipated under various weather conditions (hours:minutes) Snow
Freezing Drizzle (**)
Light Freezing Rain
Rain on cold soaked wings
1:05-2:15
0:35-1:05
0:40-1:00
0:25-0:40
0:10-0:50
6:00
1:05-1:45
0:20-0:40
0:30-1:00
0:15-0:30
0:05-0:35
4:00
0:20-0:35
0:05-0:20
0:10-0:20
0:05-0:10
100/0
12:00
1:05-2:15
0:30-0:55
0:40-1:00
0:25-0:40
75/25
5:00
1:05-1:45
0:20-0:35
0:30-1:00
0:15-0:30
50/50
3:00
0:20-0:35
0:05-0:15
0:10-0:20
0:05-0:10
Frost (*)
Freezing Fog
100/0
18:00
75/25 50/50
Below
100/0
12:00
0:40-1:30
0:20-0:40
0:20-0:55
0:10-0:30
-3 to -14
75/25
5:00
0:25-1:00
0:15-0:25
0:20-0:55 (**)
0:10-0:30 (**)
Below -14 to -25
100/0
12:00
0:20-0:40
0:15-0:30
below -25 (*) (**) (***) (****)
100/0
(****)
ISO/SAE Type IV fluids may be used below -25°C provided that the freezing point of the fluid is at least 7°C below OAT and that aerodynamic acceptance criteria are met. Consider the use of Type I fluid when Type IV fluid cannot be used.
During conditions that apply to aircraft protection for ACTIVE FROST (1) The lowest authorised temperature is limited to -10°C Use Light Freezing rain holdover times if positive identification of Freezing Drizzle is not possible CAUTION: Clear ice may require touch for confirmation
CAUTION For other weather conditions, i.e. snow pellets, snow grains, ice pellets, moderate and heavy freezing rain, No holdover time guidelines exist. ISO/SAE Type IV fluids used during ground de-icing / anti-icing are not intended for and do not provide ice protection during flight.
“Active frost” means that the weather condition is such that frost is actually forming. This in contradiction to the situation that frost has formed on an aircraft, for example, but at the time of de-icing no frost is forming anymore, so in that case no protection for frost re-formation is needed after the de-icing, which would be needed if the frost was still forming actively.
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Active frost occurs when aircraft surface temperature is at or below 0°C and or below dew point. 8.3.4.3.5
Pilot Techniques
The purpose of this section is to deal with the issue of ground de icing / anti icing from the pilot’s point of view. The topic is covered in the order it appears on cockpit checklists and is followed through, step by step, from flight preparation to takeoff. The focus is on the main points of decision making, flight procedures and pilot techniques. For additional information refer to Airbus FCOM Supplementary Procedures chapter - Adverse Weather - Cold Weather or Boeing FCOM SP. 8.3.4.3.5.1
Receiving Aircraft
When arriving at the aircraft, local advice from ground maintenance staff may be considered because they may be more familiar with local weather conditions. If there is nobody available or if there is any doubt about their knowledge concerning de-icing / anti-icing aspects, pilots have to determine the need for de-icing / anti-icing by themselve. Checks for the need to de-ice / anti-ice are presented in Airbus FCOM and Airbus publication “Getting to Grips” with cold weather operations, or Boeing FCOM SP. If the prevailing weather conditions call for protection during taxi, pilots should try to determine ETD to be in a position to get sufficient anti icing protection regarding holdover time. This message should be passed to the de icing / anti icing units, the ground maintenance, the boarding staff, dispatch office and all other units involved. 8.3.4.3.5.2
Cockpit Preparation
Before treatment, avoid pressurising or testing flight control systems. Try to make sure that all flight support services are completed prior to treatment to avoid any delay between treatment and start of taxiing. During treatment observe that: 1. Engines are shut down or at idle 2. APU may be used for electrical supply, bleed air OFF 3. Air conditioning should be OFF 4. All external lights of treated areas must be OFF Consider whether communication and information with the ground staff is/has been adequate. A specific item included in the normal cockpit preparation procedures is recommended. The minimum requirement is to receive the anti icing code in order to figure out the available protection time from the holdover timetable. Do not consider the information given in the holdover timetables as precise. There are several parameters influencing holdover time. The time frames given in the holdover timetables consider the very different weather situations worldwide. The view of the weather is rather subjective; experience has shown that a certain snowfall can be judged as light, medium or heavy by different people. If in doubt, a pre take-off check should be considered. As soon as the treatment of the aircraft is completed, proceed to engine starting.
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8.3.4.3.5.3 Taxiing During taxiing, the flight crew should observe the intensity of precipitation and keep an eye on the aircraft surfaces visible from the cockpit. Ice warning systems of engines and wings or other additional ice warning systems must be considered. Sufficient distance from the preceding aircraft must be maintained as blowing snow or jetblasts can degrade the anti icing protection of the aircraft. The extension of slats and flaps should be delayed, especially when operating on slushy areas. However, in this case slat / flap extension should be verified prior to takeoff. 8.3.4.3.5.4 Takeoff Recommendations given in FCOM of individual aircraft types regarding performance corrections (effect of engine bleeds) or other procedures applied when operating in icing conditions should be considered. 8.3.4.3.5.5
General Remarks
In special situations flight crews must be encouraged not to allow operational or commercial pressures to influence decisions. The minimum requirements have been presented here, as well as the various precautions. If there is any doubt due to the wing is contaminated, do not continue. As in any other business, the key factors to keep procedures efficient and safe are awareness, understanding and communication. If there is any doubt or question at all, ground and flight crews must communicate with each other. Reference: 1. Cold Weather Procedure a) Airbus FCOM PRO-NOR-SUP-ADVWXR or b) Boeing FCOM SP 2. Flight Operations in Icing Conditions a) Airbus FCTM PR-NP-SP 10-10-1 or b) Boeing FCOM SP 3. Contaminated Runways a) Airbus FCOM PRO-NOR-SUP-ADVWXR or b) Boeing FCOM SP
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8.4
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8.4.1
VFR / IFR Policy
All flights are normally conducted under IFR rules except authorised by the VP Flight Operations. Generally, only non-revenue flights in the case of local flight, of small flight or of small part of a flight may be conducted under VFR rules. Air Traffic Controller must be used for all flights whenever available. A flight must not be commenced unless an ATC flight plan has been submitted, or adequate information has been deposited in order to permit alerting services to be activated if required. The Instrument Approach Procedures that are allowed for Citilink Indonesia Operations are: 1. ILS Approach 2. VOR/DME Approach 3. RNP Approach 4. NDB Approach Non-precision approaches are those that provide lateral guidance only (e.g. NDB or VOR Approaches). They may provide advisory information on the vertical profile, but not any guidance on the path that must be followed (e.g. VOR-DME approaches) Precision Approaches are those that provide guidance on lateral as well as the vertical profile (e.g. ILS approach). The highest level of automation shall be used for the Instrument Approach. 8.4.1.1
Change From IFR To VFR
An aircraft electing to change the conduct of its flight from compliance with the IFR to compliance with the VFR must notify the appropriate ATC unit to specify that IFR flight is cancelled. No reply other than the acknowledgement “IFR FLIGHT CANCELLED AT ... (TIME)” should normally be made by the ATC. When an aircraft operating under IFR is flown in or encounters VMC, it must not cancel its IFR flight unless it meets VFR requirements refer to OM Part A - Chapter 8.1.1.1 anticipated, and intended that the flight will be continued for a reasonable period of time VFR. 8.4.1.2
Simulated Abnormal Situation In Flight
Simulations of abnormal or emergency situations requiring the application of part or all of abnormal or emergency procedures and simulation of IMC conditions by artificial means are forbidden during a revenue flight. 8.4.1.3
Meteorological Conditions / Minima
On an flight a PIC shall only: 1. Commence takeoff; or continue beyond the point from which a revised flight plan applies in the event of inflight re-planning, when information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at above the planning minima. 2. Continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the applicable aerodrome operating minima. 3. Abort the VMC approach, if visual reference is lost
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Instrument Departure and Approach Procedures
Instrument departure and approach procedures established by the authority in which the aerodrome is located have to be used (See Operations Manual Part C - Route and Airport Information). However, a PIC may accept an ATC clearance which deviates from above, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure. Different procedures (e.g. EOSID) may be implemented if approved by the Authority. An aircraft should not descend in IMC below the minimum (sector) safe altitude (MSA) as shown on the instrument approach chart until it is established in the approved approach or holding procedure. In the vicinity of the airport an approach may be conducted by visual manoeuvring (circling) under IFR rules if this type of approach is cleared by the ATC and if weather conditions permit it. If visual reference is lost, the circling approach must be aborted. The minima for a specific type of approach and landing procedure are considered applicable if: 1. The navigation facilities shown on the respective chart required for the intended procedure is operative; 2. The aeroplane systems required for the type of approach are operative; 3. The required aeroplane performance criteria are met; and 4. The crew is qualified accordingly. Any increment imposed by the Authority must be added to the minima specified in accordance with company minima. 8.4.1.5
Takeoff Conditions
Before commencing takeoff, a PIC must satisfy himself that: 1. The RVR or visibility in the takeoff direction of the aeroplane is equal to or better than the applicable minimum and 2. The condition of the runway intended to be used should not prevent a safe takeoff and departure 8.4.1.6
Commencement and Continuation of An Approach
Before commencing an approach to land, the PIC must satisfy him/herself that, according to the information available to him/her, the conditions of the intended approach permit a safe approach, landing or missed approaches, conditions that shall be considered include the following: 1. Crew Qualification Minimums, and 2. Onboard equipment, status and limitations, and 3. Ground based equipment required, and 4. Citilink Indonesia operating minima, and 5. Performance limitations of the airplane The inflight determination of the landing distance should be based on the latest available report, preferably not more than 30 minutes before expected landing time. The PIC may commence an instrument approach regardless of the reported RVR / visibility but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR / visibility is less than the applicable minima.
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Where RVR is not available, RVR values may be derived by converting the reported visibility in accordance with Visibility RVR Conversion table. If, after passing the outer marker or equivalent position in accordance with above, the reported RVR/ visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H. Where no outer marker or equivalent position exists, the PIC shall make the decision to continue or abandon the approach before descending below 1,000 ft AAL on the final approach segment. If the MDA/H is at or above 1,000 ft AAL, Citilink Indonesia shall establish a height, for each approach procedure, below which the approach shall not be continued if the RVR/visibility is less than the applicable minima. The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained. 8.4.1.7
Stabilized Approach
8.4.1.7.1
Stabilized Approach Criteria
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at 1,000 ft AFE (Above Field Elevation) in instrument conditions, (or at 500 ft AFE in visual conditions). In order to be stabilized, all of the following conditions must be verified before, or at this stabilization height: 1. The aircraft is on the correct lateral and vertical flight path 2. The aircraft is in the desired landing configuration 3. The thrust is stabilized, usually above idle, in order to maintain the target approach speed along the desired final approach path 4. There is no excessive flight parameter deviation. If the aircraft is not stabilized on the approach path in landing configuration in the following conditions: 1. At 1,000 ft AFE (Above Field Elevation) in instrument conditions, or 2. At 500 ft AFE (Above Field Elevation) in visual conditions, Then a go around must be initiated unless the flight crew estimates that only small corrections are necessary to rectify minor deviations from stabilized conditions due, amongst others, to external perturbations. Note : PM shall make calls-out if the flight parameters exceeding and/or landing configuration not set.
8.4.1.7.2
Stabilized Instrument Approach Point
All instrument approaches, or straight-in visual approaches, are to be stabilized by 1,000 feet AGL. This means that the aircraft must be fully configured for landing, at an appropriate speed, and complying with all other stabilised approach criteria as detailed in paragraph 8.4.1.7.1. If a flight is not stable at 1,000 ft AGL, a go-around must be performed. At 1,000 ft AGL, PM will announce “1,000 feet” and PF will announce “stabilized” if the flight is stabilized. If the flight is not stabilized at 1,000 ft AGL then the correct response from the PM is “NOT stabilized”. This should be annunciated without any delay or hesitation, and a Go-around performed immediately by PF.
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Stabilized Visual Approach Point
For the purposes of this restriction, a visual approach is a pattern consisting of at least a base leg and final approach, flown without ATC guidance, when in clear visual contact with the runway. The correct visual approach procedure as detailed in Airbus FCOM PRO-NOR-SOP or Boeing FCTM Chapter 5 must be flown, with no deviation. If an ATC approved visual circuit is being flown the aircraft must be fully configured by at least 500 feet AGL. No later than 500 ft AGL, the aircraft must be established on the correct approach path (laterally as well as vertically), in the landing configuration, complying with ALL Stabilized Approach criteria detailed at OM Part A - Chapter 8.4.1.7.1. At 500 ft PM will call “500 feet” and PF will call “STABILIZED” respectively. If the aircraft does not fulfil the criteria at either point then “NOT stabiliZed” must be called without delay or hesitation, and a Go-Around performed immediately by PF. Note : A straight-in visual approach, or instrument approach that has transitioned to visual references does not qualify under this restriction as a visual approach and therefore must be stabilised by 1,000 ft AGL as described at “8.4.1.7.2 Stabilized Instrument Approach Point” on page 180
8.4.1.7.4
Stabilized Circling Approach Point
For the purposes of this restriction, a circling approach is the visual phase of an instrument approach to reposition the aircraft for landing on a runway which is not suitably located for a straight-in approach. The circling approach procedure as detailed in Airbus FCOM PRO-NOR-SOP or Boeing FCTM Chapter 5 must be flown. At final leg the aircraft must be established on the correct approach path (laterally as well as vertically), in the landing configuration, complying with ALL Stabilized Approach criteria detailed at OM Part A Chapter 8.4.1.7.1. If the aircraft does not fulfill the criteria at either point then “NOT stabilized” must be called without delay or hesitation, and a Go-around performed immediately by PF. 8.4.1.7.5
Maintaining Stabilized Approach Criteria
Stabilized approaches should remain within the criteria described at OM Part A - Chapter 8.4.1.7.1 Stabilized Approach Criteria. The flight crew must initiate a go-around if unable to maintain the stabilized approach criteria unless only small corrections are required to rectify minor deviations from stabilised conditions due, amongst others, to external perturbations.
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Exceedance and Associated PM Callout Parameter
Exceedance
Callout
IAS
Speed target +10 kt / -5 kt
V/S
> -1,200 ft/min
“SINK RATE”
Pitch attitude
+10 ° / -2.5 °(1)
“PITCH”
Bank angle
7° Localizer
ILS only
“BANK” Excess Deviation
Glide slope
1/2 dot PFD
“LOC”
1/2 dot PFD
“GLIDE”
XTK greater than 0.1 nm V/DEV greater than 1/2 dot NPA
Course greater than 2.5 °(VOR) Course greater than 5 ° (ADF) Altitude Distance check
(1)
“SPEED”
“CROSS TRACK” “V/DEV” “COURSE” “COURSE” “__FT HIGH (LOW)”
The pitch attitude upper threshold becomes +7.5 ° or A321.
Note: Following a PM flight parameter exceedance call out, the suitable PF response will be: • Acknowledge the PM callout, for proper crew coordination purposes • Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions • Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a goaround.
8.4.1.8
Departure Contingency Procedures
A failure or malfunction of a component during a takeoff, or initial climb, calls for utmost cooperation of all crew members. To be well prepared for this situation a thorough briefing is essential. 8.4.1.8.1
Malfunctions During Takeoff
The decision to reject a takeoff shall be based on all relevant factors such as: type of malfunction, speed at the time of the failure, mass, runway condition etc. Published takeoff performance data are calculated to ensure that accelerate-stop distance, takeoff distance and takeoff run are within limits for the given runway with due consideration to ambient conditions such as wind, temperature and pressure. A single value of V1 is used for the stop and go cases. Line-Up loss is included but should always be minimized by the crew. Published takeoff performance data should permit a complete stop of the aeroplane on the remaining runway provided that: 1. First action is initiated latest at V1; 2. The runway is dry; 3. Full braking is applied (Autobrake MAX). Note: Reverse thrust further decelerates the aeroplane although it is not included in the accelerate-stop distance calculation.
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Engine Failure Before V1
With due consideration to the factors above the following policy applies: Engine Failure Before V1 = Reject Takeoff Note that in some conditions an engine failure may be difficult to recognize. For instance a partial power loss in crosswind conditions may not cause much yaw; or a seizure may be so abrupt as to be mistaken for a structural failure of the aeroplane. On the other hand, an engine failure at low speeds shall produce a marked yaw, and only a timely rejection of the takeoff shall enable control within the confines of the runway width. The crew actions, interactions and task sharing shall be as per Airbus FCTM PR-NP-SOP-160. 8.4.1.8.1.2
Engine Failure After V1
The clearance from the obstacles is the responsibility of Citilink Indonesia, and in accordance with the provisions of ICAO Doc 8168, Engine Failure Procedure charts have been published. If the chart path is followed, then obstacle clearance is assured in an Engine out condition and all Runway analysis has been computed on this basis. The flight path shall be selected so as to achieve maximum terrain clearance as soon as possible and shall be on of the following: 1. Engine Out SID on the Runway Analysis (if applicable): The aircraft is flown on the extended runway centerline to the first turning point and then flown to complete Engine Out SID as specified. The aircraft must not be accelerated until: a) The MSA has been achieved prior to all turns being completed and the aircraft may be accelerated after completion of the Engine Failure Procedure (“Engine Secured”); or b) All the turns specified in the Engine-Out SID have been completed and the aircraft has attained the minimum acceleration altitude/height specified on the relevant performance and limitation; or c) Proceed as directed by ATC, follow SID; or d) Manoeuver for an instrument letdown; or e) Other Obstacle Clearance Altitude requirements has been achieved. 2. Straight Ahead Procedure: Where there is no EOSID on the Runway Analysis chart, then the aircraft is flown on the extended runway centerline until all four segments of the takeoff are completed, with consideration of: a) Circling Minima; b) Minimum Safe Altitude; c) Other Obstacle Clearance Altitude requirements. 3. Follow SID The SID’s do not guarantee EO climb obstacle clearance. Procedure Design Gradient (PDG) for SID is assumed 3.3% unless otherwise published.
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Notes: - If an EOSID procedure requires the aircraft to “track” (e.g.”track 250 Deg (M)”), and then the aircraft must be flown on a heading adjusted for drift so that the required track is followed. -
The above are the general procedures to be followed in the event of an engine failure after V1 or in a GoAround; the individual crew actions, interactions and task sharing shall be as per the FCOM.
8.4.1.8.1.3
Turns After Takeoff
Turns up to a bank angle of 15o may be executed until passing a height of 400 ft AGL. Turns up to a bank angle of 30o may be executed at or above a height of 400 ft AGL. Note: For some special Category ‘C’ airports, the minimum altitude for turns after takeoff may be exempt.
8.4.1.8.1.3.1 Continuing Flight After Abnormal and Emergency Situation Flight Crew must have technical evaluation, assessment and consideration before continuing the flight after Rejected Takeoff, Engine Failure and other abnormal and emergency situation i.e.: 1. Wheel and brake condition after Rejected Takeoff 2. Fuel requirements 3. Engine condition after Engine Relight succesfully 4. Etc Refer to Quick Operational References (QOR) - CRM Guidance During Abnormal and Emergency Situation. 8.4.1.8.1.4
Engine Fire
Engine fire during takeoff shall be performed as an engine failure for related procedure. 8.4.1.8.1.5
Tyre / Wheel Trouble
Tyre burst on takeoff may affect the braking severely and will be performed at PIC’s discretion. If the takeoff is continue a runway inspection should be requested. Retraction of the landing gear should be avoided as it may cause more damage and increase the risk of fire. Engine parameters should be checked carefully as ingestion of rubber is possible. 8.4.1.9
Overweight Landing
An Overweight Landing shall be performed in abnormal and emergency situation. The Actual Takeoff Weight of the aircraft was calculated that the Estimated Landing Weight at destination or alternate airport would not exceed the allowable Maximum Landing Weight as specified in the Airbus FCOM-LIM-AGWGHT and Boeing FCOM Chapter L. If for some reason (i.e wind change, shorter route, etc), the landing is expected to be overweight, the crew shall modify the flight profile (lower Flight Level, early configuration, holding, etc) to ensure that the landing will be below the Maximum Landing Weight. When landing at an airport not being the flight plan destination, the Actual Landing Weight could be considerably higher than the Maximum Landing Weight.
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Any landing with a weight in excess of above the Maximum Allowed Landing Weight shall be reported in both the Aircraft Maintenance Log and a Trip Report. When a hard landing (G-Load Warning appear for Airbus fleet) is made at any weight, the “hard landing inspection” for the aircraft type concerned shall be carried out. Refer to Airbus QRH ABN-25.07 OVERWEIGHT LANDING or Boeing FCTM Chapter 6. 8.4.1.10
Noise Abatement Procedure
The design of Noise Abatement Procedures ensure that the necessary safety of flight operations is maintained whilst minimizing exposure to noise on ground. If charted, they must be complied with, but pilot prompted by safety concerns can refuse a runway offered for noise preferential reasons. Noise Abatement Procedures will not be conducted in conditions of significant turbulence or windshear. PIC must not perform or no longer apply Noise Abatement Procedure, if conditions preclude the safe execution of the procedure and the minimum required obstacle clearance.
Refer to Airbus FCTM PR-NP-SOP-120 Refer to Boeing FCTM Chapter 3.30
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Normal Checklist Policy
The PIC shall assure that the flight crew utilizes checklists to ensure compliance with operating procedure contain on the FCOM and the requirement of the aircraft certificate of airworthiness. The use of an update checklist for normal and emergency operation is compulsory. One checklist must be within immediate reach at each flight-crew station. The items on the checklist shall be called out separately in a loud and clear voice. The exact terminology of the cockpit checklist shall be adhered to: 1. Interruptions by other crew members or ground engineers shall, whenever possible be avoided. 2. When interrupted by radio communications, checklist reading shall be stopped until it finished. 8.4.1.12
Crew Workload During Night and IMC Instrument Approach and Landing Operation
Citilink Indonesia suggests the maximum use of the automatic systems of the aircraft. The Airbus FCOM or Boeing FCOM procedures indicate task sharing between PF and PM without specifying the real position of PF. This was intentionally done to allow the possibility of the CM2 to be the PF for Non-Low Visibility Operation (LVO) approaches. However, the task sharing for a CAT II / CAT III approach is that CM1 is PF and CM2 is PM, without exception. Workload must be distributed in such a way that the PF primary tasks are supervising and decision making, and PM primary task is monitoring operation of the automatic system. In summary the tasks are shared as follows: PF: 1. Have hands on controls and thrust levers throughout the approach, landing or Go-Around below 2,500 ft AAL 2. Makes FCU selections (if any) 3. Takes manual control in the event of AP disconnection 4. Monitors flight instruments 5. Approaching DA(H) / MDA, starts to look for visual references, progressively increasing external scanning as DA(H) / MDA is approached. 6. At or before DA(H) / MDA (if his decision is to continue), calls “CONTINUE” 7. Scans mostly head-up to monitor the flight path and flare 8. Monitors thrust reduction and for “RETARD” callout for Airbus Fleet 9. Sets thrust levers to idle 10. Selects and controls reverse thrust Additionally, for Autoland (if applicable) - Disengages autopilot when taxi speed is reached. PM: 1. Monitors flight instruments head-down throughout approach, go-around or landing until rollout is completed 2. Calls any deviation or failure warning 3. Calls-out “500 FEET” at 500 ft AAFE
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4. Calls barometric heights as required, and monitors auto call-out or calls radio heights including “100 ABOVE” 5. Monitors FMA and calls mode changes as required. 6. At DA (H) / MDA, calls “MINIMUM”; if no response from PF, initiates a go-around. Additionally, for Autoland / LVO Approaches (if applicable): 1. Monitors flare by flight instruments; 2. Monitors lateral guidance during flare by yaw bar on PFD; 3. Monitors automatic ground roll by scanning alternately instruments and external references
8.4.2
Navigation Procedures
Citilink Indonesia Aircraft are equipped with a comprehensive and high standard of navigation equipment. The general principle is that for all operations: 1. Carry out independent cross checks of keyboard entries where these affect the flight path. 2. Navigation equipment is checked for serviceability and normal operation before each flight. Once in flight, verification of the accuracy of the navigation system is to be made. 3. Reliance must not be placed on raw data information derived from ground beacons until the appropriate coded signal has been identified and confirmed by both pilots. 4. In flight, navigation aids should be selected periodically, to confirm the accuracy of the FMGS (Airbus) / FMS (Boeing), and to be readily available for use if the primary equipment gives indications of inaccuracy or malfunction. 5. If any doubt exists about the accuracy of the FMGC (Airbus)/FMC (Boeing)/GPS/IRS, the position is to be established using the detailed operational procedures set out in Airbus FCOM PRO-NORSRP-01-50 or Boeing FCOM Chapter SP.11. 6. Flight crews must remain alert to the possibility of errors in programming or performance, and be prepared to revert to a lower level of navigation equipment and procedure. 7. The relevant approved Enroute Chart shall be available to both pilots to monitor routings, MORA’s, danger areas etc. 8.4.2.1
Routes and Areas of Operation
Operations shall only be conducted along such routes or within such areas, for which: 1. Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation; 2. The performance of the aeroplane intended to be used is adequate to comply with minimum flight altitude requirements; 3. The equipment of the aeroplane intended to be used meets the minimum requirements for the planned operation; 4. Appropriate maps and charts are available; 5. If two-engine aeroplanes are used, adequate aerodromes are available within the time / distance limitations; 6. Operations shall be conducted in accordance with any restriction on the routes or the areas of operation, imposed by the DGCA.
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Inflight Procedures
Standard navigational procedures and system requirements including policy for carrying out independent cross checks of keyboard entries where they affect the flight path followed by the aircraft are detailed in FCOM. Specific “Long range navigation” and “Polar navigation” procedures when applicable are also included in above-mentioned documentation. In the event of degradation of aircraft performance, flight crew shall use standard phraseologies to inform the ATC “Unable RNP (specify type) (or RNAV) due to (reason e.g equipment, weather, loss of RAIM etc). Conventional Navigation Conventional navigation procedures are based on the availability of satisfactory ground navigation aids, infrastructures (VOR, DME, NDB...), and aircraft navigation systems, which enable navaid to navaid navigation. Large safety margins mandated with respect to aircraft separation contribute to airspace saturation in certain areas. ARea NAVigation (RNAV) ARea NAVigation (RNAV) allows to navigate “point-to-point”, the aircraft position being determined by the on board navigation system using the information from several navigation aids such as VOR/DME or DME/DME or GNSS (GPS). It is not needed to navigate directly to and from the navigation aids. For example, this allows to create approach constituated by a succession of non-aligned straight segments. But in all cases, the path is geographically defined. Inertial reference system (IRS) allows to extend this “Aera Navigation” further than the range of the navigation aids. The Performance Based Navigation (PBN) The Performance Based Navigation (PBN) concept specifies RNAV system performance requirements in terms of accuracy, integrity, availability, continuity and functionality needed for the proposed operations in the context of a particular Airspace Concept, when supported by the appropriate navigation infrastructure. In that context, the PBN concept represents a shift from sensor-based to performance-based navigation. 8.4.2.3
Performance Based Navigation Concept
The Performance Based Navigation concept (PBN) specifies a required level of navigation performance, which is characterized by a navigation accuracy level associated with the considered route or procedure. It is defined by a value “X”, which is the max lateral distance from the track centerline that aircraft may deviate for 95% of flight time. Typical examples of navigation performance: Oceanic area (en-route)
: ............. X = 10
Continental area (en-route)
: ............. X = 5
Terminal area (SID or STAR)
: ............. X = 1
Approach
: ............. X = 0.3
The value “X” is function of the type of Airspace / procedure and availability of ground navigation aids or of GNSS.
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The PBN concept includes: 1. RNAV navigation specifications, and 2. RNP navigation specifications 8.4.2.3.1
RNAV “X” Specifications
RNAV specifications are based on RNAV techniques. Consequently the navigation performance is associated with the aircraft systems (Navigation, Guidance, Display), the flight crew training and the type/location of navigations aids (ground Nav aids, GNSS). Citilink Indonesia must ensure that Aircraft equipments (refer to Flight Manual) and flight crew training and Nav aids availability comply with the required navigation performance level “X” before starting RNAV “X” operations. An operational approval may be required by the authorities. Accuracy but also integrity, availability and continuity must be considered. 8.4.2.3.2
RNP “X” Specifications
RNP specifications is based on Required Navigation Performance (RNP) when in addition to the RNAV capability, an on board monitoring and alerting system is implemented to warn the flight crew when the actual navigation performance is insufficient. RNP”X” = RNAV”X” + Monitoring + Alert
The RNP concept ensures that the aircraft remains contained within a specific volume of airspace, without requiring an outside agent to monitor its accuracy and integrity.
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Airspace Designation
Remark: The existing RNP 10 designation is inconsistent with PBN RNP and RNAV specifications. RNP 10 does not include requirements for on-board performance monitoring and alerting. Renaming current RNP 10 routes, operational approvals etc. to a RNAV 10 designation would be an extensive and expensive task, which is not cost effective. Consequently, any existing or new operational approvals will continue to be designated RNP 10, and any charting annotations will be depicted as RNP 10. 8.4.2.4
RNAV/RNP Aircraft Navigation Systems
The certified capability and the approved FMGS modes of operation are given in the Aircraft Flight Manual (AFM). Airbus aircraft with GPS PRIMARY have a statement in the AFM on RNP capability. For aircraft without GPS PRIMARY, there is no such statement in the AFM as the RNP concept did not exist at the time of certification. However, RNP-0.3 capability is usually accepted when the DME/DME position can be ensured during the whole procedure. 8.4.2.4.1
Aircraft Without GPS Primary
For these aircraft, navigation performance is function of the ground radio navaid infrastructure. Outside radio navaid coverage, navigation performance is determined by the INS/IRS drift rate, which implies a time limitation in direct relation to the RNP value to be achieved. 8.4.2.4.2
Aircraft With GPS Primary
When GPS PRIMARY is available in flight, the on-board navigation performance exceeds the currently known requirements for any kind of route, in Approach, the Alarm limit (AL) is set to 0.3 NM (containment limit). The availability of GPS PRIMARY, on any given route, is a function of the: 1. Satellite constellation configuration 2. Aircraft equipment 3. Aircraft’s geographical position 4. Required navigation accuracy
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GPS Availability Depending on which type of RNP value is envisaged, and which type of navigation mode is available, a preflight verification of GPS PRIMARY availability may be required when part of the planned route is outside radio navaid coverage. For example: -
The navigation system of A300 B2/B4s equipped with GNLU can either use GPS or DME sensors. When the aircraft is outside radio navaid coverage, GPS becomes the sole means of navigation, therefore GPS availability must be verified prior to the flight.
-
For other Airbus models, IRS navigation is available as an ultimate means of navigation. Therefore, a temporary loss of GPS PRIMARY may be acceptable, depending on the RNP value desired.
-
If GPS accuracy is needed for a Non Precision Approach, at destination or at alternate, then GPS availability at the ETA at this airport must be checked prior to departure.
GPS Integrity With the GPS PRIMARY function, the Receiver Autonomous Integrity Monitoring (RAIM) of Honeywell FMS or the Autonomous Integrity Monitored Extrapolation (AIME) of Litton FMS ensures navigation position integrity. Both the AIME and the RAIM compute a Horizontal Integrity Limit (HIL) with: 1. 99.9% probable maximum error, assuming a satellite failure. 2. Guaranteed containment distance, even with undetected satellite failures. 3. Comparison to an Alarm Limit (AL) function of the area of operation. 8.4.2.5
RNAV Instrument Approach Procedure (RNAV IAP)
RNAV approaches are now associated with GPS. It may be considered that RNAV approaches based on ground Nav aid VOR DME or DME DME are no more used. The term “RNAV IAP” covers different kinds of approaches: 1. RNAV approach, procedure, requiring VOR DME updating (no more used). 2. RNAV approach, requiring DME DME updating (very limited used). 3. RNAV GNSS or GPS approach requiring GPS updating. 4. RNAV approach with associated RNP value, with and/or without GPS also called Basic RNP IAP (very limited used). To fly RNAV approaches, aircraft must be equipped with a RNAV system, which is the FMS for Airbus aircraft. RNAV approaches without GPS are possible, provided it has been verified that, for each specific procedure, FMS navigation radio updating will support the required accuracy. 8.4.2.5.1
RNAV (GNSS or GPS)
They require a FMS equipment with GPS position update and RAIM integrity or equivalent (Litton AIME). These IAPs are sometimes published as GPS approaches but GPS Approach are progressively renamed RNAV (GNSS or GPS) All Airbus aircraft with the GPS PRIMARY function can fly this kind of IAP.
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These approaches are necessarily coded in the WGS 84 co-ordinates system. Both RNAV (GNSS or GPS) and RNAV (RNP) approaches are merging in a single category: RNP APCH (refer to ICAO PBN Manual) For detail, refer to FCOM PRO-SPO-51. 8.4.2.5.1.1
Management of Degraded Navigation
1. For RNAV(GNSS) approaches with LNAV minima and LNAV/VNAV minima: a) Use the appropriate remaining AP/FDin the following cases: -
GPS PRIMARY LOST on one ND
-
NAV ACCUR DOWNGRAD on one FMGS.
b) Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually: -
GPS PRIMARY LOST on both NDs
-
XTK > 0.3 NM
-
NAV FM/GPS POS DISAGREE on ECAM
-
NAV ACCUR DOWNGRAD on both FMGS.
2. For RNAV(GNSS) approaches with LNAV/VNAV minima: Discontinue the approach in the case of deviation of 75 ft below the vertical path (V/DEV>¾ dot). 3. Alerts relative to the navigation and guidance system in approach such as: a) GPS PRIMARY LOST on both sides b) FM/GPS POSITION DISAGREE c) FMS1/FMS2 POS DIFF d) Loss of FINAL APP mode e) Loss of both FMGC or severe dual reset Require the flight crew to initiate a missed approach procedure. After the loss of GPS FMS position update, the FMS position will drift with the IRS position. But the drift rate is sufficiently low to ensure safe navigation the time necessary to reach the MSA. For the FM/GPS POSITION DISAGREE and FMS1/FMS2 POS DIFF alerts, the flight crew must continue the missed approach or departure procedure using mitigations means (e.g. conventional radio navaids EGPWS, adequate procedure charts with all the relevant information, …) The loss of NAV or FINAL APP mode will require the PF to disconnect the AP, fly manually using the L/ DEV indication (disregarding the FD orders) until the PNF can re-engage NAV and the opposite AP. Note: Refer to OM Part B - Airbus FCOM PRO-NOR-SOP 18C P12/24
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Missed Approach Procedures
At DA, at the latest if visual conditions are not met, a go around must be initiated. For aircraft without the automatic NAV mode reengagement at GA initiation, it is essential to immediately re-engage the NAV mode manually. The missed approach is quite standard, but as required by the flight path design, the crew will monitor that the correct speed constraints are taken into consideration or will select the appropriate speed on FCU to fly the RF (Radial to Fix) legs. The aircraft clean up must be adapted to the speed constraints. Reaching the transition altitude, the L/DEV indication disappears. 8.4.2.5.2
RNAV (RNP)
RNP-0.3 is the current navigation accuracy standard in approach. RNP-0.3 means that the aircraft position error must be less than 0.3NM, with a probability of 95%. Normally, an FMS with GPS updating is required to demonstrate RNP-0.3, but the same RNP value can be achieved by an FMS with DME/DME updating, provided the density of DME ground facilities is sufficient to support it. If DME coverage is demonstrated to be satisfactory, Authorities may accept RNP-0.3 RNAV approaches without GPS. Specific DME may need to be operative (NOTAM). All Airbus aircraft with the GPS PRIMARY function can fly this type of IAP. For detail, refer to FCOM PRO-SPO-51. 8.4.2.6
RNAV IAP Operational Approval
RNAV IAP operational approval may be required by the national Authorities in order to perform RNAV approaches. This operational approval may be generic for any type of RNAV IAP, or specific for designated approach procedures, depending on the type of airborne navigation equipment. Conversely, RNP-0.3 RNAV approach procedures based on DME/DME position updates, should be the subject of an operational approval for each individual approach, unless specifically granted on the published approach chart. 8.4.2.6.1
RNAV Training and Documentation
The Airbus aircraft RNAV system is the FMGS. Flight crews are extensively trained to use this system from their first Airbus type rating course, and from routine use of the system. Therefore, no specific training is required to use the FMGS for RNAV approaches, unless the airline’s policy is to fly conventional NPA with selected FMGS modes only. In such a case, some refresher training, on the procedures for using NAV and FINAL APP modes in approach, can be accomplished during a recurrent training session. 8.4.2.6.2
Flight Crew Procedures (RNAV Approach)
Citilink Indonesia established RNAV approach Flight crew procedures, based on the Airbus FCOM PRO NOR SOP.
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8.4.2.7
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The crew must report any lateral or vertical NAV guidance anomaly to the Flight Operations. The report must be fully documented for further investigation and corrective actions: 1. Approach designation and airport. 2. A/C type, MSN, GW, wind/temp. 3. Navigation database cycle. 4. Pilot selections, FMA, ND, MCDU displays. 5. Description of anomaly, flight path. 6. DFDR/QAR reading. 8.4.2.8
Enroute Navigation Facilities
Citilink Indonesia must show, for each proposed route, that non-visual ground aids are: 1. Available over the route for navigating aircraft within the degree of accuracy required for ATC; and 2. Located to allow navigation to any airport, including alternate(s), within the degree of accuracy necessary for the operation involved. Except for those aids required for routes to alternate airports, non-visual ground aids required for approval of routes outside of controlled airspace are listed in the air carrier’s operation specifications.
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GENERAL Operating Procedure
Reduce Vertical Separation Minimum (RVSM)
8.4.2.9.1
General Concept
RVSM airspace is defined as an airspace or route where aircraft are vertically separated by 1,000 ft (rather than 2,000 ft) between FL 290 and FL 410 inclusive. The objective is to increase the route capacity of saturated airspace, while maintaining (at least) the same level of safety. This can be achieved by imposing strict requirements on equipment and on the training of personnel, flight crews and ATC controllers. As part of the RVSM program, the aircraft “altitude-keeping performance” is monitored, overhead specific ground-based measurement units, to continuously verify that airspace users are effectively applying the approved criteria and that overall safety objectives are maintained. NON RVSM Airspace ==========► FL 410 ===► ◄=== FL 390 ◄==========
RVSM Airspace ====►===►= ◄=====
=====◄== FL 400◄==========
◄=====
=►============== FL 390 ==► =====◄== FL 380◄==========
◄===== ==========► FL 370 ===► ◄=== FL 350 ◄========== ==========► FL 330 ===► ◄=== FL 310 ◄==========
=►============== FL 410 ==►
====►===►=
=►============== FL 370 ==►
◄=====
=====◄== FL 360◄==========
◄=====
=►============== FL 350 ==►
◄=====
=====◄== FL 340◄==========
====►===►=
=►============== FL 330 ==►
◄=====
=====◄== FL 320◄==========
◄=====
=►============== FL 310 ==►
◄=====
=====◄== FL 300◄==========
==========► FL 290 ===►
====►===►=
=►============== FL 290 ==►
WEST◄=========►EAST
Transition Airspace
EVEN WEST ◄=========► ODD EAST
Some countries have their own vertical separation rules and specific RVSM FLs. China is an example of country having their own vertical separation rules:
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Flight Levels of China Rule 180o - 359o
360o - 179o
ft (x100)
metres
ft (x100)
metres
20
600
30
900
39
1 200
49
1 500
59
1 800
69
2 100
79
2 400
89
2 700
98
3 000
108
3 300
118
3 600
128
3 900
138
4 200
148
4 500
157
4 800
167
5 100
177
5 400
187
5 700
197
6 000
207
6 300
217
6 600
226
6 900
236
7 200
246
7 500
256
7 800
266
8 100
276
8 400
291
8 900
301
9 200
311
9 500
321
9 800
331
10 100
341
10 400
351
10 700
361
11 000
371
11 300
381
11 600
391
11 900
401
12 200
411
12 500
430
13 100
449
13 700
Note: Blue color represent RVSM in China
8.4.2.9.2
RVSM Operation
8.4.2.9.2.1
Operational Approval
Citilink Indonesia is authorized to conduct operations within airspace designated as Reduce Vertical Separation Minimum (RVSM) Airspace in accordance with the limitations and provisions in Company ACL. 8.4.2.9.2.2
RVSM Procedures
1. Flight Preparation The Crew must pay particular attention to conditions that may affect operations in RVSM airspace. These include, but may not be limited to: a) Verifying that the Aircraft is approved for RVSM operations. b) Review NOTAM and weather forecast paying particular attention to severe turbulence, which may affect aircraft altitude, in order to maintain the required RVSM performance. c) Check letter “W” are inserted in ATC Flight Plan. (The letter “W” to show that the Aircraft and Citilink Indonesia are approved for RVSM operations).
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2. Preflight procedure at the Aircraft for each flight a) Review of Maintenance Logs and Form to determine the condition of equipment required for flight in RVSM airspace (RVSM MEL fulfilled). b) Ensure that maintenance action has been taken to correct defect to required equipments. c) During the external inspection check, -
Check the condition of Static Sources and the condition of the Fuselage Skin in the vicinity of each static source.
d) Before Takeoff -
The Aircraft altimeters should be set to the local altimeter (QNH) setting and should display a known elevation (e.g. field elevation), the difference between Elevation and the Elevation displayed on the Aircraft altimeter (QNH) setting should not exceed 75 feet.
-
The Two Altimeters should agree within limits specified by the Flight Crew Operating Manual (FCOM).
-
Equipment required for flight in RVSM airspace should be operational, and indications of malfunction should be resolved.
3. Inflight Procedure Prior To RVSM Airspace Entry The following equipment should be operating normally: a) 2 (two) Primary Altitude Indications systems (Altimeters indication from ADRs or ADCs) should agree within +/- 200 feet (60 Meters). b) One AP in ALT and OPEN CLB/DES (or LVL/CH) modes c) FCU (Airbus) MCU (Boeing) altitude selection and OPEN CLB/DES (or LVL/CH) selection d) 1 (one) Altitude Alerting system e) 1 (one) Transponder ( Mode C-capable SSR mode) f) If any equipment fails prior entering RVSM airspace, the pilot should request a new clearance to avoid RVSM airspace. -
Pilots Transmission: “Call sign, level or requested level, Negative RVSM“
If only two ADRs (or two ADCs) are operative, record significant main and standby altimeter indications for reference, in case of subsequent altimeter failure. 4. Inflight Procedures within RVSM airspace The following are to be observed when within the RVSM airspace: a) When passing the transition Altitude, all primary and Stand By altimeter set to 29.92 in.Hg / 1013.2 hPa and rechecking for proper altimeter setting when reaching the initial CFL (Cleared Flight Level). b) Autopilot shall be engaged within RVSM airspace for cruise and level changes. c) The Aircraft should not intentionally depart from Cleared Flight Level without a positive clearance from ATC, except in emergency situations. d) The Aircraft should not be allowed to overshoot or undershoot the Cleared Flight Level for more than 150 ft (45 Meters). e) The altitude alerting system should be operational.
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-
The Altitude alerting system should be operational.
-
Every 1 (one) hour (at intervals of +/- one hour):
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Cross checks between the primary and standby altimeter should be made.
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2 (two) primary altimeter should agree within +/- 200 ft (60 Meters) or specified in the FCOM.
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The usual scan of flight instruments should be sufficient.
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The difference between the primary and stand by altimeters should be note for use in contingency situations.
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If the pilot notified by ATC of an AAD (Assigned Altitude Deviation) error which exceeds 300 ft (90 m) then the Pilot should take action to return to CFL as quickly as possible. Note: AAD, the difference between the transponder Mode-C altitude and the assigned altitude / Flight Level.
-
Failure to meet this condition will require notification to ATC.
5. Post Flight Procedures a) In making entry in the maintenance logbook, Pilots should provide sufficient details to enable maintenance to effectively trouble shoot and repair the system. b) The Flight Crew must report on the maintenance logbook any malfunction or loss of any required equipment. c) The following information should be noted when appropriate: -
Primary and Standby altimeter readings
-
Altitude selector setting
-
Subscale setting on Altimeter
-
Autopilot
-
Differences in altimeter readings if alternate static ports are selected
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Air Data Computer (ADC)
-
Transponder
6. Inflight Abnormal Procedures When flying within RVSM airspace, the ATC must be informed in case of: a) Failure of both APs. b) Loss of altimeter indication redundancy. Only one main indication remains. c) Excessive discrepancy of altitude indications without means of determining which indication is valid. d) Encounter with severe turbulence e) Abnormal situation, preventing the aircraft from maintaining the assigned FL If one AP is unable to keep the assigned altitude, select the other AP.
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RVSM Contingencies Procedures Asia / Pacific Region
8.4.2.9.2.3.1 General Procedures If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or an aircraft is unable to maintain the navigation performance accuracy specified for the airspace, a revised clearance shall be obtained, whenever possible, prior to initiating any action. The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably spoken three times shall be used as appropriate. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and the overall air traffic situation. If prior clearance cannot be obtained, until a revised clearance is received the following contingency procedures should be employed and the pilot shall advise air traffic control as soon as practicable, reminding them of the type of aircraft involved and the nature of the problem. In general terms, the aircraft should be flown at a flight level and on an offset track where other aircraft are least likely to be encountered. Specifically, the pilot shall: 1. Leave the assigned route or track by initially turning at least 45 degrees to the right or to the left, in order to acquire a same or opposite direction track offset 15 NM (28km) from the assigned track centerline. When possible, the direction of the turn should be determined by the position of the aircraft relative to any organized route or rack system. Other factors which may affect the direction of the turn are: a) The direction to an alternate airport; b) Terrain clearance; c) Any strategic lateral offset being flown; and d) The flight levels allocated on adjacent routes or tracks; 2. Having initiated the turn: a) If unable to maintain the assigned flight level, initially minimize the rate of descent to the extent that is operationally feasible (pilots should take into account the possibility that aircraft below on the same track may be flying a 1 or 2 NM strategic lateral offset procedure (SLOP)) and select a final altitude which differs from those normally used by 150m (500 ft) if at or below FL 410, or by 300m (1,000 ft) if above FL 10; or b) If able to maintain the assigned flight level, once the aircraft has deviated 19km (10 NM) from the ssigned track centerline, climb or descend to select a flight level which differs from those normally used by 150m (500 ft), if at or below FL 410, or by 300m (1,000 ft) if above FL 410; 3. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air frequency 123.45 MHz) and where appropriate on the frequency in use: aircraft identification, flight level, position (including the ATS route designator or the track code, as appropriate) and intentions; 4. Maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped); 5. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations); and 6. Keep the SSR transponder on at all times.
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8.4.2.9.2.3.2 Wheather Deviation Procedures General NOTE: The following procedures are intended for deviations around adverse meteorological conditions.
When the pilot initiates communications with ATC, a rapid response may be obtained by stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response. When necessary, the pilot should initiate the communications using the urgency call “PAN PAN” (preferably spoken three times). The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to its cleared route. Actions To Be Taken When Controller-pilot Communications Are Established The pilot should notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected. ATC should take one of the following actions: 1. When appropriate separation can be applied, issue clearance to deviate from track; or 2. If there is conflicting traffic and ATC is unable to establish appropriate separation, ATC shall: a) Advise the pilot of inability to issue clearance for the requested deviation; b) Advise the pilot of conflicting traffic; and c) Request the pilot’s intentions. The pilot should take the following actions: 1. Comply with the ATC clearance issued; or 2. Advise ATC of intentions and execute the procedures detailed as follows: Actions To Be Taken If A Revised ATC Clearance Cannot Be Obtained NOTE: The provisions of this section apply to situations where a pilot needs to exercise the authority of a pilot-incommand under the provisions of Annex 2, 2.3.1.
If the aircraft is required to deviate from track to avoid adverse meteorological conditions and prior learance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an TC clearance is received, the pilot shall take the following actions: 1. If possible, deviate away from an organized track or route system; 2. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, flight level, position (including ATS route designator or the track code) and intentions, on he frequency in use and on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air frequency 123.45 Hz); 3. Watch for conflicting traffic both visually and by reference to ACAS (if equipped);
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NOTE: If, as a result of actions taken under the provisions of b) and c) above, the pilot determines that there is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations); 5. For deviations of less than 19km (10 NM) remain at a level assigned by ATC; 6. For deviations greater than 19km (10 NM), when the aircraft is approximately 19km (10 NM) from track, initiate a level change in accordance with Table 1; Route Center Line Track East 000º - 179º MAGNETIC West 180º - 359º MAGNETIC
Deviations > 19km (10 NM)
Level Change
LEFT of course
DESCEND 90 m (300 ft)
RIGHT of course
CLIMB 90 m (300 ft)
LEFT of course
CLIMB 90 m (300 ft)
RIGHT of course
DESCEND 90 m (300 ft)
7. When returning to track, be at its assigned flight level when the aircraft is within approximately 19km (10 NM) of the center line; and 8. If contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.
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Altimeter Setting Procedure
8.4.3.1 General Altimeter Setting procedures are defined in part VI of ICAO “Aircraft operations” DOC 8168-OPS/611 and in part II of ICAO “Rules of the Air and Traffic Services” DOC 4444-RAC/501/12. All altimeter misreading and errors are to be treated as reportable incidents. 8.4.3.2
Type of Altimeter Settings
The three different types of altimeter settings are “Standard” (1013.25 hPa / 29.92 in Hg), QNH, and QFE. As indicated below, each setting will result in a altimeter indication which provide a measure of the vertical distance with regard to the ICAO Standard Atmosphere (ISA) above the particular reference datum shown. Altimeter Setting
Reference Datum
Altimeter Indication
Standard
1013.25 hPa / 29.92 in Hg
Flight Level
QNH
Local Mean Sea Level Pressure
Altitude
QFE
Aerodrome Elevation
Height Above Aerodrome
8.4.3.3
Setting Procedures
The procedures provide adequate vertical separation between airplanes and, in conjunction with correct navigation procedures, to ensure adequate terrain clearance during all phases of flight. Both primary altimeter settings must be changed simultaneously. The Standby altimeter should follow the settings of the primary ones, but it may be used to set the next value, at the discretion of the Captain. Phase of Flight
Barometric Altimeter Setting
Preflight
Airport QNH
Takeoff and climb below transition altitude
Airport QNH
Climb, passing Transition Altitude
Standard
8.4.3.4
Cruise
Standard
Cruise below Transition Altitude
Area QNH
Descent above Transition Level
Standard
Descent, passing Transition Level
Airport QNH
Approach and Landing
Airport QNH
Phase of Flight
Radio Altimeter Setting
CAT II or CAT III approaches
Radio Altimeter DH
Temperature Correction
The indicated altitude on barometric Altimeters is the true altitude only in the ISA: when the temperature is higher than ISA, the true altitude will be higher than the indicated altitude and that will cause little or no problems on any approach. However, when the temperature is lower than ISA, then the true altitude will be lower than the indicated altitude, and corrections must be applied to it for the cold weather, in order to maintain the separation from terrain. The altimeter error is relatively minor down to 0°C but it can be significant with extremely cold temperatures especially when you are dealing with the minimum altitudes required on some airports.
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Remember, “Cold & low, look out below!” In cold temperatures, altitude corrections must be applied by the pilot to all MEA’s, sector altitudes, procedure turn altitudes, FAF crossing altitudes, DH, MDA and missed approach altitudes. The increments to be added to the published altitudes are approximately 4% increment for every 10oC below the Standard, and this value is quite accurate up to -15 degrees. The accurate values are given below: Table 1 in Meter Values to be added by the pilot to minimum promulgated heights/altitudes (m) Aerodrome
Height above the elevation of the altimeter setting source (metres)
Temp. ( C)
60
90
120
150
180
210
240
270
300
450
600
900
1,200
1,500
0
5
5
10
10
10
15
15
15
20
25
35
50
70
85
o
-10
10
10
15
15
25
20
25
30
30
45
60
90
120
150
-20
10
15
20
25
25
30
35
40
45
65
85
130
170
215
-30
15
20
25
30
35
40
45
55
60
85
115
170
230
285
-40
15
25
30
40
45
50
60
65
75
110
145
220
290
365
-50
20
30
40
45
55
65
75
80
90
135
180
270
360
450
Table 2 in Feet Values to be added by the pilot to minimum promulgated heights/altitudes (feet) Aerodrome
Height above the elevation of the altimeter setting source (feet)
Temp. ( C)
200
300
400
500
600
700
800
900
1,000
1,500
2,000
3,000
4,000
5,000
0
20
20
30
30
40
40
50
50
60
90
120
170
230
280
o
-10
20
30
40
50
60
70
80
90
100
150
200
290
390
490
-20
30
50
60
70
90
100
120
130
140
210
280
420
570
710
-30
40
60
80
100
120
140
150
170
190
280
380
570
760
950
-40
50
80
100
120
150
170
190
220
240
360
480
720
970
1,210
-50
60
90
120
150
180
210
240
270
300
450
590
890
1,190
1,500
8.4.3.5
Altimeter Discrepancies Inflight
Except on aircraft fitted with 3 Air Data Reference (ADR) systems, where a faulty system can be identified, if a difference between altimeter readings occurs during climb or cruise, the average of the two readings will be used to determine the flight level or altitude. When a different altimeter reading occurs during the descent and approach phases, the lower reading altimeter will be used to determine safety heights and critical heights. However, the glide path height check at the outer markers will be used as a further check, bearing in mind that the glide slope itself may be inaccurate. 8.4.3.6
Metric Altimetry
Before beginning a flight from, to or over regions where metric altimetry is used, the PIC must ensure that feet / meter conversion means are available to the flight crew. The conversion can be done thanks to an aircraft system or tanks to paper conversion tables.
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Pilots are required to carry out the following preparation: 1. Review the specific State’s RULES AND PROCEDURES and the differences to the Standard ICAO procedures in the approve Manual (Air Traffic Control section). 2. Conversion tables necessary to support operations where metric heights, altitudes and flight levels must be used. 3. Conduct a flight crew briefing before the commencement of a flight, or series of flights, into ‘metric’ airspace. The briefing should cover the following: a) Any differences to the standard ICAO procedures b) FIR boundary crossing (entry / exit) c) ATC communication and clearance obtaining (early) d) Decompression descending level (meters) e) Request (Hpa) for altimeter pressure setting f) Approach Chart Briefing with particular attention to the ALT/HEIGHT conversion table 8.4.3.6.1
General Procedures
Refer to the applicable approve Route Manual for specific procedures for using metric altitude indications. 1. Contact the appropriate ATC as early as possible and obtain the required cruising altitude in meters. 2. Approaching the change over point (FIR boundary), the PF will inform the PM that “ALL ALTITUDE CALLS WILL NOW READ IN METRES” and adjust the aircraft cruising level to correspond to the metric FL obtained from ATC. 3. Initiate a climb or descent as required. Shallow climbs or descents should be done in Vertical Speed mode. 4. As an example, the East bound cruising levels are: 29,500 ft (9,000 m), 33,500 ft (10,200 m), 37,400 ft (11,400 m) and the West bound cruising levels are: 27,600 ft (8,400 m), 31,500 ft (9,600 m), 35,400 ft (10,800 m), 39,400 ft (12,000 m) 5. Make all calls to ATC giving the cruising level in metres. 6. Cockpit procedures are : a) PM shall challenge PF by calling-out the altitude in meters followed by feet refer to local procedure of “Altitude Meter to Feet Conversion Table”. b) PF crosscheck to local procedure of “Altitude Meter to Feet Conversion Table” and set the altitude on the FCU according to Altitude in Feet and callout the FMA in Feet. Example: ATC Clearance
PF
PM
“DESCENT 2,100 METERS”
“DESCENT 2,100 METERS” “2,100 METERS CROSSCHECK 6,890 FEET” Verify Set 6,890 (6,900) on FCU Read FMA “6,900 BLUE”
“CHECK”
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7. When exiting the area (FIR boundary) and reverting to altitude reporting in feet as per ATC instruction, adjust the FL in feet. The PF will inform the PM that “ALL ALTITUDE CALL ARE REVERT BACK TO FEET”. 8.4.3.6.2
Landing At An Airport In A Metric Altimeter-Setting Region
If a landing has to be made at an airport in a metric altimeter-setting region, adopt the following procedure: 1. Descend using the metric altitude setting procedure described above. Transition level is displayed on the approve chart in both metres and feet. Change over to QNH as per Standard Operating Procedures. 2. Set up the approach using standard procedures. If the approach is not in the database, ensure that at least the RWY in use is selected as guidance. 3. Note that, even in a metric altimeter-setting region, the DH/MDA is still depicted in feet on the approve Approach Chart. A table giving ALT/HEIGHT conversion in QNH and QFE is displayed on the chart. This table can be used in conjunction with the metric altitude indications on the PFD for gross error checks of altitudes. 4. In the event of QFE being passed, pilots are to request ATC for the actual QNH. 5. Refer to the relevant approve Approach Plate, plan and brief the approach, paying particular attention to brief that, although the initial part of the approach may be flown with reference to the metric system, all the minima entered in the FMGCs are in feet, and all call-outs of “100 ABOVE” and “MINIMUM” are based on altitude indication in feet. 6. Fly the approach down to the minimum as indicated in feet and land or go-around as appropriate. 7. Go-around altitudes are given in feet on the approve Approach Charts. Later, if required by ATC, adjust the altitude to comply with clearances given in metric units. 8.4.3.7
QFE and QNH
All Citilink Indonesia charts are referenced to the altitude, and not to the height. Hence, in case an airfield provides QFE as the altimeter setting, then the ATC shall be requested for a QNH, and the QNH shall be used for the approach and landing.
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8.4.3.8
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IFR Flight Level Tables
The flight levels and altitudes that can be flown in an FIR are published on the approve Enroute Charts. They may be a mix of Quadrantal, Semi-circular or all levels, depending upon the route, the country and the time. Again, they may be in feet or in metres. Not applicable for RVSM spaces.
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Altitude Alerting System Procedure
The purpose of the altitude alerting system is to alert the flight crew by the automatic activation of a visual and/or an aural signal when the aircraft is about to reach or is leaving the pre-selected altitude / flight level. The system and its operation shall ensure an accurate altitude adherence during all phases of the flight. Pre-warnings are given 750 ft (Airbus) before reaching the selected altitude / flight level. When climb / descent constraints are part of a departure / arrival clearance, constraint altitude(s) should be set in the altitude alert system (selected altitude window) even though such constraints are also entered in the FMGS (as applicable). In the case of an instrument approach the missed approach altitude must be set in the altitude alert system once cleared for final or at the commencement of final approach. The use of the altitude alerting system does not release the flight crew from the responsibility of ensuring that the aircraft levels off or will be leveled off at the correct altitude or flight level. 8.4.4.1
Altitude Awareness Procedures
Altitude Awareness shall be instilled in the flight crews by the use of the Altitude Alerting System, the Altitude call outs, and the system of prevention of altitude deviations. Refer to FCOM PRO NOR-SUPNAV. 8.4.4.1.1
Prevention of Altitude Deviations
Altitude deviations are always the result of a breakdown in either: 1. The Pilot / System interface, or 2. The Pilot / Controller interface, or 3. The PF / PM Interface The following policy and procedures are designed to address the above interface issues. This procedure is commonly known as the ‘Double Point’ procedure, and is recommended by Safety Authorities worldwide. Actions when receiving an altitude clearance: 1. With Autopilot OFF PM will set any altitude change issued by ATC. PM will enter the new altitude clearance while reading it back to ATC. Once the new altitude is entered, PM will restate the new altitude and point at the FCU altitude window (for Airbus fleet) or MCP Altitude display (for Boeing fleet) until a verbal confirmation is received from the PF. Example: ATC instructs an altitude of 8,000 ft. PM enters 8,000 ft in the FCU altitude selector (for Airbus fleet) or MCP Altitude selector (for Boeing fleet) while reading it back. PM then points to the FCU altitude window (for Airbus fleet) or MCP Altitude display (for Boeing fleet) and states, “Eight Thousand”. The PF verifies the correct altitude on his PFD and states, “Eight Thousand Blue” (for Airbus Fleet). 2. With Autopilot ON The PF will set any altitude change issued by ATC. The pilot flying will enter the new altitude clearance in the FCU (for Airbus fleet) or MCP (for Boeing fleet) while PM reads it back to ATC. Once the new altitude is entered, the PF will state the new clearance altitude and point at the FCU (for Airbus fleet) or MCP (for Boeing fleet) altitude display until a verbal confirmation is received from PM.
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Example: ATC issues an altitude of 8,000 feet. The PF enters 8,000 feet in the FCU (for Airbus fleet) or MCP (for Boeing fleet) altitude selector while PM reads it back. The PF then points to the FCU (for Airbus fleet) and states, “Eight Thousand Blue” or MCP (for Boeing fleet) altitude display and states, “Eight Thousand”. PM verifies that the altitude on his PFD and states, “CHECKED”. 8.4.4.1.2
Resolution of Disagreement On Cleared Altitude
If there is anything other than total agreement by both pilots during the verification process, contact ATC immediately to resolve the conflict. When seeking this verification from ATC, use the phrase “Confirm cleared altitude / level”, or “Say again cleared altitude / level”; not “Confirm cleared 8,000 ft / FL 350?” – This is to avoid confirmation bias on the part of ATC and the flight crew. 8.4.4.1.3
Distraction Management
The last one thousand feet to a cleared altitude is a critical phase of flight. To ensure the level off is monitored; the sterile cockpit rules shall be adhered to. 8.4.4.1.4
Adherence to Level Assignments
As a safeguard against inadvertent reduction of vertical separation standards the cruising level(s) assigned by ATC or - in uncontrolled airspace - as selected in accordance with the applicable cruising level system shall be maintained as accurately as possible. 8.4.4.1.5
Flight Below Minimum Altitudes During Climb and Cruise
Aeroplane proceeding in accordance with published departure routes are safe in respect of terrain and other restrictions on any level included in the departure route or otherwise assigned by ATC. Minimum Safe Enroute Altitudes published for subsequent segments of a departure route shall be observed by commencement of climb sufficiently in advance to ensure that the point from which the higher minimum safe en-route altitude applies is crossed not below such altitude. During an off-route departure, level flight may only be accepted at or above the minimum sector altitude or minimum safe grid altitude. An aeroplane being radar vectored and positively identified may be flown below these altitudes if the pilot is able to monitor the airplanes position using the available radio navigational aids. 8.4.4.2
Limitation on High Rate of Descent at Lower Altitude
An aircraft descending and passing through 10,000 ft / FL 100 is considered to be in the lower altitude / height phase of flight, most particularly, when approaching the Minimum Sector Altitude (MSA) and when the radio altimeter becomes active at 2,500 ft height above terrain. This is the phase of flight where situational / terrain awareness and crew coordination plays a major role in the prevention of Controlled Flight into Terrain (CFIT).
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Large altitude changes during descent sometimes result in excessive rates of descent that can be a factor in CFIT. The rate of descent at lower altitudes / heights should be restricted as follows: 1. When passing through 10,000 ft / FL100 down to an altitude where the flaps / slats are extended to the maneuvering configuration, the rate of descent should not exceed 2,500 ft / min. 2. With flaps / slats extended to the maneuvering configuration, rate of descent should not exceed 1,500 ft / min. 3. On the final approach phase of the flight, the stabilized approach limitation of 1,200 ft / min sink rate from OM Part A Chapter 8.4.1.7 shall prevail. If a higher rate of descent is required due to altitude / ATC constraints or other factors, the use of speed brakes may be required and the PF shall inform the PM of his intentions. Situational and altitude / terrain awareness along with crew coordination shall at all times be exercised. During approach, stabilized approach criteria shall be strictly complied with. The normal rate of descent during approach should be less than 1,000 fpm.
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Ground Proximity Warning System / Terrain Avoidance Warning System
The Terrain Awareness and Warning System (TAWS) is the generic name of the system that fulfills the terrain awareness function. The system provides the flight crew with sufficient information and alerting to: 1. Detect a potentially hazardous terrain situation and to take effective action 2. Prevent a Controlled Flight Into Terrain (CFIT) event. TAWS (for Airbus fleet) provides the mandatory forward looking capability in addition to the warning capabilities of the GPWS. This allows functions such as terrain display and terrain awareness. According to the TAWS providers, these enhanced and predictive functions have different names and different specificities: 1. EGPWS (Enhanced GPWS) is the TAWS provided by “Honeywell” 2. T2CAS (Traffic and Terrain Collision Avoidance System) is the TAWS provided by “Aviation Communication and Surveillance Systems“ (ACSS is a L-3 Communication and Thales company). Notes: • T2CAS integrates both: - Traffic Collision Avoidance System (TCAS) - Ground (Terrain) Collision Avoidance System (GCAS = TAWS). • A new T3CAS integrates the following functions: TCAS, TAWS and Transponder Mode S with full ADS-B in/out operations.
TAWS with forward-looking terrain avoidance function (EGPWS or T2CAS) is mandatory. 8.4.5.1
Flight Crew Training
The training for GPWS/EGPWS alerts refer to Operations Manual – Part D. 8.4.5.2
System Limitations and Traps
1. The performance of the EGPWS terrain protection is limited in areas where terrain data is not available, or where navigational accuracy is degraded. Terrain data or runway location data may have errors inherent in the source of such data. Such errors can delay a terrain alert, or may cause unwanted alerts. Such errors do not affect the basic GPWS functions. 2. The terrain display is to be used to enhance situational awareness only, and is not to be used for navigation or escape guidance. 3. The basic GPWS function relies on the downward-looking radio altimeter and cannot sense forward terrain. Therefore alert times for flight into precipitous terrain with little or no preamble terrain can be very short. 4 An alert may not be provided for stabilized flight in full landing configuration into a place where there is no runway, and where neither the Terrain Clearance Floor function nor the Terrain Awareness function has been enabled. 5. The GPWS/EGPWS obtains horizontal position data (latitude and longitude) from the Flight Management Guidance System (for Airbus fleet) or Flight Management System (for Boeing fleet). The FMGS/FMS computes a blended horizontal position solution using a variety of sensors, including
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GPS (if available), radio navigation aids (DME, VOR, localizer), and Inertial Reference Units (IRU). A corrupted positional data may trigger false alerts, or even no alerts whatsoever. 8.4.5.2.1
Predictive (Enhanced) Functions (For Airbus Fleet)
The TAWS (EGPWS and T2CAS) includes also predictive functions providing forwardlooking terrain alerts. Both EGPWS and T2CAS provide different methods for the prediction of collision. 8.4.5.2.2.1
EGPWS: Enhanced Functions
Based on a terrain database, the EGPWS is able to provide the following enhanced functions: 1. Terrain Awareness Display (TAD), which displays the terrain on the ND following color coding and elevation of the aircraft above the terrain (Standard mode or Peaks mode or Obstacles mode), predicts the terrain conflict and triggers visual and aural alerts. 2. Terrain Clearance Floor (TCF), which provides an additional terrain clearance envelope around the runway when standard terrain clearance (mode 4) is not sufficient. When the aircraft penetrates this envelope, visual and aural alerts are triggered. 3. Runway Field Clearance Floor (RFCF), which complete the TCF function by providing an additional circular terrain clearance envelope around runways that are significantly higher than surrounding terrain. 8.4.5.2.2.2
T2CAS Predictive Functions
Based on a terrain database and on an aircraft performance database, the T2CAS is able to provide the following predictive functions: 1. Collision Prediction and Alerting (CPA), which provides visual and aural alerts indicating that the current flight path is hazardous due to the presence of terrain ahead. When T2CAS determine that the aircraft will not be able to safely clear the terrain with a standard pull up maneuver, it issues an avoid terrain alert. In this case the flight crew should consider avoiding the terrain laterally. 2. Terrain Hazard Display (THD), which displays the terrain on the ND with anticipated terrain situational awareness (color coding). 3. Premature Descent Alert (PDA), which provides, when the aircraft is descending and the terrain of concern is below instead of ahead the aircraft: a) Only the “TOO LOW TERRAIN” audio alert, and b) A “level off maneuver”, rather than a “climb maneuver”, if sufficient to clear the collision risk. 8.4.5.2.3
GPS Positioning Function
Depending on aircraft technical configuration, the TAWS could take benefit of the vertical and lateral GPS positions (if GPS installed). This allows elimination of any spurious alerts (e.g. over-flown aircraft, map shift) and to avoid unnecessary go-around due to drifts from barometric altitude and FMS position. Although the use of the vertical and lateral GPS positions is not mandatory on both new EGPWS and T2CAS, but it is strongly recommended to implement the GPS position option into the TAWS architecture that are not equipped with this function.
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Reaction to A GPWS/EGPWS Warning
When undue proximity to the ground is detected by any flight crew member or by a ground proximity warning system, the pilot shall ensure that corrective action is initiated immediately to establish safe flight conditions, by correcting the flight path, configuration, etc. If the GPWS/EGPWS warning call for a ‘Pull Up’, a corrective action shall be initiated without any hesitation. However, if a warning occurs during daylight VMC conditions, and if a positive visual verification is made that no hazard exists, the warning may be considered cautionary. It must be noted that the task sharing and corrective actions for a ‘Pull Up’ shall be as per the Airbus FCOM PRO-ABN-NAV or Boeing QRH Chapter MAN 1.4, and as a minimum shall consist of an aggressive pitch up movement, to maximize the performance of the airplane. Any GPWS/EGPWS warning activation must be reported in writing to the flight operations whether genuine or spurious. 8.4.5.4
TAWS Operation (for Airbus Fleet)
When undue proximity to the ground is detected by any flight crewmember or by a ground proximity warning system, the PIC or the pilot to whom conduct of the flight has been delegated shall ensure that corrective action is initiated immediately to establish safe flight conditions. 8.4.5.4.1
TAWS Alerts
The flight crew must react to TAWS alerts in an appropriate manner and without delay: A “pull-up TOGA” must be immediately initiated. During daylight and in VMC conditions with terrain and obstacles clearly in sight and if the cause of TAWS alert is clearly identified, the alert may be considered cautionary. The flight crew must therefore take positive corrective action until the alert stops, or a safe trajectory is ensured. Any TAWS activation must be reported in writing to flight operations and safety division whether genuine or spurious. Where such activation indicates a technical malfunction of the system an appropriate entry should also be made in the technical log. Pilots must be aware of the possibility that a nuisance warning may be generated by an aircraft flying below (up to 6,500 ft) e.g. during a holding. 8.4.5.4.2
TAWS Deactivation
The flight crew must not deactivate the TAWS basic functions from takeoff to landing, except when specified by approved navigation procedures or in case of failure when specified by the ECAM or by operating procedures (FCOM or QRH). The flight crew should not switch off the TAWS enhanced functions during all flight phases, when the check of the navigation accuracy is positive (≤ 3 NM), except when specified by the ECAM or by operating procedures.
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GENERAL Operating Procedure
GPWS/EGPWS
All Citilink Indonesia airplanes are equipped with GPWS/EGPWS. It is to be used throughout the flight, unless it has become unserviceable and the MEL for the particular aeroplane type permits it to remain so for a specific period. The GPWS/EGPWS may not be deactivated (by pulling the circuit breaker or use of the relevant switch) except when specified by approved procedures. GPWS/EGPWS operational functioning is described in Airbus FCOM System Description - “Navigation” chapter, and its associated procedures are given in Airbus FCOM Procedures and in the QRH or Boeing FCOM Chapter SP and its associated procedures are given in Boeing FCTM Chapter 7.31 and in the QRH. 8.4.5.6
Caution
Controlled Flight into Terrain (CFIT) remains a major cause of accidents to commercial aircraft. Statistics show that a large proportion of CFIT accidents occurred inside the outer marker. Many of the airplanes that have suffered CFIT accidents were fitted with GPWS/EGPWS, but the crew either ignored the warning or failed to respond adequately.
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Traffic Alert and Collision Avoidance System / Airborne Collision Avoidance System
8.4.6.1 Definitions ACAS I / TCAS I - An ACAS/TCAS which provides information as an aid to “see and avoid” action but does not include the capability for generating resolution advisories (RAs). ACAS II / TCAS II - An ACAS/TCAS which provides vertical resolution advisories (RAs) in addition to traffic advisories (TAs). ACAS III / TCAS III - An ACAS/TCAS which provides vertical and horizontal resolution advisories (RAs) in addition to traffic advisories (TAs). ACAS/TCAS Broadcast - A long Mode S air-air surveillance interrogation (UF = 16) with the broadcast address. Active RAC - An RAC is active if it currently constrains the selection of the RA. RACs that have been received within the last six seconds and have not been explicitly cancelled are active. Altitude Crossing RA - A resolution advisory is altitude crossing if own ACAS/TCAS aircraft is currently at least 30 m (100 feet) below or above the threat aircraft for upward or downward sense advisories, respectively. Climb RA - A positive RA recommending a climb but not an increased climb. Closest Approach - This is the minimum range of occurrence between own ACAS/TCAS aircraft and the intruder. Thus range at closest approach is the smallest range between the two aircraft and time of closest approach is the time at which this occurs. Coordination - The process by which two ACAS/TCAS-equipped aircraft select compatible resolution advisories (RAs) by the exchange of resolution advisory complements (RACs). Coordination Interrogation - A Mode S interrogation (uplink transmission) radiated by ACAS/TCAS II or III and containing a resolution message. Coordination Reply - A Mode S reply (downlink transmission) acknowledging the receipt of a coordination interrogation by the Mode S transponder that is part of an ACAS/TCAS II or III installation. Corrective RA - A resolution advisory that advises the pilot to deviate from the current flight path. Cycle - The term “cycle” used in this chapter refers to one complete pass through the sequence of functions executed by ACAS/TCAS II or ACAS/TCAS III, nominally once a second. Descend RA - A positive RA recommending a descent but not an increased descent. Established Track - A track generated by ACAS/TCAS air-air surveillance that is treated as the track of an actual aircraft. Increased Rate RA - A resolution advisory with a strength that recommends increasing the altitude rate to a value exceeding that recommended by a previous climb or descend RA. Intruder - An SSR transponder-equipped aircraft within the surveillance range of ACAS/TCAS for which ACAS/TCAS has an established track. Own Aircraft - The aircraft fitted with the ACAS/TCAS that is the subject of the discourse, which ACAS/ TCAS is to protect against possible collisions, and which may enter a maneuver in response to an ACAS/ TCAS indication. Positive RA - A resolution advisory that advises the pilot either to climb or to descend (applies to ACAS/ TCASII). Potential Threat - An intruder deserving special attention either because of its close proximity to own aircraft or because successive range and altitude measurements indicate that it could be on a collision or near-collision course with own aircraft. The warning time provided against a potential threat is sufficiently
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small that traffic advisory (TA) is justified but not so small that a resolution advisory (RA) would be justified. Preventive RA - A resolution advisory that advises the pilot to avoid certain deviations from the current flight path but does not require any change in the current flight path RA Sense - The sense of an ACAS/TCAS II RA is “upward” if it requires climb or limitation of descent rate and “downward” if it requires descent or limitation of climb rate. It can be both upward and downward simultaneously if it requires limitation of the vertical rate to a specified range. Resolution Advisory (RA) - An indication given to the flight crew recommending: 1. A maneuver intended to provide separation from all threats; or 2. A maneuver restriction intended to maintain existing separation. Resolution Advisory Complement (RAC) - Information provided by one ACAS/TCAS to another via a Mode S interrogation in order to ensure complementary manoeuvres by restricting the choice of manoeuvres available to the ACAS/TCAS receiving the RAC. Resolution Advisory Complements Record (RAC record) - A composite of all currently active vertical RACs (VRCs) and horizontal RACs (HRCs) that have been received by ACAS/TCAS. This information is provided by one ACAS/TCAS to another ACAS/TCAS or to a Mode S ground station via a Mode S reply. Resolution Advisory Strength - The magnitude of the manoeuvre indicated by the RA. An RA may take on several successive strengths before being cancelled. Once a new RA strength is issued, the previous one automatically becomes void. Resolution Message - The message contains the resolution advisory complement (RAC). Reversed Sense RA - A resolution advisory that has had its sense reversed. Sensitivity Level (S) - An integer defining a set of parameters used by the traffic advisory (TA) and collision avoidance algorithms to control the warning time provided by the potential threat and threat detection logic, as well as the values of parameters relevant to the RA selection logic. Threat - An intruder deserving special attention either because of its close proximity to own aircraft or because successive range and altitude measurements indicate that it could be on a collision or nearcollision course with own aircraft. The warning time provided against a threat is sufficiently small that an RA is justified. Track - A sequence of at least three measurements representing positions that could reasonably have been occupied by an aircraft. Traffic Advisory (TA) - An indication given to the flight crew that a certain intruder is a potential threat. Vertical Speed Limit (VSL) RA - A resolution advisory advising the pilot to avoid a given range of altitude rates, A VSL RA can be either corrective or preventive. Warning Time - The time interval between potential threat or threat detection and closest approach when neither aircraft accelerates 8.4.6.2
Introduction
Airborne collision and avoidance systems (ACAS) provide flight crews with an independent back up to visual search and the ATC system, by alerting the crew to collision hazards, independent of any ground based aids which may be used by ATC for such purposes.
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History
Mid-air collisions prompted countries to develop and adopt Airborne Collision Avoidance Systems in their airspace. They were initially known as the ACAS, but now are popularly known as the TCAS, or the Traffic Collision Avoidance System. They are used interchangeably. Traffic Collision and Alert System Systems are of the following types: 1. The TCAS I: This system provides a Traffic Advisory (TA) in the face of Conflicting traffic. Lateral deviation is not authorized. 2. TCAS II: This one offers all of the same benefits but will also issue a 3. Resolution Advisory (RA) to the pilot. In other words, the intruder target is plotted and the system is able to tell whether the aircraft if climbing, diving, or in straight and level flight. Once this is determined, the system will advise the pilot to execute an evasive maneuver that will de-conflict the aircraft from the intruder. 4. TCAS III: This system is virtually the same as TCAS II but will allow pilots who receive RAs to execute lateral deviations to evade intruders. 5. T2CAS: A side development of the TCAS II, in combination with the EGPWS, has been the T2CAS. The T2CAS incorporates an important safety function, which provides avoidance alerts based on actual aircraft performance data rather than based on standard climb rates. 8.4.6.2.2
Confusion
The TCAS control is mounted along with the control for the Transponder, and they are sometimes confused as one, despite being different systems. While the TCAS requires the transponder, the reverse is not true. 8.4.6.2.3
Use of The Equipment
The TCAS equipment shall be used for all flights. From the time of engine start to the entry into the departure runway, it shall be on ‘Standby’. From the time of entry into the runway for takeoff, to the time of exit from the runway after landing, the set shall be set to ON or TA/RA, with the following exceptions: 1. When operating with reduced performance, the set shall be switched to TA only (Engine failure cases). 2. At certain identified airports, the switch must be moved from TA/RA to TA, to eliminate the possibility of spurious warnings. 3. Takeoff towards known and identified nearby traffic. 4. During approaches to closely spaced parallel runways. 5. In VMC when flying in close proximity to other traffic. Note: Do not switch the TCAS/ACAS selector from TA/RA to TA when at the maximum cruise altitude, or during Emergency Descent, unless there is an ECAM message (for Airbus fleet) or checklist requirement to do so.
Traffic and Collision Avoidance System (TCAS) / Airborne Collision Avoidance System (ACAS) description is given in Airbus FCOM - Systems Description - “Navigation” chapter or Boeing FCOM Chapter 15 .
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General Policy
As a general practice, the flight crew must: 1. Insure that TCAS is always operated in TA/RA Mode. TCAS must be operated in TA/RA mode before line up. An active TCAS enables to check if there is no landing traffic before lining up on the runway and to prevent omissions of TCAS activation before takeoff. In case of failure or degraded performance affecting the aircraft or in case of approach on parallel runways, the flight crew will deselect RA Mode when specified by procedure (Airbus ECAM, QRH and FCOM or Boeing FCOM Chapter 15). 2. Not use the TCAS to maintain standard minimum separations with other aircraft. The ATC controller is responsible for the separation of aircraft. The TCAS does not provide enough information compared to SSR, to insure a standard safe separation. 3. Reduce Vertical speed when approaching the cleared flight level. The flight crew should comply with the vertical speed limitations during the last 2,000 ft of a climb or descent. It will help prevent level busts that could lead to conflict with aircraft above or below the cleared flight level, especially in RVSM airspaces. The Rate of Climb and Descent in RVSM airspace should not exceed 1,000 ft per minute to avoid the trigger of a TCAS alert. 4. Pay attention to VFR traffic without transponder Mode C. Some VFR aircraft are not equipped with transponder Mode C (barometric altitude) and therefore will not trigger RA. 8.4.6.2.5
Traffic Advisories (TA)
When a TA is triggered, the flight crew must: 1. Maintain the flight path. A TA does not mean that there is an immediate risk of collision. However, the flight crew must pay particular attention to the intruder. 2. Avoid visually acquiring the intruder. An aircraft could be wrongly identified and followed by a visual manoeuvre that may degrade the situation against the real threat. 8.4.6.2.6
Resolution Advisories (RA)
When a RA is triggered, the flight crew must: 1. Immediately react in an appropriate manner, but without overreaction. Inappropriate maneuver related to misinterpreted or delayed RA order could jeopardize the safety of the flight. When RA orders to adjust vertical speed, the pilot must reduce the vertical speed instead of increasing it by mistake. 2. Disregard opposite ATC instruction. Pilot must follow the RA order. The own RA order may be coordinated with the RA order of the intruder, while Traffic information from ATC may not reflect the immediate real situation.
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3. Report the RA to the ATC controller. Even if the TCAS is able to automatically report a RA to Mode S ground stations, the flight crew must inform the ATC controller. 4. Resume ATC clearance when clear of conflict. When clear of conflict, the flight crew must conform to initial ATC clearance. 8.4.6.2.7
Training Requirements
The training requirements for the ACAS are given in Operations Manual - Part D.
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Policy and Procedures For The Inflight Fuel Management
8.4.7.1
Fuel Quantity Checks
8.4.7.1.1 General The fuel on board when starting the engines must not be less than the minimum fuel quantity defined by the fuel policy. The fuel on board must be periodically checked inflight to determine if the remaining fuel is not less than the minimum fuel required to continue the intended flight. This will help the PIC to detect possible fuel consumption higher than anticipated or a fuel leak. A PIC shall only commence a flight or continue in the event of inflight replanning when he is satisfied that the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions. 8.4.7.1.2
Inflight Fuel Checks
A PIC must ensure that fuel checks are carried out in flight at regular intervals. The usable remaining fuel must be recorded and evaluated to: 1. Compare actual consumption with planned consumption; 2. Check that the usable remaining fuel is sufficient to complete the flight; and 3. Determine the expected usable fuel remaining on arrival at the destination aerodrome. Inflight fuel monitoring is made using the operational flight plan. The crew must carry out regular fuel checks (at waypoints and at least every 30 minutes) noting: 1. Time of observation 2. Fuel used (FU) 3. Remaining fuel on board (FOB) 4. Fuel flow (FF) Subtract “Fuel used” from the block fuel (recorded before engine start) and compare this figure with the “Remaining fuel on board”. If there is no major discrepancy, the figures read on the aircraft should be used. This type of monitoring would detect fuel leaks and provide a more reliable basis of calculation in case of either Fuel Quantity Indicator (FQI) or Fuel Used (FU) failure during flight. However, without any failure or fuel leak, some discrepancies, which may be considered large (more than 1,000 kg on some aircraft), can be evidenced. This may be due to: 1. APU consumption (up to 150 kg/h) which is not recorded by FU 2. FQI errors on block fuel and on FOB 3. FU indication tolerance Water freezing in the tanks may also affect the FQI indications.
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1. The PIC shall continually ensure that the amount of usable fuel remaining on board is not less than the fuel required to proceed to an aerodrome where a safe landing can be made with the planned final reserve fuel remaining upon landing. 2. The PIC shall request delay information from ATC when unanticipated circumstances may result in landing at the destination aerodrome with less than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome or the fuel required to operate to an isolated aerodrome. 3. The PIC shall advise ATC of a minimum fuel state by declaring “MINIMUM FUEL” when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than the planned final reserve fuel. 8.4.7.1.4
Required Minimum Remaining Fuel
The minimum fuel expected to be available on arrival at the destination aerodrome is the sum of the alternate fuel and the final reserve fuel. If it appears en route that the fuel remaining is such that the fuel at destination will be less than expected above, the PIC should consider the following: 1. Decrease aircraft speed (down to Max Range Speed) 2. Obtain a more direct route 3. Fly closer to the optimum FL (taking the wind into account) 4. Select a closer “suitable” alternate aerodrome 5. Land and refuel 8.4.7.1.5
Re-planning In Flight
Re-planning in flight may be done when planned operating conditions have changed or other reasons make further adherence to the original flight plan unacceptable or impractical, for example: 1. Bad weather conditions or runway condition at the planned destination and alternate. 2. Fuel penalties due to ATC constraints or unfavourable wind. 3. Degraded aircraft performance Inflight re-planning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination aerodrome other than originally planned must include: 1. Trip fuel for the remainder of the flight; and 2. Reserve fuel consisting of: a) Contingency fuel; and b) Alternate fuel, if a destination alternate aerodrome is required. (This does not preclude selection of the departure aerodrome as the destination alternate aerodrome); and c) Final reserve fuel; and d) Additional fuel, if required by the type of operation; and 3. Extra fuel if required by the PIC.
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Minimum Fuel Operation
With regard to the expected arrival quantity of fuel upon landing at destination a flight can operate in three different phases. When estimating the expected arrival quantity, the actual fuel on board shall be determined conservatively, using the lowest of calculated fuel remaining and the fuel quantity indication. Continuously during the flight The PIC shall be aware in which phase the flight is operating. Phase of Flight
Estimated Fuel Upon Landing
Normal Phase
Equal or more then the Alternate trip fuel PLUS 30 Minutes Final Reserve Fuel
Abnormal Phase
Less then the Alternate trip fuel PLUS 30 Minutes Final Reserve Fuel
Emergency Phase
Less then 30 Minutes Final Reserve Fuel WITHOUT the Alternate Trip Fuel
Operating in Three Fuel Phases 1. Operating in the normal phase as long as a flight is operating in the normal phase no special conditions require. 2. Operating in the abnormal phase is a greater risk when bound for an airport with a single runway and/or unreal weather conditions, than when heading for a multiple runway, single runway, stable weather airport. All relevant factors such as weather, approach aids, extensive vectoring, traffic congestions and number of usable runways of the selected airport must be weighed carefully. Since it is impossible to cover all variables related to a safe and economical flight in the abnormal phase, the following should be regarded as general guidance and be adapted as circumstances dictate. Re-planning of the flight to the original destination with a closer alternate has to be considered first. Ultimately a choice has to be made between: 1. Continuation of the flight to, or holding over destination and 2. Diversion to an alternate (which may be an ‘enroute’ alternate) Either choice may lead to a situation where no alternative is left. An enroute diversion is strongly recommended whenever the estimated arrival fuel quantity at original destination is less than final reserve fuel. The decision, either to continue the flight to the destination or to divert, shall be based on the planning of at least final reserve fuel as remaining fuel upon landing. Preferably final reserve fuel should be planned as minimum remaining fuel upon landing. When entering the abnormal phase the PIC shall consider a “MINIMUM FUEL” to ATC. Operation in the emergency phase PIC must immediately declare a “MAYDAY MAYDAY MAYDAY FUEL” to ATC. This is not an emergency situation but just an advisory that indicates an emergency situation is possible should any undue delay occur. A minimum fuel advisory does not imply a need for traffic priority. If the remaining usable fuel suggests the need for traffic priority to ensure a safe landing an emergency should be declared and report fuel remaining in minutes.
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Fuel Freezing Limitations
The minimum fuel temperature limitation is specified in the Limitations chapter of the Aircraft Flight Manual and of the FCOM. For some aircraft/engines the temperature limitation is higher than the fuel freezing point due to engines fuel system or due to specific margin. Hereafter are explanations of fuel temperature limitations: The minimum fuel temperature, published in the operational documentation, may be more restrictive than the certified aircraft environmental envelope. It includes two different limitations both linked to engine operation: Fuel freezing point limitation, and fuel heat management system limitation. 1. Fuel Freezing Point Limitation This limitation provides an operating margin to prohibit operations under fuel temperature conditions that could result in the precipitation of waxy products in the fuel. The resulting limitation varies with the freezing point of the fuel being used. Aside from this, engines have a fuel warming (oil cooling) system at their inlet. Because of the architecture of this system and the fact that the fuel inlet hardware varies from one engine type to another, the specification of what fuel temperature is acceptable at the inlet of the engine varies from one engine type to the other. Therefore, engine manufacturers sometime require a temperature margin to fuel freezing point to guarantee correct operation. The engine manufacturer’s margins relative to the fuel freezing point are as follows: a) IAE
: 4°C
b) CFM
: 4°C
2. Fuel Heat Management System Limitation This limitation reflects the engine capability to warm-up a given water-saturated fuel flow to such a point that no accumulation of ice crystals may clog the fuel filter. Such a limitation does not appear in the documentation for some engine types when outside the environmental envelope. When applicable (refer to FCOM Fuel limitations) the resulting limitation is a fixed temperature below which, flight (or takeoff only, if high fuel flows only cannot be warmed-up enough) is not permitted. The most restrictive of the two limitations above (a) and (b) should be considered. Note: The fuel anti-icing additives authorised by engine manufacturers decrease the freezing temperature of the water contained in the fuel (decrease the fuel heat management system temperature limitation), but have no effect on the fuel freezing temperature itself.
Therefore, the minimum fuel temperature should be: FUEL FREEZING POINT + ENGINE MANUFACTURER MARGIN The fuel freezing point to be considered is the actual fuel freezing point. If the actual freezing point of the fuel being used is unknown, the minimum fuel specification values (freezing point) as indicated below should be used as authorised by the AFM/FCOM.
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Minimum fuel specification values (freezing point): JET A
JP5
JET A1/JP8
RT/TS-1
JET B
TH
JP4
-40°C
-46°C
-47°C
-50°C
-50°C
-53°C
-58°C
AFM and FCOM specify, in the limitations chapter, the minimum fuel temperature limits or the margin to be added to the actual freezing point (or to the specification freezing point value if actual value is unknown). The procedures dealing with low fuel temperature vary with the aircraft type. Refer to FCOM. Whenever necessary the TAT has to be increased. This is achieved by an aircraft speed increase and/ or an altitude decrease. Increasing the aircraft speed provides a marginal TAT increase (in the order of 0.5 to 1°C for 0.01 M increase) and thus a small fuel temperature increase, at the expense of a significant increase in fuel consumption. Decreasing the altitude generally provides a SAT increase (about 2°C per 1,000 ft). Nevertheless, whenever the tropopause is substantially low, decreasing the altitude may not provide the corresponding expected SAT and, thus, TAT increase.
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Adverse Weather and Potentially Hazardous Atmospheric Conditions
8.4.8.1 Thunderstorm 8.4.8.1.1 General There is no useful correlation between the external visual appearance of thunderstorms and their severity. Knowledge and weather radar have modified attitudes toward thunderstorms, but one rule continues to be true: “ANY THUNDERSTORM SHOULD BE CONSIDERED HAZARDOUS” 8.4.8.1.2
Weather Information
Meteorological observations / forecasts messages or charts contain thunderstorm and associated hazards information. But, when thunderstorms are, or are expected to be, sufficiently widespread to make their avoidance by aircraft difficult, e.g. a line of thunderstorms associated with a front or squall line or extensive high level thunderstorms, the Meteorological Office issues warnings, in the form of SIGMET messages, of “active thunderstorm area” . In addition, pilots are required to send a special air report when conditions are encountered which are likely to affect the safety of aircraft. Such a report would be the basis of a SIGMET warning. The Meteorological Office does not issue SIGMET messages in relation to isolated thunderstorm activity and the absence of SIGMET warnings does not therefore necessarily indicate the absence of thunderstorms. 8.4.8.1.3
Thunderstorm Hazards
Thunderstorms concentrate every weather hazard to aviation into one vicious package. The most important hazards are: 8.4.8.1.3.1 Turbulence Potentially hazardous turbulence is present in all thunderstorms. Strongest turbulence within the cloud occurs with shear between updrafts and downdrafts. Outside the cloud, shear turbulence has been encountered several thousand feet above and 20 NM laterally from a severe storm. A low-level turbulent area is the shear zone associated with the gust front. Often, a “roll cloud” on the leading edge of a storm marks the top of the eddies in this shear and it signifies an extremely turbulent zone. Gust fronts often move far ahead (up to 15 NM) of associated precipitation. The gust front causes a rapid and sometimes drastic change in surface wind ahead of an approaching storm. It is almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in an attempt to do so produces greatly increased stress on the aircraft. It is understandable that the speed of the aircraft determines the rate of turbulence encounters. Stresses are least if the aircraft is held in a constant attitude and allowed to “ride the waves”. (Refer to FCOM FCTM PR-NP-SP-10-10-2 and QRH ABN25.08) 8.4.8.1.3.2 Icing Supercooled water freezes on impact with an aircraft. Clear icing can occur at any altitude above the freezing level; but at high levels, icing from smaller droplets may be rime or mixed rime and clear. The abundance supercooled water droplets makes clear icing very rapid between 0°C and -15°C.
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8.4.8.1.3.3 Hail Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Supercooled drops above the freezing level begin to freeze. Once a drop has frozen, other drops latch on and freeze to it, so the hailstone grows. Large hail occurs with severe thunderstorms with strong updrafts that have built to great heights. Eventually, the hailstones fall, possibly some distance from the storm core. Hail may be encountered in clear air several miles from dark thunderstorm clouds. 8.4.8.1.3.4
Low Ceiling and Visibility
Generally, visibility is near zero within a thunderstorm cloud. The hazards and restrictions created by low ceiling and visibility are increased many fold when associated with the other thunderstorm hazards. 8.4.8.1.3.5
Effect On Altimeters
Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with the onset of the first gust and arrival of the cold downdraft and heavy rain showers, failing back to normal as the storm moves on. This cycle of pressure change may occur in 15 minutes. If the pilot does not receive a corrected altimeter setting, the altimeter may be more than 1,000 ft in error. 8.4.8.1.3.6
Lightning
A lightning strike can puncture the skin of an aircraft. Lightning has been suspected of igniting fuel vapours causing explosion; however, serious accidents due to lightning strikes are extremely rare. Nearby lightning can blind the pilot rendering him momentarily unable to navigate either by instrument or by visual reference. Lightning can also induce permanent errors in the magnetic compass and lightning discharges, even distant ones, can disrupt radio communications on low and medium frequencies. In the event of lightning strike conduct the following procedure: 1. In flight, check of all radio communication and navigational equipment and the weather radar. 2. Record the lighting strike in the technical logbook 3. On ground, check a) Compensation of the (standby) compass b) Signs of damage on fuselage, wings, radome, empennage c) Antennas, pitot heads d) all control trailing edges and static dischargers e) radio and navigation equipment. Lightning intensity and frequency have no simple relationship to other storm parameters. But, as a rule, severe storms have a high frequency of lightning. 8.4.8.1.3.7
Engine Water Ingestion
Jet engines have a limit on the amount of water they can ingest. Updrafts are present in many thunderstorms, particularly those in the development stages. If the updraft velocity in the thunderstorms approaches or exceeds the terminal velocity of the falling raindrops, very high concentrations of water
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may occur. It is possible that these concentrations can be excess of the quantity of water engines are designed to ingest. Therefore, severe thunderstorms may contain areas of high water concentration which could result in flameout and/or structural failure of one or more engines. (Refer to FCOM PRO-NOR-SUP-ADVWXR). 8.4.8.1.4
Avoiding Thunderstorms
8.4.8.1.4.1
General Rule
Never regard a thunderstorm lightly. Avoiding thunderstorms is the best policy 1. Don’t land or takeoff in the face of an approaching thunderstorm. Turbulence wind reversal or windshear could cause loss of control. 2. Don’t attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence and wind shear under the storm could be disastrous. 3. Don’t fly without airborne radar into a cloud mass containing scattered embedded thunderstorms. Scattered thunderstorms not embedded usually can be visually circumnavigated. 4. Don’t trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm. 5. Do avoid by at least 20 NM any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of large cumulonimbus. 6. Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage. 7. Do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm. 8. Do regard as extremely hazardous any thunderstorm with tops 35,000 ft or higher whether the top is visually sighted or determined by radar. 8.4.8.1.4.2
Departure and Arrival
When significant thunderstorm activity is approaching within 15 NM of the airport, the PIC should consider conducting the departure or arrival from different direction or delaying the takeoff or landing. Use all available information for this judgement, including PIREPs, ground radar, aircraft radar, tower-reported winds, and visual observations. In the terminal area thunderstorms should be avoided by no less than 3 NM. Many ATC radars are specifically designed to reduce or exclude returns from “weather” and in these cases little or no assistance can be given by ATC. It is recommended that any guidance given by ATC should be used in conjunction with the aircraft own weather radar, in order to guard against possible inaccuracies in the ground radars interpretation of the relative severity of different parts of a storm area. Any discrepancies should be reported to ATC. Gust fronts in advance of a thunderstorm frequently contain high winds and strong vertical and horizontal wind shears, capable of causing an upset near the ground. A gust front can affect an approach corridor or runway without affecting other areas of the airport. Under such conditions, tower-reported winds and the altimeter setting could be misleading. Microbursts may also accompany thunderstorms. 2 NM or less in diameter, microbursts are violent shortlived descending columns of air capable of producing horizontal winds sometimes exceeding 60 kt within 150 ft of the ground. Microbursts commonly last one to five minutes and may emanate from high-based cumulus clouds accompanied by little or no precipitation, or may be associated with large cumulonimbus build-ups and be accompanied by heavy rainfall.
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Because of their relatively small diameter, airport anemometers and low level windshear alert systems may not sense this phenomenon in time to provide an adequate warning of nearby microburst activity. 8.4.8.1.4.3 Enroute Refer to Airbus FCTM “Aircraft Systems-Weather Radar”. 8.4.8.1.4.3.1 Overflight Avoid overflying thunderstorms unless a minimum of 5,000 ft clearance above the storm top is ensured. When possible, detour between the storm cells of a squall line rather than directly above them. Keep the radar antenna tilted down during overflight to properly assess the most severe cells, which may be masked by clouds formations. 8.4.8.1.4.3.2
Lateral Avoidance
At altitudes above the freezing level, supercooled rain and hail may indicate as only weak radar echoes, which can mask extreme thunderstorm intensity. Avoid weak radar echoes associated with thunderstorms by the following minimum distances:
8.4.8.1.4.3.3
Altitude
Lateral Avoidance
20,000 ft
10 NM
25,000 ft
15 NM
30,000 ft
20 NM
Vertical Avoidance
If storms have to be over-flown, always maintain at least 5,000 ft vertical separation from the cloud tops. It is difficult to estimate this separation but ATC or Met information on the altitude of the tops may be available for guidance. Intermittently search ahead using different radar range and pitch selections to ensure that hazardous area are identified in time to be avoided. Avoid flying under a cumulonimbus overhang. If such flight cannot be avoided, tilt the radar antenna fully up occasionally to determine, if possible, whether precipitation (which may be hail) exists in or is falling from the overhang. 8.4.8.1.4.3.4 Flight Near Thunderstorms If flight closer than the minimum recommended distances is unavoidable, observe the following precaution: 1. When it is necessary to fly parallel to a line of cells, the safest path is on the upwind side (the side away from the direction of storm travel). Although severe turbulence and hail can be encountered in any direction outside a thunderstorm, strong drafts and hail are more often encountered outside the body of the cell on the downwind side. 2. Avoid flight under the anvil. The greatest possibility of encountering hail is downwind of the cell, where hail falls from the anvil or is tossed out from the side of the storm. Hail has been encountered as much as 20 NM downwind from large thunderstorms. 3. Avoid Cirrus and Cirrostratus layers downwind from the storm tops. Such layer may be formed by cumulonimbus tops and may contain hail, even though the radar scope shows little or no return echoes. 4. If ATC requirements make flight into unsafe conditions imminent, the PIC should request a change of routing and if necessary use his emergency authority to avoid the severe weather conditions.
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5. Any flight in the vicinity of thunderstorms carries the risk of a sudden onset of moderate or severe turbulence. 8.4.8.1.4.3.5 Thunderstorm Penetration If thunderstorm penetration is unavoidable, the following guidelines will reduce the possibility of entering the worst areas of turbulence and hail: 1. Use the radar to determine the areas of least precipitation. Select a course affording a relatively straight path through the storm. Echoes appearing hooked, finger-like, or scalloped indicate areas of extreme turbulence, hail and possibly tornadoes, and must be avoided. 2. Penetrate perpendicular to the thunderstorm line, if not possible maintain the original heading. Once inside the cell, continue ahead, a straight course through the storm most likely get the aircraft out of the hazards most quickly. The likelihood of an upset is greatly increased when a turn is attempted in severe turbulence and turning manoeuvres increase the stress on the aircraft. 3. Pressure changes may be encountered in strong drafts and may conduct to an altitude error of 1,000 ft. 4. Gyro-stabilised instruments supply the only accurate flight instrument indications. 5. Avoid level near the 0°C isotherm. The greatest probability of severe turbulence and lightning strikes exist near the freezing level. 6. Generally the altitudes between 10,000 ft and 20,000 ft encompass the more severe turbulence, hail, and icing conditions, although violent weather may be encountered at all level inside and outside an active thunderstorm. 7. Due to very high concentration of water, massive water ingestion can occur which could result in engine flameout and/or structural failure of one or more engines. Changes in thrust should be minimised. 8.4.8.1.5
Operational Procedures
If is not possible to avoid flying through or near to a thunderstorm, the following procedures and techniques are recommended: 1. Approaching the thunderstorm area ensures that crewmembers’ safety belts are firmly fastened and secure any loose articles. 2. Switch on the Seat Belt signs and make sure that all passengers are securely strapped in and that loose equipment (e.g. cabin trolleys and galley containers) are firmly secured. Pilots (particularly of long bodied aircraft) should remember that the effect of turbulence is normally worse in the rear of the aircraft that on the flight deck. 3. One pilot should fly the aircraft and control aircraft attitude regardless of all else and the other monitor the flight instruments continuously. Keep the Autopilot ON and when thrust changes become excessive : Disconnect Autothrust. For Approach : Use Autothrust for Managed Speed. 4. Height for penetration must be selected bearing in mind the importance of insuring adequate terrain clearance. Due to turbulence, wind shear, local pressure variations the maintenance of a safe flight path can be difficult.
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5. The recommended speed for flight in turbulence must be observed (see Airbus FCOM chapter: “FCTM PR-NP-SP-10-10-2 and QRH ABN-25.08” or Boeing FCOM SP.16 – Adverse Weather) and the position of the adjusted trim must be noted. 6. As indicated in Airbus FCOM PRO-ABN-MIS-SEVERE TURBULENCENP46/56 or Boeing FCOM SP.16 – Adverse Weather, the autopilot should be engaged. The autopilot is likely to produce lower structural loads and smaller oscillations than would result from manual flight. The auto-thrust should be disconnected to avoid unnecessary and frequent thrust variations. 7. Check the operation of all anti-icing equipment and operate all these systems in accordance with FCOM DSC-30-Ice and Rain Protection, FCOM PRO-NOR-SUP-ADVWXR, and FCTM PR-NPSP-10-10-1. Icing can be very rapid at any altitude. 8. Flight crew must apply or be prepared to apply the Airbus FCOM PRO-NOR-SUP-ADVWXR and FCTM PRO-NP-SP-10-10-3 or Boeing FCOM SP.16 – Adverse Weather. 9. Turn the cockpit lighting fully on to minimise the blinding effect of lighting. 10. Continue monitoring the weather radar in order to pick out the safest path. Tilt the antenna up and down occasionally to detect thunderstorm activity at altitudes other than that being flown. See FCOM instructions: “Use of weather radar” 8.4.8.1.6
Air Traffic Considerations
1. A pilot intending to detour round observed weather, when in receipt of an ATC service which involves responsibility for separation should obtain clearance from or notify ATC so that separation from other airplanes can be maintained. 2. If for any reason the pilot is unable to contact ATC to inform the controller of their intended action, any maneuver should be limited to avoid immediate danger and ATC must be informed as soon as possible. 8.4.8.2
Icing Conditions
An aircraft shall not be operated in expected or actual icing conditions unless it is certificated and equipped to operate in icing conditions. Icing conditions occur when low temperatures are accompanied by precipitation. Icing of the aircraft is one of the most dangerous flight hazards. Refer to “8.3.4 De-Icing and Anti-Icing On The Ground” on page 158. Procedures for “operating in icing conditions” are developed in Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather. 8.4.8.3 Turbulence Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or eddies and waves. An aircraft in turbulent flow is subjected to irregular and random motions while, more or less, maintaining the intended flight path. Procedures for “Flight in severe turbulence” are developed in Airbus Airbus FCTM PR-NP-SP-10-10-2 or Boeing FCOM SP.16 – Adverse Weather. If the weather conditions and route forecast indicate that turbulence is likely, the cabin crew should be pre-warned, and passenger advised to return to, and/or remain seated and to ensure that their seat belts are securely fastened. Catering and other loose equipment should be stowed and secured until it is evident that the risk of further turbulence has passed.
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When encountering turbulence, pilots are urgently requested to report such conditions to ATC as soon as practicable.Classification of intensity may be defined as follows: INTENSITY
AIRCRAFT REACTION
REACTION INSIDE AIRCRAFT
LIGHT
Turbulence that momentarily causes slight, erratic changes in altitude and/or attitude.
Occupants may feel a slight strain against seat belts or shoulder straps. Unsecured objects may be displaced slightly. Food service may be conducted and little or no difficulty is encountered in walking.
MODERATE
Similar to light turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed.
Occupants feel definite strains against seat belts or shoulder straps. Unsecured objects are dislodged. Food service and walking are difficult.
SEVERE
Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variation in indicated airspeed. Aircraft may be momentarily out of control.
Occupants are forced violently against seat belts or shoulder straps. Unsecured objects are tossed about. Food service and walking is impossible.
EXTREME
Turbulence in which the aircraft is violently tossed about and is practically impossible to control. It may cause structural damage.
8.4.8.4 Windshear Windshear is a rapid variation in wind velocity and/or direction along the flight path of the aircraft. Procedures for “operation in windshear / downburst conditions” are developed in Airbus Airbus FCTM PR-NP-SP-10-10-3 or Boeing FCOM SP.16 – Adverse Weather. Windshear conditions are usually associated with the following weather situations: 1. Jet streams 2. Mountain waves 3. Frontal surfaces 4. Thunderstorms and convective clouds 5. Microbursts
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Microburst - Wind Shear Probability Guidelines
Observation
Presence of Convective Weather near Intended Flight Path
Accompanied by
Probability of Wind Shear
Localized strong winds (Tower reports or observed blowing dust, rings of dust, tornado-like features, etc.)
HIGH
Heavy precipitation (Observed or radar indications of contour, red or attenuation shadow)
HIGH
Rain shower
MEDIUM
Lightning
MEDIUM
Virga
MEDIUM
Moderate or greater turbulence (reported or radar indications)
MEDIUM
Temperature / dew point spread between 15 C and 30 C
MEDIUM
Reported or observed
HIGH
o
Onboard Wind Shear Detection System Alert
o
PIREP of Airspeed Loss or Gain
15 knots or greater
HIGH
Less than 15 knots
MEDIUM
Wind Shear Alert / Wind Velocity Change
20 knots or greater
HIGH
Less than 20 knots
MEDIUM
-
LOW
Forecast of Convective Weather
Note: These guidelines apply to operations in the airport vicinity i.e. within 3 miles of the point of takeoff or landing, along the intended flight path and below 1,000 ft AGL. The clues should be considered cumulative. If more than one is observed the probability weighting should be increased. The hazard increases with proximity to convective weather. Weather assessment should be made continuously.
CAUTION Currently no quantitative means exists for determining the presence or intensity of microburst wind shear. Pilots are urged to exercise caution in determining a course of action.
The foregoing table, designed specifically for convective weather (thunderstorm, rain shower, virga), provides a subjective evaluation of various observational clues to aid in making appropriate real time avoidance decisions. The observation weighting is categorized according to the following scale: High Probability : Critical attention need be given to this observation. A decision to avoid (e.g. divert or delay) is appropriate. Medium Probability : Consideration should be given to avoiding. Precautions as specified in the type specific FCOM are appropriate. Low Probability : Consideration should be given to this observation, but a decision to avoid is not generally indicated.
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The guidelines in the foregoing table apply to operations in the airport vicinity (within 3 miles of takeoff or landing along the intended flight path below 1,000 ft AGL). Although encountering weather conditions described in the foregoing table at an altitude above 1,000 ft AGL may be less critical in terms of flight path, such encounters may present other significant weather related risks. Pilots are therefore urged to exercise caution when determining a course of action. Use of the forgoing table should not replace sound judgment in making avoidance decisions. Wind Shear clues should be considered cumulative. The probability for each single observation is given. However, if more than one wind shear clue is observed, the total probability rating may be increased to reflect the total set of observations. 8.4.8.4.2
Windshear on Takeoff
If there are reports of serious wind shear, takeoff should be delayed. If after takeoff the presence of shear is indicated by rapidly fluctuating airspeed and/or rate of climb/ descent, or on receipt of a wind shear warning apply maximum thrust and aim to achieve maximum lift and maximum distance from the ground without changing aeroplane configuration until safety is assured. Advise ATC as soon as possible. 8.4.8.4.3
Windshear on Approach
If there are reports of serious wind shear, consider holding or diverting. If conditions are such that windshear might be encountered the PIC should brief that a go-around may be required. If wind shear is experienced on final approach a go-around should be carried out if the approach profile and airspeed cannot be re-established. Refer to Airbus FCTM PR-NP-SP-10-10-3 or Boeing FCTM Chapter 7.38. 8.4.8.5 Jetstream Jetstreams are narrow bands with extreme high wind speeds up to 300 kt. They can extend up to several thousand miles, the width can be several miles. Avoid flying along the edge of jetstreams due to possible associated turbulence. Pilots should also be aware of the effect of increased fuel consumption due to unexpected significant head wind components that can be encountered. Near the tropopause there can be narrow bands of wind with extremely high speeds, up to 300 knots called Jetstream. The extent in length is up to several thousand miles, the width can be several miles. The main direction is south-west to north. In mid-latitudes there is a common area for Clear Air Turbulence (CAT) around the jet stream, above the jet core and to the polar side. Taking a cross section of a jet stream looking downwind, the turbulence region would be to the left of the core in the Northern Hemisphere and to the right in the Southern Hemisphere. To avoid or leave the area of CAT the following procedures should be applied: 1. Reduce speed, to reduce acceleration due to wind shears 2. When flying parallel with the jet stream changing altitude up to 1,000 ft may reduce the turbulence level 3. When flying perpendicular to the jetstream, changing altitude by 1,000 ft from the warm side to the cold side downwards, from the cold side to the warm side upwards 4. If the temperature is changing in the CAT area the flight should be continued on course; the CAT area is likely to be crossed in a short time 5 If the temperature remains constant the course should be altered in order to leave the CAT area.
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Volcanic Ash Clouds
Flying through an ash cloud should be avoided by all means due to the extreme hazard for the aircraft. Volcanic ash can cause extreme abrasion to all forward facing parts of the aircraft, to the extent that visibility through the windshields may be totally impaired, airfoil and control surface leading edges may be severely damaged, airspeed indication may be completely unreliable through blocking of the pitot heads and engines may even shut down. Procedures for “Operation in areas contaminated by volcanic ash” are developed in Airbus FCOM PRONOR-SUP-ADVWXR or Boeing QRH Chapter 7.36. 8.4.8.6.1
Volcanic Ash Symptoms
The following symptoms have been observed: 1. Smoke or dust in the flight deck, accompanied by an acrid odour (electrical sparks) at night, St Elmo’s fire and static discharges around the windscreen and engines 2. Fluctuating airspeed indicating pitot tube contamination 3. Multiple engine malfunctions including compressor stalls, increasing EGT’s and flameouts 4. Pressurization and electrical systems may be affected The NOTAM / SIGMET system now deals with known areas of volcanic activity where ash may be present in the atmosphere. Flight into such known areas is to be avoided, particularly at night or in daytime IMC conditions when ash clouds may not be seen. Reported instances of flight into such activity indicate that the weather radar will not pick up any returns, so the only avoidance methods are by NOTAM / SIGMET or visual contact. In the event of inadvertent penetration of an ash cloud, which may extend for several hundreds of miles, exit as quickly as possible. 8.4.8.7
Heavy Precipitation
Heavy precipitation may occur as rain showers, snow showers and hail. The greatest impairment to flight is the reduced visibility and the risk of in combination with low temperature. Heavy precipitation can be associated with significant downdrafts and windshear. Effect from water ingested by jet engines Under given weather conditions, the water / air ratio absorbed by jet engines is directly related to its performance and aircraft speed. This ratio is considerably increased at a high aircraft speed and engines at flight idle (typical descent conditions). This means that during descent, under heavy rainfall conditions, or hail, significant ingestion of water may cause surging or extinction of jet engines. Procedures for “Operation in or near to heavy rain, hail or sleet” are developed in Airbus FCOM PRONOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather. Heavy precipitation can quickly lead to high levels of runway contamination so runway clearance / drainage rate must be closely monitored in order to assess if a diversion is necessary.
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8.4.8.8 Sandstorm Avoid flying in active sandstorms whenever possible. When on ground, aircraft should ideally be kept under cover if dust storms are forecast or in progress. Alternatively, all engine blanks and cockpit covers should be fitted, as well as the blanks for the various system and instrument intakes and probes. They should be carefully remove before flight to ensure that accumulation of dust are not deposited in the orifices which the covers are designed to protect. Procedures for “operation from / to airports contaminated with loose (abrasive) particles ” are developed in Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather. 8.4.8.9
Mountain Waves
Mountain waves are caused by a significant airflow crossing a mountain range. On some airports, relief or obstacles may cause special wind conditions with severe turbulence and windshear on approach or during takeoff. Special procedures or recommendations are indicated on airport charts when appropriate. They must be taken into account by the flight crews for the choice of the landing or takeoff runway. These form in the lee of mountain when a strong wind is blowing broadside on (within about 30 degrees) to the range. They are usually in the form of standing waves, with several miles between peaks and troughs. They can extend 10,000 to 20,000 ft above the range and up to 200 to 300 miles downwind. 8.4.8.9.1
Recognition of Wave Activity
Encounter with mountain waves can be recognized by long-term variations in aeroplane speed and pitch attitude in level cruise; variations may be large. 8.4.8.9.2
Procedures
Altitude can usually be maintained by the autopilot height-lock, but in severe cases it may be necessary to change thrust or select speed brakes if speed alters dangerously. Bear in mind that at cruise height the margin between low and high speed buffet limits can be relatively small. The effect of mountain waves reduces with increase in height. At normal cruise altitudes, mountain waves are usually free from clear air turbulence, unless associated with jet streams or thunderstorms. Near the ground in a mountain wave area, however, severe turbulence and wind shear may be encountered. This region is known as the “lee wave rotor”, and is caused by flow separation behind the mountain range. Takeoff or landing should not be attempted in a strong lee wave rotor, and if severe turbulence is encountered at low level in the lee of a mountain range, the quickest way out is up. If unable to climb, the next best exit is directly away from the range. 8.4.8.10
Significant Temperature Inversion
8.4.8.10.1 Temperature Inversion, The Weather Phenomenon 8.4.8.10.1.1 General In meteorology, air temperature at the earth’s surface is normally measured at a height of about 1.20 m (4 ft) above the ground. From that temperature, which is reported by Air Traffic Control, takeoff performance will be defined.
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All along the takeoff flight path, aircraft performance is computed considering the altitude gained, the speed increase, but also implicitly considering a standard evolution of temperature, i.e. temperature is considered to decrease by 2°C for each 1,000 ft. However, although most of the time, temperature will decrease with altitude in quite a standard manner, specific meteorological conditions may lead the temperature evolution to deviate from this standard rule. With altitude increasing, marked variations of the air temperature from the standard figure may be encountered. In that way, air temperature may decrease in a lower way than the standard rule or may be constant or may even increase with altitude. In this last case, the phenomenon is called a temperature inversion. As described below, this may particularly affect the very lower layer of the atmosphere near the earth’s surface. There are many parameters, which influence air temperature and may lead to a temperature inversion. Close to the ground, air temperature variations mainly result from the effects of: 1. Seasonal variations 2. Diurnal / nocturnal temperature variations 3. Weather conditions (effect of clouds and wind) 4. Humidity of the air 5. Geographical environment such as: a) Mountainous environment b) Water surface (sea) c) Nature of the ground (arid, humid) d) Latitude e) Local specificity As a general rule, valid for everywhere, low wind conditions and clear skies at night, will lead to rapid cooling of the earth and a morning temperature inversion at ground level. 8.4.8.10.1.2
Morning Temperature Inversion
In the absence of wind or if the wind is very low, the air, which is in contact with a “cold” earth surface will cool down by heating transfer from the “warm” air to the “cold” ground surface. This transfer of heat occurs by conduction only and consequently leads to a temperature inversion, which is limited in altitude. This process needs stable weather conditions to develop. Schematically, during the day, the air is very little heated by solar radiation and the earth is very much. But the lower layer of the atmosphere is also heated by contact with the ground, which is more reactive to solar radiation than the air, and by conduction between earth and atmosphere. At night, in the absence of disturbing influences, ground surface cools down due to the absence of solar radiation and will cool the air near the ground surface. In quiet conditions, air cooling is confined to the lowest levels. Typically, this effect is the biggest at the early hours of the day and sunshine subsequently destroys the inversion during the morning. Similarly, wind will mix the air and destroy the inversion. 1. Magnitude of Temperature Inversion This kind of inversion usually affects the very lowest levels of the atmosphere. The surface inversion may exceed 500 ft but should not exceed 1,000 to 2,000 ft. The magnitude of the temperature inversion cannot be precisely quantified. However, a temperature inversion of about +10°C is
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considered as quite an important one. Usually, within a temperature inversion, temperature regularly increases with altitude until it reaches a point where the conduction has no longer any effect. 2. Where can they be encountered? This kind of inversion may be encountered worldwide. However, some areas are more exposed to this phenomenon such as arid and desert regions. It may be also encountered in temperate climate particularly during winter season (presence of fog). Tropical regions are less sensitive due to less stable weather conditions. In some northern and continental areas (Canada, Siberia) during winter in anticyclonic conditions, the low duration of sunshine during the day could prevent the inversion from destruction. Thus, the temperature of the ground may considerably reduce and amplify the inversion phenomenon. In a lower extent, this may also occur in temperate climate during winter, if associated with cold anticyclonic conditions. Another important aspect of an inversion is wind change. The airmass in the inversion layer is so stable that winds below and above, tend to diverge rapidly. Therefore, the wind change, in force and direction, at the upper inversion surface may be quite high. This may add to the difficulty of flying through the inversion surface. In some conditions, the wind change may be so high as to generate a small layer of very marked turbulence. 8.4.8.10.1.3
Other Types of Temperature Inversion
The Morning temperature inversion process is considered as the most frequent and the most sensitive. However, as also mentioned above, other meteorological conditions, of a less frequent occurrence and magnitude, may lead to temperature inversions. For instance, the displacement of a cold air mass over a cold ground surface may lead to turbulence resulting in a transfer of heat to the lower levels of this mass, thus, also creating a temperature inversion in the lower levels of the atmosphere below this air mass. Usually, this kind of inversion has lower magnitude than the previous case described above. In any case, pilot experience, weather reports or pilot reports will be the best way in identifying such weather conditions. 8.4.8.10.2 The Effect On Aircraft Performance and Recommendations A temperature inversion will result in a reduction of the thrust only when performing a maximum takeoff thrust during hot days, i.e., the actual ambient temperature is above T.REF (Flat rating temperature) for Airbus fleet. 8.4.8.10.2.1
Effect On Aircraft Performance
In the event of temperature inversion, the climb performance will be affected in the cases where the thrust is affected. However, to affect the aircraft performance, a temperature inversion must be combined with other factors. During a normal takeoff with all engines operative, the inversion will have no effect since the actual aircraft performance is already far beyond the minimum required performance. Then, the actual aircraft performance could be affected only in the event of an engine failure at takeoff. However, conservatism in the aircraft certified performance is to take account for inaccuracy of the data that are used for performance calculations. Although not specifically mentioned, temperature inversions can be considered as part of this inaccuracy.
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Therefore, a temperature inversion could become a concern during the takeoff only in the following worst case with all of these conditions met together: 1. The engine failure occurs at V1, and 2. Takeoff is performed at maximum takeoff thrust, and 3. OAT is close to or above T.REF (for Airbus fleet), and 4. The takeoff weight is limited by obstacles, and 5. The temperature inversion is such that it results in the regulatory net flight path margin cancellation and leads to fly below the regulatory net flight path. In all other cases, even if the performance is affected (inversion above T.REF for Airbus fleet), the only detrimental effect will be the climb performance to be lower than the nominal one. 8.4.8.11
Hot Weather Operations
The following are issues which may confront Flight Crew when operating in high ambient temperatures. Refer to Boeing FCOM Chapter SP.16. 8.4.8.11.1 Aircraft Performance During operations in high ambient temperatures, crews must be aware that they may be operating at or very close to the performance limitations of the aircraft. Optimum pilot technique will be required to achieve the desired aircraft performance. It may be necessary to use optimized operating configurations (e.g. air conditioning packs off) in order to optimize performance. Takeoff weight may be limited by RTOW and payload restrictions may apply. 8.4.8.11.2 Aircraft Systems Aircraft systems such as APU and air conditioning systems may be operating to their design limits during extreme temperature conditions. Reducing the time that entry doors are open and lowering window shades may aid in keeping cabin areas cooler. On engine start, lower duct pressures due to lower ambient pressure and higher start EGT’s due to higher ambient temperatures may be expected. 8.4.8.11.3 Brake Temperatures At high ambient temperatures, brakes heat up faster and cool down slower. Flight Crew should be aware of the brake temperatures and employ techniques that achieve optimum brake temperatures. 8.4.8.11.4 Low Level Turbulence During daytime hours, particularly from late morning to late afternoon, local thermal activity may result in significant low level turbulence. This turbulence may cause large speed excursions when operating at low altitudes. Crews must be vigilant to maintain proper departure and arrival profiles in such conditions. 8.4.8.11.5
Temperature Inversion Phenomenon
After dark, the ground cools appreciably faster than the surrounding air. Heat then radiates from the air closest to the ground, creating a cool surface layer with warmer air above.
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Cold Weather Operations
The operation of the airplane in cold weather is refer to Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather and noted by the following: 8.4.8.12.1 Heating Requirements The airplane may be cold soaked and it may take a long time for the heating system to bring the cabins to acceptable temperatures 8.4.8.12.2 Fluid Freeze The fluids on the airplane may be frozen, if the airplane is kept in freezing conditions for long. The manufacturer’s de-activation procedures for cold weather operations shall be followed in case the airplane is inactive in extreme cold weather. 8.4.8.12.3 Cold Brakes Carbon brakes work efficiently when warm: when cold the wear on the brakes increases, while the performance drops. If departing in extreme cold weather, ensure that the brakes are made ‘warm’ before takeoff, by applying them during taxiing. 8.4.8.12.4 Engine Warm-up The engines need to be warmed up to the minimum operating temperatures before takeoff. 8.4.8.12.5 Battery Power Certain batteries may not be able to supply the designed power output at extremely cold temperatures. 8.4.8.12.6 Crew Protection Crew undertaking flights in extreme cold conditions must be well clothed: caution must be exercised while performing a walk around – do not touch metal with the skin. Additionally, the surface may be slippery. 8.4.8.13
Typhoon / Tropical Cyclone Planning
The area of strongest turbulence with respect to tropical cyclone position can not be predicted, therefore, depending on the extra distance involved in circumnavigating, flight crew shall pass well in front of the TC as the air behind it tends to be more disturbed and turbulent. Avoidance is the guiding principle during flight planning and flight executions. Avoid flying over and through the TC. For flight planning, FOO must ensure that: 1. The route shall be planned minimum 60 nm away from TC outer boundary. 2. Alternate and route to the alternate which lies within 120 nm from the TC track shall not be selected. If the alternate is situated in the area where the TC has passed, airport operations may be affected by possible damage. It is advisable to select alternate well outside the affected area.
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8.4.8.13.1 Typhoon Effects on Operations Typhoons are low-pressure systems in the tropics that have a center with gale force winds (sustained winds) of 118 km/hr (64 knots). For the purpose of this document Typhoons are the same phenomenon known in different parts of the world as Tropical Cyclones (South Indian Ocean, South-West Pacific Ocean) and Hurricanes (North Atlantic Ocean and Eastern North Pacific Ocean). Typhoons occur in the North-West Pacific Ocean and primarily affect Company operations in China, Vietnam and the Philippines. They are the world’s most active systems and normally form between July and November. They can occur at any time of year however. The Tropical Cyclone season which may affect Company operations in Australia runs from mid-October through to May. Japan, the Philippines, Hong Kong, Macau and Taiwan use the following scale to classify typhoons. This scale is also for regional exchange among Typhoon Committee members. Classification
Max. Sustained Winds (km/h)
Max. Sustained Winds (knots)
Tropical Depression
≤ 62
≤ 33
Tropical Storm
63 – 88
34 – 47
Severe Tropical Storm
89 – 117
48 – 63
Typhoon
≥ 118
≥ 64
Notes: - The sustained winds given in the table are based on a 10-minute average. - Japan and Taiwan use another scale in their own languages. - The Philippines merges the category “Severe Tropical Storm” with “Tropical Storm” when issuing public advisories. - China uses a very similar scale except 2-minute sustained winds are used.
A Tropical Cyclone Watch is an advice issued every six hours when there are indications that gales or stronger winds are expected within 48 hours but not within 24 hours. It details the communities expected to be affected and gives a brief estimate of the location, intensity, severity category and movement. A Tropical Cyclone Warning is an advice issued every three hours when there are indications that gales or stronger winds are expected within 24 hours. As well as information provided in a watch advice, warning advices also inform of expected maximum wind gusts. Forecasts of heavy rainfall, flooding and abnormally high tide are included where necessary. When a Typhoon is under radar surveillance close to the coast, hourly advices may be issued. The general name given to Typhoon Watch or Warning messages is an ‘Advice’ or ‘Tropical Cyclone Advice’. This is prefixed “FLASH” when it is the first warning to a community not previously alerted by Typhoon watch. It is also issued when major changes are made to the previous warning due, for example, to unexpected movement towards the coast or rapid intensification.
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Bureau of Meteorology TC Classfication CATEGORY
STRONGEST GUSTS (km/h)
TYPICAL EFFECTS (Indicative Only)
less than 124
Negligible house damage. Damage to some crops, trees and caravans. Craft may drag moorings.
125 - 169
Minor house damage. Significant damage to signs, trees and caravans. Heavy damage to some crops. Risk of power failure. Small craft may break moorings.
CAT 1 Tropical Cyclone CAT 2 Tropical Cyclone CAT 3
170 – 224
Severe Tropical Cyclone
Very Destructive Winds
CAT 4
225 – 279
Severe Tropical Cyclone
Very Destructive Winds
CAT 5
More than 280
Severe Tropical Cyclone
Very Destructive Winds
8.4.8.14
Some roof and structural damage. Some caravans destroyed. Power failure likely. Significant roofing loss and structural damage. Many caravans destroyed and blown away. Dangerous airborne debris. Widespread power failures. Extremely dangerous with widespread destruction.
Operations On Slippery Surfaces
8.4.8.14.1 Runway Friction Characteristics The stopping performance of aircraft is to a greater degree dependent on the available friction between the aircraft tires and the runway surface, their landing and takeoff speeds. In some conditions the runway length required for landing or takeoff could be critical in relation to the runway length available. Adequate runway friction characteristics / braking action is mainly needed for three distinct purposes: 1. Deceleration of the aircraft after landing or a rejected takeoff; 2. Directional control during the ground roll on takeoff or landing, in particular in the presence of crosswind, asymmetric engine power or technical malfunctions; 3. Wheel spin-up at touchdown. To compensate for the reduced stopping and directional control capability for adverse runway conditions (such as wet or slippery conditions) performance corrections are applied in the form of: 1. Runway length increment; 2. Reduction in allowable takeoff or landing weight; 3. Reduction of allowable cross-wind component. Refer to Airbus FCTM PR-NP-SP-10 and Boeing FCOM SP.16 8.4.8.14.2 Measuring and Expressing Friction Characteristics The friction coefficient is defined as the ratio of the maximum available tire friction force and the vertical load acting on the tire. This coefficient is named “Mu” or “μ”. Various systems are used to measure the runway friction coefficient / conditions: 1. Skiddometer High pressure tire (SKH) 2. Skiddometer Low pressure tire (SKL) 3. Surface Friction Tester (SFT) 4. Mu-meter (MUM)
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5. Diagonal braked vehicle (DBV) 6. Tapley meter (TAP) 7. James Brake Decelerometer (JBD) The results of the friction measuring equipment do not generally correlate with each other for all surface conditions and no correlation has been established between these results and the stopping performance of an aircraft. The only perfect way of measuring the friction coefficient “Mu” for a specific aircraft is by using that specific aircraft braking system on the surface concerned. When friction measurement are not available but can be only estimated, the pilot is informed only of the estimated braking action reported as “good” - “medium” - “poor” - “unreliable (nil)” or a combination of these terms. Pilots should treat reported braking action measurements with caution and interpret them conservatively. Practically the following correlation may be used as a guideline: Estimated Braking Action
Mu Values
good
0.40 and above
medium/good
0.36 to 0.39
medium
0.30 to 0.35
medium/poor
0.26 to 0.29
poor
0.25 and below
unreliable
-
8.4.8.14.3 Braking Action Reporting Friction measurements or braking action estimation may be reported: 1. In plain language by the tower 2. By the routine weather broadcast 3. By Snowtam When necessary, ATC issues the latest braking action report for the runway in use to each arriving and departing aircraft. Pilot should request estimated braking action to ATC for performance data calculation. Pilots should also be prepared to provide a descriptive runway condition report (PIREP) to ATC after landing. 8.4.8.14.4
Meteorological Observations
Meteorological observations in connection with knowledge of previous runway conditions will, in many cases, permit a fair estimate to be made of braking action. On snow or ice-covered runways not treated with, e.g. sand, the coefficient of frictionvaries from as low as 0.05 to 0.30. It is very difficult to state exactly how and why the runway conditions vary. The braking action is very much dependent upon the temperature especially near the freezing point. However, when it is freezing, the braking action could be fairly good, it will so remain if the temperature decreases but if the temperature rises to the freezing point or above, the braking action will decrease rapidly. Sometimes very low friction coefficient values occur when humid air is drifting in over an icy runway even though the
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temperature may be well below the freezing point. Some of the various conditions which are expected to influence the braking action are given below: 8.4.8.14.4.1
Friction Coefficient Between 0.10 and 0.30 (poor-medium/poor)
Very careful planning, judgment, and execution are absolutely essential. Crosswind becomes a “priority one” consideration. While a safe and successful approach, landing, and stop can be accomplished if all factors are favorable, there is little room for error. Care must be exercised in every aspect of the operation and a very careful evaluation of all conditions is necessary. Note: “Unreliable” will be reported when surface conditions do not permit ameaningful action value to be determined (i.e., standing water, slush, wet snow [potential hydroplaning]).
Condition are but not limited to: 1. Slush or rain on snow- or ice-covered runway; 2. Runway covered with wet snow or standing water; 3. Change from frost to temperature above freezing point; 4. Change mild to frost (not always); 5. The type of ice which is formed after long periods of cold; 6. A thin layer of ice formed : a) By frozen ground having been exposed to humidity or rain at 0°C or above; b) When due to radiation, e.g. when the sky clears, the runway surface temperature drops below freezing point and below the dew point (this ice formation can take place very suddenly and occur while the reported air temperature may still be quite a few degrees above the freezing point.) 8.4.8.14.4.2
Friction Coefficient Between 0.25 and 0.35 (medium/poor-medium)
Sufficient braking and cornering force is available for a well-flown approach and landing using light braking. However, excess speed or long touchdown would result in an extremely low safety factor depending on runway length and crosswind component. Careful planning and good judgment are required. Condition are but not limited to: 1. Snow conditions at temperature just below freezing point; 2. Snow-covered runways at temperatures below freezing point, exposed to sun; 3. Slush-covered runway. 8.4.8.14.4.3
Friction Coefficient Between 0.35 and 0.45 (medium/good-good)
More braking is available than will be used in an average airline type deceleration. If a maximum energy stop were attempted (wet), some distance in excess of certified stopping distance would be expected. If the surface is affected by snow or ice and the braking action is reported as “good”, pilots should not expect to find conditions as good as on clean dry runway (where the available friction may well be greater than that needed in any case). The value “good” is a comparative value and is intended to mean that airplanes should not experience directional control or braking difficulties, especially when landing.” Condition are but not limited to: 1. Snow-covered runways which have not been exposed to temperatures higher than about -2°C to -4°C. 2. Damp or wet runway without risk of hydroplaning (less than 3 mm water depth)
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8.4.8.14.5 Aircraft Performance On Wet or Contaminated Runways Takeoff performance from wet or contaminated runways are given in Airbus FCOM PRO-NOR-SUPADVWXR or Boeing FCOM SP.16 – Adverse Weather. Landing distances on wet or contaminated runways are given in Airbus QRH - Inflight Performance or Boeing FCOM - Performance Inflight - Advisory Information. As no accurate correlation can be made between the aircraft friction coefficient on a given runway and the reported friction coefficient or braking action, these performance given in the FCOM have been established for given depths of water or contaminant (slush, snow). Therefore the only way to determine the applicable takeoff and landing performance is to obtain the depth and type of contaminant. It is not recommended to land or takeoff on a runway for which the braking action is reported as “POOR” or the friction coefficient is 0.25 or less. Takeoff runway covered with more than 5 cm (2 inches) of dry snow or 2.5 cm (1 inch) of wet snow is not recommended. 8.4.8.14.6 Operation On Slippery Surface Policy It is Citilink Indonesia policy: 1. When different values of contaminant depth, runway friction or braking action are reported for different portions of the same runway, the most adverse values shall be used in all performance computations. 2. Not to land or takeoff on a runway for which the braking action is estimated or reported as “POOR”, or when the friction coefficient is 0.25 or less. 3. Not to takeoff on a runway covered with more than 5 cm (2 inches) of dry snow or 2.5 cm (1 inch) of wet snow. 4. Not to land where appreciable areas of the runway are flooded or covered with ½ inch or more of water or slush. 5. The availability and use of thrust reversers is mandatory for takeoff and landing on contaminated runways. 8.4.8.14.6.1
Tail and Crosswind Restrictions
Limitations When planning a flight, the tail and crosswind limitations as published in the relevant FCOM’s shall be taken into account. Under marginal tail or crosswind conditions the local circumstances, such as length and width of the runway, runway condition, surrounding obstacles, etc. should be duly taken into account. Attention is drawn to the fact that the required runway length increases rapidly with increasing tailwind. In applying crosswind limitation on takeoff and landing, the PIC shall use steady wind. Note: For N-1 ferry flights and abnormal runway conditions, more stringent tail and crosswind limitations are applicable, which are given in the relevant FCOM.
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Determination of Tail and Crosswind Components Wind direction in meteorological charts and weather reports is always expressed in degrees true, whereas the runway direction on landing charts is given as degrees magnetic. Therefore the runway direction should be converted to degrees true (or the wind to degrees magnetic) when computing crosswind components. For reason of simplification, winds in reports from the tower are presented in degrees magnetic and can be used directly with the magnetic runway direction. 8.4.8.14.7 Guidelines for Operations On Slippery Surfaces 8.4.8.14.7.1
General Consideration
The use of thrust reversers is mandatory on contaminated runways The two most important variables confronting the pilot when runway coefficient of friction is low and/or conditions for hydroplaning exist are length of runway and crosswind magnitude. The total friction force of the tires is available for two functions - braking and cornering. If there is a crosswind, some friction force (cornering) is necessary to keep the aircraft on the centreline. Tyre cornering capability is reduced during braking or when wheels are not fully spun up. Locked wheels eliminate cornering. Therefore in crosswind conditions, a longer distance will be required to stop the aircraft. According to the runway conditions the following cross wind values indicated in FCOM should not be exceeded for takeoff and landing. Reported Braking Action
Reported Friction Coefficient
Maximum Crosswind With Gust Included (kt)
Good
0.40 and above
38
Good to Medium
0.36 to 0.39
29
Medium
0.30 to 0.35
25
Medium to Poor
0.26 to 0.29
20
Poor
0.25 and below
15
Unreliable
-
-
8.4.8.14.7.2 Taxiing Aircraft may be taxied at the PIC discretion on ramps and taxiways not cleared of snow and slush. More power than normal may be required to commence and continue taxi so care should be taken to avoid jet blast damage to buildings, equipment and other aircraft. Be aware of the possibility of ridges or ruts of frozen snow that might cause difficulties. The boundaries / edges of manoeuvring areas and taxiway should be clearly discernible. If in doubt, request “Follow Me” guidance. When executing sharp turns while taxiing or parking at the ramp, remember that braking and steering capabilities are greatly reduced with icy airport conditions; reduce taxi speed accordingly. Slat/flap selection should be delayed until immediately before line up to minimise contamination.
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8.4.8.14.7.3 Takeoff Severe retardation may occur in slush or wet snow. In most cases, lack of acceleration will be evident early on the take off run. Maximum permissible power must be used from the start. Large quantities of snow or slush, usually containing sand or other anti-skid substances may be thrown into the engines, static ports and onto the airframe. Pod and engine clearance must be watched when the runway is cleared and snow is banked at the sides of runways or taxiway. 8.4.8.15.7.4 Landing Pilots should be aware that where rain, hail, sleet or snow showers are encountered on the approach or have been reported as having recently crossed the airfield, there is a high probability of the runway being contaminated. The runway state should be checked with ATC before commencing or continuing the approach. Very often a short delay is sufficient to allow the runway to drain or the contaminant to melt. Use of reverse thrust on landing on dry snow in very low temperatures will blow the dry snow forward especially at low speed. The increase in temperature may melt this snow and form clear ice on refreezing on static ports. The required landing field length for dry runways is defined as 1.67 times the demonstrated dry landing distance. For wet runways, this landing distance requirement is increased by 15%. The required landing field length for contaminated runways is defined as 1.15 times the demonstrated contaminated landing distance. The shortest stopping distances on wet runways occur when the brakes are fully applied as soon as possible after main wheel spin up with maximum and immediate use of reverse thrust. Landing on contaminated runways without antiskid should be avoided. It is strongly recommended to use the autobrake (if available) provided that the contaminant is evenly distributed. The factors and considerations involved in landing on a slippery surface are quite complex and depending on the circumstances, the pilot may have to make critical decisions almost instinctively. The following list of items summarises the key points to be borne in mind. Several may have to be acted upon simultaneously. 1. Do not land where appreciable areas of the runway are flooded or covered with 1/2 inch or more of water or slush. 2. Limit crosswind components when runway conditions are poor and runway length short. 3. Establish and maintain a stabilised approach. 4. Consider the many variables involved before landing on a slippery runway. a) Landing weather forecast b) Aircraft weight and approach speed c) Landing distance required d) Hydroplaning (aquaplaning) speed e) Condition of tires f) Brake characteristics (anti-skid, autobrake mode) g) Wind effects on the directional control of the aircraft on the runway h) Runway length and slope i) Glidepath angle
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5. Do not exceed VAPP at the threshold. An extended flare is more likely to occur if excess approach speed is present. 6. Be prepared to go-around. 7. Flare the aircraft firmly at the 1,000 ft aiming point. Avoid build up of drift in the flare and runway consuming float. A firm landing, by facilitating a prompt wheel spin up, also ensures efficient antiskid braking. 8. Select reverse thrust as soon as possible. 9. Get the nose of the aircraft down quickly. Do not attempt to hold the nose off aerodynamic braking. Aim to have the nose wheel on the ground by the time reverse thrust reaches the target level. 10. If the autobrake is not available, and if remaining runway length permits, allow the aircraft to decelerate to less than dynamic hydroplaning speed before applying wheel brakes. If however maximum braking is required apply and hold full brake pedal deflection. Continue to apply rudder and aileron inputs while braking. The brakes are the primary means for stopping the aircraft but if necessary the full reverse thrust may be maintained until the aircraft is fully stopped. Excessive braking in crosswinds will lead to the aircraft drifting away from the centreline. Do not decrab completely as the aircraft will yaw on the slippery runway due to its weathercock stability. 11. Keep the aircraft aligned with the runway centreline. Use rudder and aileron inputs. As rudder effectiveness decreases, reduce aileron deflection proportionately. CAUTION Do not allow large deviations from the runway heading to develop as recovery can become very difficult. Use of the nose wheel steering is not recommended. Under slippery conditions, the nose wheels must be closely aligned with the aircraft track or they will scrub.
12. If directional or lateral control difficulties are experienced, disconnect the autobrake, if necessary, reduce reverse thrust levels symmetrically, regain directional control with rudder, aileron and differential braking. Once under control, re-apply manual braking and increase symmetrical reverse levels as required while easing the aircraft back towards the runway centreline. 13. After landing in heavy slush do not retract the slats and flaps. Allow ground personnel to clear ice and slush from slats and flaps before full retraction. Taxi with caution to parking area as flaps extended provides a much reduced ground clearance.
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Operating Procedure
Wake Turbulence
Every aircraft in flight generates wake turbulence caused primarily by a pair of counter rotating vortices trailing from the wing tips. Wake turbulence generated from heavy aircraft, even from those fitted with wing tip fences, can create potentially serious hazards to following aircraft. For instance, vortices generated in the wake of large aircraft can impose rolling movements exceeding the counter-roll capability of small aircraft. 8.4.9.1
Weight Categories
Turbulence encountered during approach or takeoff may be due to wake turbulence. Aircraft turbulence categorisation and wake turbulence separation minima are defined ICAO PANS ATM, Doc. 4444, as follows: (H) Heavy
: MTOW ≥ 136,000 kg
(M) Medium : 7000 kg < MTOW < 136,000 kg (L) Light
: MTOW ≤ 7,000 kg
Note: B757 and A380 aircraft is categorized as Heavy (H) aircraft for the purpose of assessing wake turbulence experienced by following aircraft.
8.4.9.1.1
Separation By Time (Non Radar)
Wake turbulence separation minima given below define a minimum separation time between two aircraft during takeoff and landing to cope with wake turbulence: 1. Arriving aircraft a) Medium behind Heavy aircraft: 2 minutes b) Light behind Medium or Heavy aircraft: 3 minutes (See Remark above) 2. Departing aircraft The minimum separation time is 2 minutes (or 3 minutes if take off is from an intermediate part of the runway) for a Light or Medium aircraft behind a Heavy aircraft or for a Light aircraft behind a Medium aircraft. Two parallel runways have no influence each others if they are separated by morethan 760 m (2,500 ft) and if the flight path of the second aircraft does not cross the flight path of the preceding aircraft by less than 300 m (1,000 ft). 3. Departing and landing in opposite direction The minimum separation time is 2 minutes.
Leading Airplane
Following Airplane
Arrival Separation (Minutes)
Departure Separation (Minutes)
Heavy
Medium
2
2*
Heavy
Light
3
2
Medium
Light
3
2
*The separation is 3 minutes if the following airplane takes-off from an intermediate position on the runway.
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8.4.9.1.3
Following Airplane
Separation (NM)
Heavy
Heavy
4
Heavy
Medium
5
Heavy
Light
6
Medium
Light
5
Visual Separations
Wake turbulence separation is not provided to landing VFR arrivals, nor to IFR on visual approach. In these cases it is up to the pilot to provide adequate spacing from preceding arriving or departing aircraft. 8.4.9.1.4
Pilot Considerations
If a pilot considers the wake turbulence separation standards inadequate, an increased separation may be requested by specifying the spacing required. Conversely, if pilots indicate that they will take responsibility for their own wake turbulence separation then they may request exemption from these separations. This option should be treated with caution. It is your responsibility as flight crew or pilot in command to anticipate the likelihood of encountering wake turbulence and to alter your flight path accordingly, or, if necessary, request an alternative clearance from ATC. Do not rely on others to provide warnings. 8.4.9.2
In Cruise
Wake turbulence events are more frequent in RVSM airspace, even with very distant aircraft (20 NM). They may be encountered in cruise, specially in North Atlantic Track system where the aircraft flying in the same direction are vertically separated by 1,000 ft. In such case, the flight crew should consider keeping the seat belt signs ON, when the aircraft proximity is known. If considered necessary, the pilot may offset from the cleared track by up to a maximum of 2NM in order to alleviate the effects of wake turbulence. ATC should be advised of this contingency action but will not issue clearance for any such lateral offset. The aircraft should be returned to cleared track as soon as the situation allows. It is important to note that wake turbulence can cause variation in pitch. When crossing a vortex perpendicularly, these pitch variations are sometimes accompanied by a loud thumping noise. During an approach at night, passengers may have the sensation that the aircraft has touched the ground. 8.4.9.3
The Warning Signs
Wake turbulence is nearly always invisible; pilots need to anticipate where it might be. Air traffic controllers issue only warnings and are not responsible for anticipating the existence or effect of the condition. Any uncommanded aircraft movements, such as wing rocking, may be caused by wake vortices. This is why maintaining situational awareness is so critical. Pilots who suspect wake turbulence is affecting their aircraft should immediately move away from the wake by executing a missed approach or go-around; then must be prepared for an even stronger wake vortex encounter. The onset of wake turbulence can be insidious and even surprisingly gentle. There have been serious accidents where pilots have attempted to salvage a landing after encountering moderate wake only to
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encounter severe wake turbulence. Pilots should not depend on any aerodynamic warning. If the onset of wake turbulence is occurring, immediate evasive action is a must! 8.4.9.4
How to Avoid Wake Turbulence
Pilots should remember three basic warnings concerning wake turbulence: 1. Do not get too close to the lead aircraft. 2. Do not get below the lead airplane’s flight path. 3. Be particularly wary when light wind conditions exist. The following avoidance procedures should be followed at all times: Takeoff If you think wake turbulence from the preceding aircraft may be a factor, wait about 2 or 3 minutes before taking-off. Before taking the active runway, tell the ATC that you want to wait. Plan to lift off prior to the rotation point of the lead aircraft, and use full takeoff power or thrust. Climb If possible, climb above the lead airplane’s flight path. If you cannot out-climb it, fly slightly upwind and climb parallel to the lead airplane’s course. Avoid headings that cause you to cross behind and below the aircraft in front. Crossing If you must cross behind the lead aircraft, try to cross above its flight path or, terrain permitting, at least 1,000 ft below. Trailing Endeavour to stay either on or above the leading airplane’s flight path, or upwind, or, terrain permitting, at least 1,000 ft below. Approach Maintain a position on or above the lead airplane’s flight path with adequate lateral separation. Landing Ensure that your touchdown point is beyond the lead airplane’s touchdown point. Land before the departing airplane’s rotation point. Crossing Approaches When landing behind another aircraft on crossing approaches, cross above the other airplane’s flight path. Crosswinds Remember crosswinds may affect the position of wake vortices. Adjust takeoff and landing points accordingly.
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Flight Crew Members At Their Duty Stations
8.4.10.1
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1. During takeoff and landing each flight crewmember required to be on flight deck duty shall be at his station. 2. During all other phases of flight each flight crewmember required to be on flight deck duty shall remain at his station unless his absence is necessary for the performance of his duties in connection with the operation, or for physiological needs provided at least one suitably qualified pilot remains at the controls of the aircraft at all times. In this case, one crewmember may leave the cockpit during flight for as short a period as possible (maximum 15 minutes). Authorization of the PIC is required before any cockpit crew member leaves his station and 1 Cabin Crew shall be in the cockpit. 3. When one crewmember is absent, cross monitoring of flight and system panels by the remaining crewmembers becomes even more essential. If, as a consequence of the absent of cockpit crewmember, only one Pilot occupies his seat, he shall be in a position to take over manually without delay. 4. During all phases of flight each flight crewmember required to be on flight deck duty shall remain alert. If a lack of alertness is encountered, appropriate countermeasures shall be used. If unexpected fatigue is experienced, the PIC should organize the task sharing and workload. 5. During all phases of flight, each member of the basic crew shall be at his cockpit station, except when his/her absence is due to performance of duties in related with the operation of the flight. 6. The task of each flight crewmember is defined in the FCOM for all flight phases. Non essential activities should be avoided during phases of flight where workload is high. At any other time, if these activities are being performed, the PIC should ensure that only one flight crewmember is so occupied at any one time and that careful attention is being paid to normal operational duties by other crew member(s). 7. One pilot should always be in a position to maintain a lookout. Meals, tea or coffee etc, should normally be partaken separately, so that one pilot can keep watch until the other is ready, thus maintaining an adequate lookout. 8. Below 10,000 ft no cockpit crew member shall vacate his seat and/or leave the cockpit, neither can any seat change or pilot change take place below 10,000 ft. 8.4.10.2
Cabin Crew
1. On all the decks of the aircraft that are occupied by passengers, required cabin crew shall be seated at their assigned stations during critical phases of flight. Critical phases of flight are surface movement, takeoff and landing and all other flight operations conducted below 10,000 ft. 2. During takeoff and landing, and whenever deemed necessary by the PIC in the interest of safety, the minimum legal number of cabin crew must be positioned in seats designated for the purpose. Any additional cabin staff that cannot be accommodated in seats provided for the purpose, will normally occupy passenger seats.
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GENERAL Operating Procedure
Use of Safety Belts For Crew and Passengers
Crewmember 1. During takeoff and landing, and whenever deemed necessary by the PIC in the interest of safety, each crew member shall be properly secured by all seatbelts and shoulder harnesses provided. 2. Both occupants of the pilot seats shall always have their seat belts fastened. 3. Flight Crew must wear shoulder harnesses when below 10,000 ft on climb and from Top Of Descent until aircraft fully parked. 4. When only one pilot remaining in the cockpit, he/she must wear seatbelts and shoulder harnesses. Passenger 1. Before takeoff and landing, and during taxying, and whenever deemed necessary in the interest of safety, the PIC shall ensure that each passenger onboard occupies a seat or berth with his seatbelt, or harness where provided, properly secured. 2. The PIC shall ensure that multiple occupancy of aeroplane seats may only be allowed on specified seats and does not occur other than by one adult and one infant. Any occupant should fasten his seatbelt during takeoff and landing and enroute in case of turbulence and as a general rule each time the SEAT BELT sign is illuminated. Unless otherwise briefed by the PIC, the SEAT BELT sign does not indicate a requirement for cabin crews to be seated. As long as the SEAT BELT signs are illuminated, cabin crew should make frequent checks that passenger seatbelts remain fastened. Seatbelt must be worn by all crewmembers and passengers (except by infant) under the following conditions: 1. During takeoff, approach and landing 2. When the aircraft is flying at an altitude of less than 1,000 ft above terrain 3. In turbulent conditions 4. At the PIC’s discretion or as required by abnormal or emergency procedures When the seat belts must be fastened, each infant must be held by the accompanying person or strapped in a dedicated restraining device. The SEAT BELT switch is to be selected to the “ON” position: 1. During the cockpit preparation. Once airborne the SEAT BELT switch should be selected to the “OFF” position. An announcement should be made noting that although the seatbelt sign has been turned off, passengers should keep their seatbelts fastened whenever they are in their seats. 2. When turbulence is anticipated or encountered. In addition, a flight crew must make an appropriate PA announcement requiring the passengers to fasten their seatbelts. 3. During initial approach and no later than FL100.
Issue 02 - Rev. 04 Aug 1st, 2017
Chapter 8 251
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8.4.12
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Admission to Flight Deck
No person may admit any person to the flight deck of an aircraft unless the person being admitted is: 1. A crewmember of the flight, 2. A DGCA air carrier inspector or an authorized representative of the Director, who is performing official duties, 3. An employee of the Indonesian government, a certificate holder or an aeronautical enterprise who has the permission of the PIC and whose duties are such that admission to the flight deck is necessary or advantageous for safe operations or, 4. Any person who has the permission of the PIC AND is specifically authorized by the certificate holder management and by the Director. 5. During cruise flight for persons having a technical or operational task in aviation and whose presence in the cockpit during that flight is relation to the efficient of that task. Whenever performing the duties of conduction an inspector of the DGCA presents his identification credentials to the PIC to an aircraft operated by an air carrier or commercial operator. The inspector must be given free and uninterrupted access to the pilots compartment of that aircraft. Admission to the flight deck is under the authority of the PIC. The final decision regarding the admission to the flight deck of any person shall rest with the PIC who shall request identification of such persons before granting such admission. Persons duly authorized as above and entitled to enter and remain on the flight deck in order to be able to perform theirs duties, shall only be denied access by the PIC if he deems this necessary in the interest of safety. Cabin Crew Procedures Before informing the PIC, the cabin crew shall: 1. Conduct passenger profiling; 2. Collect complete data of the passenger. Use the interphone system to inform and or asking permission from the PIC. To keep the security of the cockpit: 1. The cabin crew shall firstly check the identification of the person who wish to visit the cockpit before asking the permission of the PIC. 2. There should be 1 (one) cabin crew accompany the visitor during cockpit visit. 3. The cockpit door must be closed and locked during flight. 8.4.12.1
Observer Briefing
A person shall only be carried on the flight deck provided that a seat with safety belt / safety harness is available and that requirements concerning supplemental oxygen are met. The person shall be briefed to: 1. Handling of seat and seat harness; keep the safety belt fastened at all times and harness below 10,000 ft AAL. 2. Evacuation possibilities and exits, use emergency exits, life jacket and oxygen
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3. Position, handling and time of use of the oxygen masks 4. Position and use of the life vests (if required) 5. Behavior in emergency cases 6. Not to touch any controls, push buttons, switches, instruments or circuit breakers 7. Not to interfere crew communications; not talking unless invited to do so by the PIC 8. Not distract and/or interfere with the operation of the flight 9. That their transport on a vacant crew seat is an exception and will entail restrictions regarding sitting comfort, service and the consumption of alcohol 10. Restricted movements to/from the flight deck, for those occupants occupying flight deck jump seats. The person must be familiar with the use of all flight deck relevant emergency equipment and all relevant emergency procedures to: 1. Keep the safety belt / safety harness fastened at all times 2. Use emergency exits, life jacket and oxygen. 8.4.12.2
Use of Observer Seat Other Than Flight Crew
Occupation of the observer seat by others than assigned cockpit crewmember may lead to distraction and should therefore be restricted to a minimum. Person who in related to their duties or occupations are entitled to occupy the observer seat, must: 1. Be seated will prior to takeoff and landing 2. Be instructed not to interfere, 3. Have a seat in the cabin 8.4.12.2.1 Observer Seat : Enroute Inspections 1. Company shall make an available a seat on the flight deck of each airplane, used by it in air commerce for occupancy by the director while conducting enroute inspection. The Director determines the location and equipment of the seat with respect to its suitability for use in conducting en-route inspections. 2. In each airplane that have more than one observer seat, in addition to the seats required for the crew complement for which the airplane was certificated the forward observer seat or the observers seat selected by the Director.
Issue 02 - Rev. 04 Aug 1st, 2017
Chapter 8 253
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8.4.13
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Flight Deck / Cockpit Door Policy
The following procedures have been devised to enable flight deck and Cabin Crew to enter and leave the flight deck while at the same time preventing unauthorized access. On ground during pre-flight preparation, turnaround or in maintenance immediately prior to a flight, when passengers are not onboard, the position of the flight deck door is at the PIC’s, or Engineer’s discretion. From the time of starting passenger boarding until their disembarkation at the next destination, the flight deck door shall be closed and locked. Except when necessary to permit access or egress to authorized persons. The cockpit crew shall be remain on the cockpit, except for duty performance and/or personal nature. Note: Cockpit Door has three electric locking strikes controlled by the flight crew. In normal conditions, when the door is closed they remain locked..
8.4.13.1
Entry Cockpit Procedures
8.4.13.1.1 For Cabin Crew 1. Check that the area around the cockpit door is sterile; 2. If possible, call another cabin crew to act as a barrier while entering the cockpit; This procedure also applies everytime the cockpit door is opened. 3. Call the cockpit crew using the interphone; If no answer from the cockpit crew, wait 30 seconds and retry to call. After the second attempt and still no answer, use the EMER CODE to open the door. 4. Identify yourself (Name, Function and Intention); Example for proper identification: Name
: Sasha
Function
: Cabin Crew In Charge (CIC)
Intention
: Meal servicing
5. Enter the door (CDLS) code; 6. Wait for the pilot to unlock the door; 7. Enter the cockpit and close the door. 8.4.13.1.2 For Cockpit Crew On receiving a request for flight deck access 1. Confirm that the person requesting the access is bonafide, by visual identification, or speech 2. Unlock the flight deck door 3. Ensure that the door remains locked during the flight deck visit 4. Once the visitor has left the flight deck, immediately confirm that the door is closed and locked. 8.4.13.2
Security Breach / Terrorist Threat
Any breach, or perceived breach, of peace or security or suspicion of an impending trouble in the cabin must be informed to the pilots, without delay, over the intercom, using the ‘Emergency’ call, if needed. If possible, the call must be made discreetly, hidden from the passengers’ view. Entry to the cockpit must not be requested or granted, unless the security in the cabin is restored. In all circumstances, the Cabin Crew shall not allow a terrorist to gain entry into the flight deck, and obstruct any attempt at forced entry.
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If it becomes clear to the pilots that one of the cabin crew or a passenger has been seized and their life has been threatened in order to gain access to the cockpit, an announcement by PIC should be made over the PA system requesting the crew and passengers not to respond and attempt to overpower the hijackers. It should be made clear to them that by not doing so, the life of everyone on board is in danger. The PIC of the aircraft and the First Officer shall NEVER leave the flight deck to make an attempt to resolve the problem. Instead, they should inform the authorities on the ground and divert to an airport where a response team can handle with the situation. There is no way of preventing hijackers / terrorists from gaining access to the flight deck of a Citilink Indonesia aircraft; however, introduction of the Cockpit Door Locking System (CDLS) will make unauthorized access to the flight deck more difficult.
8.4.14
Incapacitation of Crew Members
8.4.14.1 General Incapacitation of a crewmember is defined as any condition, which affects the health of a crew member during the performance of duties which renders him incapable of performing the assigned duties. Incapacitation is a real air safety hazard, which occurs more frequently than many of the other emergencies, which are the subject of routine training. Incapacitation can occur in many forms varying from obvious sudden death to subtle, partial loss of function. It occurs in all age groups and during all phases of flight and may not be preceded by any warning. 8.4.14.2
Types of Incapacitation
1. Obvious incapacitation Means total functional failure and loss of capabilities. In general will be easily detectable and of prolonged occurrence. Among possible causes are heart disorders severe brain disorders, internal bleeding, food poisoning, etc. 2. Subtle incapacitation Is a more significant operational hazard, because it is difficult to detect and the effect can range from partial loss of function to complete unconsciousness. Among the possible causes might be minor brain seizures, hypoglycemia (low blood sugar), other various medical disorders, extreme fatigue or pre-occupation with personal problems. Because a flight crewmember may not be aware of, or capable of rationally evaluating his/her situation, this type of incapacitation is the more dangerous. 8.4.14.3
Causes and Effects
Incapacitation may range from minor cases of physiological upsets associated with inter-current mild disease or mental stress which may result in reduced levels of judgment or physical coordination up to a complete collapse. Among the cause for mild incapacitation one may list: 1. Body pain such as toothache, headache, gastroenteritis, delayed effects of alcohol, drug or medications, common disorder (i.e. cold). 2. Heart trouble, an acute infection thrombosis, epilepsy, hypo-glycerin (extremely low level sugar) and others belong to the more serious causes of a sudden collapse.
Issue 02 - Rev. 04 Aug 1st, 2017
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8.4.14.4 Recognition The critical operational problem is early recognition of the incapacitation. The keys to early recognition of incapacitation are: 1. Routine monitoring and cross-checking of flight instruments, particularly during critical phases of flight, such as takeoff, climb out, descent, approach, landing and go around. 2. Flight crew members should have a very high index of suspicion of a “subtle incapacitation”: a) If a crew member does not respond appropriately to two verbal communications, or b) If a crew member does not respond to a verbal communication associated with a significant deviation from a standard flight profile. 3. If you don’t feel well, say so and let the other pilot fly Other symptoms of the beginning of an incapacitation are: 1. Incoherent speech 2. Strange behaviour 3. Irregular breathing 4. Pale fixed facial expression 5. Jerky motions that are either delayed or too rapid 8.4.14.5
Action to Be Taken When Crew Incapacitate
8.4.14.5.1 Flight Crew Incapacitation The recovery from a detected incapacitation of the fit pilot shall follow the sequence below: First Phase 1. Assume control, return the aircraft to a safe flight path, announce “I HAVE CONTROL”. If the incapacitated flight crewmember causes interference with the handling of the aircraft, press the sidestick pb for 40 seconds and keep or engage the onside AP, as required. 2. Declare an emergency to ATC 3. Call Cabin Crew via PA : “CIC REPORT TO COCKPIT” 4. Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. This may include involving cabin crew to restrain the incapacitated pilot. 5. Request assistance from any medicallay qualified passenger. 6. Check if a type qualified pilot is onboard to replace the incapacitated crew member. If no type qualified pilot available, 1 (one) Cabin Crew other than Cabin Crew In Charge (CIC), (Cabin Crew 2 is prefered) should remain in the cockpit. Note: CIC shall brief other cabin crew to ensure all exits are covered and give their new assignment.
7. Land at the nearest suitable airport after considering all pertinent factors 8. Request medical assistance after landing giving many details about the condition of the affected crewmember 9. The remain cockpit crew shall wear seatbelts and harnesses at all times
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Second Phase 1. Prepare the approach preparation earlier and perform callouts and checklist aloud 2. Request radar vectoring and prefer a long approach to reduce workload if possible 3. Perform the landing from the fit pilot usual seat. 8.4.14.5.2 Cabin Crew Incapacitation First Phase 1. One Cabin Crew report to cockpit crew using cabin – cockpit communication protocol. 2. PIC declares urgency or emergency, whichever is applicable. 3. Ensure the incapacitated crewmember is cared for and relocated to a passenger seat. 4. Have the incapacitated crewmember seated with recline position. Assistance of other crewmember or passengers might be required. 5. In a full seat flight, a passenger may be relocated to a cabin attendant seat. The passenger shall be seated in a cabin attendant seat which is not adjacent to the exit. Brief the passenger regarding the use of the cabin attendant seat. The briefing objectives are: a) The use of cabin attendant seat, seatbelt and shoulder harness b) The use and location of emergency equipment (life vest and oxygen mask) c) How to operate the passenger door d) Instruct the passenger not to open the passenger door, except instructed to do so. 6. Request assistance from any medicallay qualified passenger. Second Phase 1. Take care of the incapacitated crew member; 2. Arrange a landing as soon as practicable after considering all pertinent factor (condition of the incapacitated, remaining flight time and suitability of enroute airport); 3. Arrange medical assistance after landing - giving as many details about the condition of the affected crew member as possible. 4. In case of Cabin Crew In Charge (CIC) become incapacitated, Cabin Crew 2 replace the CIC’s responsibilities. Third Phase 1. Prepare for landing (cockpit and cabin), but do not press for a hasty preparation; 2. Depending on the situation, have the incapacitated crew off-loaded from the airplane and to the ambulance as quickly as possible. 3. Complete the air safety reporting and other required form.
Issue 02 - Rev. 04 Aug 1st, 2017
Chapter 8 257
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8.4.15
Cabin Safety Requirements
8.4.15.1
Cabin Preparation and Passenger Seating
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No person may operate an airplane unless there are available during the takeoff, enroute flight and landing: 1. An approved seat or berth for each person onboard the airplane who has reached his second birthday; and 2. An approved safety belt for separate use by each person onboard the airplane who has reached his or her second birthday. Each person onboard an airplane shall occupy an approved seat or berth with a separate seatbelt properly secured about him or her during movement on the surface, for takeoff and for landing. A seatbelt provided for the occupant of a seat may not be used by more than one person. Seats, Safe