OM-A Rev02

O P Y 4 9
OPERATION MANUAL ED C PART .0 1A4

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OPERATION STANDARDS 1 Edition
OM – A Revision Letter
REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON

FIRST OPPORTUNITY
Date : 16 January 2017
Edition : 01
Revision : No. 02 to Garuda Indonesia Operation Manual Part A (OM-A)
Effective Date : 30 January 2017
CHAPTER PAGE DATE NOTE

0.2 1 16 January 2017 Updating Log of Page Issue number
0.3 1 16 January 2017 Add new Record of Revision
0.4 1 16 January 2017 Rewording Manual Holder List Table
2 1 16 January 2017 Wording revised in Table of Content
2.1-01 1 16 January 2017
O P Y
Updating the systematical structure of
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16 January
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Attendant Records
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3 1-2 2017 Updating Table of Content
3.1.4 3 16 January 2017 Updating Structure Organization JKTDO
Add new paragraph about Management
3.2 1 16 January 2017
Personnel
Updating Names and Unit Function in the
3.2.1 2 16 January 2017
Organization (JKTDV)
3.2.1 3 16 January 2017
Organization (JKTOG)
3.2.1 4 16 January 2017
Organization (JKTDK)
3.2.5 5 16 January 2017 Page Alignment
3.3.7 5 16 January 2017 Rewording VP Cabin Service responsibility
3.3.8 5 16 January 2017 Updating VP DK responsibility
3.3.8 6 16 January 2017 Updating VP DK responsibility
3.3.9 7 16 January 2017 Add MEL
3..3.9 8 16 January 2017 Page Alignment
Operation Manual Part A – 1st Edition
16 Jan 2017

3.3 12 16 January 2017 Page Alignment
4.4.1 1 16 January 2017 Add Paragraph about Night VFR
Change reference from OM-A 3.3.8 to
5.2-02 3 16 January 2017
3.3.9
Rewording Medical Examination Before
5.3 2 16 January 2017
first Flight of The Day
5.4-08 5 16 January 2017 Omitting 5.4.08
6.1.2 1 16 January 2017 Rewording First Officer Qualification
6.1.3 2 16 January 2017 Rewording Captain Qualification
6.3-06 4 16 January 2017 Updating Scheme FOO Duty Time
6.4.2.4 10 16 January 2017 Rewording Line Training Syllabus
7.1-06 4 16 January 2017 Add “Crew Scheduler”
9.2.7 7 16 January 2017 Rewording Briefing Location
9.7.2 3 16 January 2017 Update Computerized Dispatch Release
Rewording A Passenger may not seat in
10.3.7-02 8 16 January 2017
an Exit Seat
Rewording Cabin Baggage Dimension for
10.4.2.1 1 16 January 2017
CRJ-1000 & ATR72-600
11 1-2 16 January 2017 Updating Table of Content
11.4.1-f 1 16 January 2017 Add Reference
Add Continuation of A Flight with N-1
11.4.3 3-4 16 January 2017
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Content
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Add Paragraph about Abnormal Phase
a
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Add Paragraph about Abnormal Phase
13.6-02
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Rewording Action to be Taken When Flight
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Rewording General Cabin Safety
Requirement
16.3.1 1 16 January 2017 Reference Changes
16.3.2 3 16 January 2017 Rewording location of PBE
16.3.2 4 16 January 2017 Rewording Location of Flashlight
16.5.4 3 16 January 2017 Reference Changes
19.2.3 4 16 January 2017 Add Proving Flight Content
19.2.3 5 16 January 2017 Add Proving Flight Content
19.2.3 6 16 January 2017 Add Intentionally Left Blank
Add new description about Diplomatic
21.8 1 16 January 2017
Bags
22.3.1 1 16 January 2017 Rewording Bomb Threat content
16 Jan 2017

22.3 10 16 January 2017 Add intentionally Left Blank
Add Note reference about Unruly
22.4 4 16 January 2017
Passenger
Rewording the definition of disruptive
22.4-01(B) 1 16 January 2017
passenger
Add new paragraph about Guidelines for
22.4-02 2 16 January 2017
Crewmember
22.4-03 2 16 January 2017
Procedures in The Air
22.4-03 3 16 January 2017
Procedures in The Air
Add new paragraph about Inadmissible
22.5 1 16 January 2017
Passenger
22.5 2 16 January 2017 Add new paragraph about Deportee
Add new paragraph about Refugees and
22.5 3 16 January 2017
Asylum Seeker, person in Custody
Add point about Check in for Passenger
22.5 5-6 16 January 2017
Under Administrative Control
Updating the systematical structure of in-
22.5 7 16 January 2017
flight security guards
22.5 8 16 January 2017 Add intentionally Left Blank
25.2 1 16 January 2017 Reference Changes
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L D here in /shall
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.be0directed to
Operation Standards (DOP) at GOCR 3 O
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 Question in respect to this manual or information
a g
nor 25601537
 Missing pages may be O N T rd
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Floor, Phone 5501543;
nPublication GOC 3 Floor, Phone
U N C S i t
obtained at Operationsa rd
25601713; or 550 1771 ext. 2315

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Rose2017
Garuda Operation Center,
Date: 16 January
OPERATION STANDARDS
SM. OPERATION STANDARDS
CAPT. FEBY SUMALI
16 Jan 2017
EVALUATIONS FORM
Your feedback will contribute to the development of the Operation Manual Part A. Please write
down any suggestion / input / or comment in block letters, use backspace as necessary and
forward to:
Operation Standards (DOP)

Garuda Operations Center 3rd floor,
Phone 25601537; 25601538 or 5501543 / Fax 5501563
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Name/ID No : --------------------------------------------- Function : ---------------------------------
Date : --------------------------------------------- Sign : ---------------------------------
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01 Oct 2016
OM – A Corporate Safety Policy
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OM – A Corporate Security Policy
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OM – A Corporate Quality Policy
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OM – A Corporate OSH&E Policy
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OM – A GENERAL LIST OF CONTENT
COVER
REVISION LETTER
CORPORATE POLICY
AIR OPERATOR CERTIFICATE (AOC)
LETTER OF ACCEPTANCE
CONTROL PAGE
GENERAL LIST OF CONTENT
CHAPTER 0. GENERAL INFORMATION

CHAPTER 1. DEFINITION AND ABBREVIATION
CHAPTER 2. LEGAL
CHAPTER 3. ORGANIZATION AND RESPONSIBILITES
PY
CHAPTER 4. OPERATIONAL CONTROL AND SUPERVISION
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CHAPTER 5. CREWMEMBERS REQUIREMENTS
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CHAPTER 6. QUALIFICATION OF CREWMEMBERS,
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OPERATIONS PERSONNEL
N C OFLIGHT DUTYSTIME
i t a n REST REQUIREMENTS
U
CHAPTER 7. FLIGHT TIME,
l o r a AND
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CHAPTER 8. HEALTH a
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R OPERATING PROCEDURES
CHAPTER 10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
CHAPTER 11. FLIGHT PROCEDURES
CHAPTER 12. AIRCRAFT EQUIPMENT AND NAVIGATION PROCEDURES
CHAPTER 13. POLICY AND PROCEDURES OF FUEL MANAGEMENT
CHAPTER 14. ALL WEATHER OPERATIONS
CHAPTER 15. INCAPACITATION OF CREWMEMBER
CHAPTER 16. CABIN SAFETY REQUIREMENT
CHAPTER 17. PASSENGER ANNOUNCEMENT AND BRIEFING PROCEDURES
CHAPTER 18. INOPERABLE INSTRUMENTS AND EQUIPMENTS
CHAPTER 19. SPECIAL FLIGHT
CHAPTER 20. OXYGEN REQUIREMENT
CHAPTER 21. SPECIAL LOAD
01 Oct 2016 Page 1

OM – A GENERAL LIST OF CONTENT
CHAPTER 22. SECURITY

CHAPTER 23. HANDLING OF ACCIDENTS AND OCCURENCES
CHAPTER 24. RULES OF THE AIR
CHAPTER 25. SAFETY MANAGEMENT SYSTEM
CHAPTER 26. EMERGENCY
APPENDIX 1. COMPLIANCE WITH CASR 121

APPENDIX 2. NOTIFICATION TO CAPTAIN (NOTOC)
APPENDIX 3. LOAD SHEET
APPENDIX 4. SAMPLE OF FLIGHT DUTY TIME RECORD
APPENDIX 5. INSTRUCTION OF ATS DATA INSERTION
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
Scenario 1. MAYDAY MAYDAY MAYDAY FUEL – An aeroplane is on an
IFR Flight Plan with a destination alternate aerodrome on file.
C O PY
Scenario 2. MINIMUM FUEL ‐ An aeroplane is on an IFR flight plan with a
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filed destination alternate aerodrome and diverts after holding
L 5
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near the original destination aerodrome.
n /
O N
Scenario 3. MINIMUM T g g a
n to divert to an alternate aerodrome.
FUEL ‐The Aeroplane is on an IFR flight plan with a
U N C S
filed alternate and a
istforced
i
l o a ‐The Aeroplane
rFUEL 1 - 2 5an IFR flight plan with a
F
afiled alternate 2
Scenario 4. MINIMUM
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- to divert to an alternate aerodrome.
is on
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R7.osAIReSAFETY REPORT
forced
APPENDIX
APPENDIX 8. OPERATIONAL HAZARD REPORT
APPENDIX 9. DEATH CERTIFICATE
APPENDIX 10. CABIN MAINTAINANCE LOG
16 Jan 2017 Page 2

OM – A 0. GENERAL INFORMATION
TABLE OF CONTENT
CHAPTER 0
0.0 PREFACE .................................................................................................................. 1
0.1 INTRODUCTION ....................................................................................................... 1
0.1.1 GENERAL ...................................................................................................... 1
0.1.2 CHANGE OF ADDRESS ................................................................................ 2
0.1.3 INSPECTION AUTHORITY ............................................................................ 2
0.1.4 MANUAL ORGANIZATION ............................................................................ 1
0.1.5 INDEXING SYSTEM ...................................................................................... 1
0.1.6 TEMPORARY ISNTRUCTIONS ..................................................................... 1
0.1.7 SYMBOLS ...................................................................................................... 1
0.1.8 REVISIONS .................................................................................................... 1
0.1.9 MANUAL APPROVAL / ACCEPTANCE ......................................................... 1
0.2 LOG OF PAGES ........................................................................................................ 1
0.3 RECORD OF REVISION ........................................................................................... 1
0.4
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■ Page 1
TABLE OF CONTENT
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0.1 INTRODUCTION
0.1 INTRODUCTION
0.1.1 GENERAL
The Garuda Indonesia Operations Manuals is prepared, issued and keep current by
Operation Standards (DOP) under the authorization of the Directors of Operations
(DO) for the use and guidance of flight, ground operations, and management personnel
in conducting its operations.
Personnel to whom the manual is issued are obliged to be familiar with its contents.
It is the responsibility of the Company and each holder of the Operation Manuals, other
Manuals and/or documents such as Notice, info, bulletin, and its revision to keep them
up to date. The holder shall read, study and understand the contents. The holder will
be regarded as understood the contents.
Aircrew must counter sign the receipt form after receiving (a hard copy) Info, Notice,
document, bulletin as applicable likewise receiving CD manual, while automatic
signing is already provided when downloading the electronic manuals via DMSGA.
Aircrew is allowed for using any device to read electronic manuals. However using any
digital format of approach chart (in PDF format or approach chart generated from an
application such as JeppFD or similar) inflight is prohibited.
To make performance calculations, an approved iPad with approved software such as
OPT for Boeing and Fly smart for Airbus are allowed.
O P Y 4 9
Info / notice / document / bulletin for Aircrew mayD
E C .0
be delivered via Crewlink,1 4
while the
electronic manuals can be downloaded L via:L
g / 5
ROdocument,gthegholder
dmsga.garuda-indonesia.com
N T a nof the manual/document
N C O
After receiving the updated manual/the
toa
receipt and return itit
S n
U office messaging
must counter sign
other available
the
l o rmean
the unit concerned by e-mail, ship-doc or
a that meet requirement.
1 - 2 5
n F
amust be returned to1 7 - 0
l y
The obsolete manual
e 2 0 the appropriate unit and destroyed by the
R osmethod:
following
1. Aircrew: While taking the updated CD manual/document, the aircrew shall bring
his/her obsolete CD manual/document to be handed over to the related Chief Pilot
or Chief FA as appropriate then the aircrew sign received and handed over CD
manual form in the appropriate column.
There after the obsolete manual will be handed over to Document and Record
Management Unit to be disposed of and/or destroyed and recorded on the
appropriate form.
2. Station or Branch Office: The obsolete manual/document will be destroyed by BO
staff and recorded on the appropriate form. The ship-doc, e-mail or other available
office messaging mean must be stated that the updated manual/document has
been received and the obsolete manual / document has been destroyed.
3. Hard copy: The obsolete manual/document will be removed and destroyed and
replaced with the updated copy by the holder.
4. FOO: JKT based FOO refer to method no.1 Aircrew and outside station based refer
to method no.2 Station or Branch Office.
This policy of updating also applied to other separate Operations Manuals, which are
issued or Produced to employee by the Company to ensure safety of the flight.
01 Oct 2016 Page 1

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0.1 INTRODUCTION
Any discrepancies and errors, or any difficulties arising from or connected with the
interpretation of the text shall be reported to:
Operation Standards
GOC 3rd floor,
Phone: 25601538; or 5501543
Fax: 5501543.
0.1.2 CHANGE OF ADDRESS

Garuda Indonesia shall notify the DGCA in writing, at least 30 days in advance, of any
change in the address of its principal business office, its principal operations base, or
its principal maintenance base.
 Garuda Indonesia principal business office:
PT Garuda Indonesia (Persero) Tbk
Jl. Kebon Sirih No. 44 Jakarta 10110
 Garuda Indonesia principal operations base:
Garuda Operation Center
PY
Soekarno Hatta International Airport
 C O 1 4 4 9
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Garuda Indonesia principal maintenance base:
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Garuda Maintenance Facility Building
T
Soekarno-Hatta International Airport
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N C O S i t a n
U
INSPECTION AUTHORITYlor
a 1 - 2 5
0.1.3
nwilla
F 1 7 0
- who presents his valid identification
l y support the DGCA0
seat any time or place, when2performing inspections or test to determine the
Garuda Indonesia inspector
R o
credentials,
compliance with the CASRs, its operating certificate and operations specifications, or
its eligibility to continue its certificate.
01. FLIGHT OPERATIONS INSPECTORS

The flight operation inspection may be carried out during flights by officials of the
Directorate General of Civil Aviation cq. The Flight Operations Inspectors.
Full cooperation on the ground as well as on board should be extended to these
inspectors.
02. ADMINISTRATIVE DIRECTIVES

Request of DGCA officials to travel on board Garuda Indonesia aircraft for the
purpose of inspection or familiarization will generally be channeled through the
office of the Operations Manager.
These officials will be provided with a passenger ticket in exchange of their travel
document (SPD).
Special cases, which require Captain cooperation will be notified to the Captain
concerned by JKTOFGA.
01 Oct 2016 Page 2

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0.1 INTRODUCTION
0.1.4 MANUAL ORGANIZATION

Kebijakan Tata Kelola
Perusahaan (KTKP)
*) Other Corporate CSPGM

CQMS SMS OSH&E ERP
Policy Manuals SEMS
COMPANY MAINTENANCE OPERATION MANUAL (PART A, GARUDA AVIATION SECURITY

**) Other Directorate Manuals
MANUAL (CMM) B, C, D) PROGRAM (GASP)
FLIGHT CREW /
PERFORMANCE JEPPESEN, GARUDA
AIRCRAFT MINIMUM DANGEROUS
MANUAL CHARTS, OTHER
OPERATION EQUIPMENT LIST FCTP GOODS HANDLING
(FPPM/AOM APPROVED CHART
MANUAL (MEL) MANUAL
VOL 3) FCOM AND ROM
(FCOM/AOM)
NORMAL,
ABNORMAL &
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EMERGENCY
CHECKLIST
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Note 1:
l o ra 1 -
Shadowed boxes are the minimum Company Operations Manual
2 5 - FRG
- SOP S *) Other Corporate Policy Manuals such
F 0
as:
y n a 0 1 7 -
that require State Approval according to ICAO Doc 9376 - AN / 914.
The Technical Manual and all Company Operations Manual are all
l
- NOTICES
FA SERVICE GUIDE
BOOK
HCM
CQM
: Human Capital Manual
: Corporate Quality Manual
ose 2
prepared in accordance with CASR 121.135.
- FOO MANUAL
PPDK : Pedoman Pengelolaan
R
Dokumen Kualitas
CQMS : Corporate Quality Management System Manual - SOP S
- COWADS PM : Procurement Manual
SMS : Safety Management System - NOTICES
- NOTAK ERM : Enterprise Risk Manual
CSPGM : Corporate Security Policy Guidance Manual Etc.
SEMS : Security Management System - ANNOUNCE
OSH&E : Occupation Safety, Health & Environment **) Other Directorate Manuals
ERP : Emergency Response Plan such as:
Manual related to services, finance
SERVICE MANUAL marketing, etc.
AIRCRAFT
PASSAGE MANUAL CARGO MANUAL STATION MANUAL
HANDLING MANUAL
- RESERVATION MANUAL
- EDP LOAD CONTROL - COMMERCIAL BULLETIN
- DCS MANUAL - LOADING INSTRUCTIONS
- EDP SEMI PERMANENT - WEIGHT & BALANCE
- TRAVEL INF. MANUAL - DANGEROUS GOODS
DATA MANUAL
- FARE HANDBOOK
The management and control system for flight operations documentations shall cover
at least the following:
 The Operations Manual;
 Other documents referenced in the Operations Manual containing information
15 Nov 2016 Page 4

▲
0.1 INTRODUCTION
Station management will inform Captain of flights, on which DGCA officials will
travel, before embarkation.
03. ATC OFFICERS AND AERONAUTICAL METEOROLOGICAL FORECASTERS

At set intervals Air Traffic Control Officers and Aeronautical Meteorological
Forecasters will make familiarization flights on board Garuda Indonesia aircraft.
They serve a useful purpose for both the officials concerned and Garuda
Indonesia.
Full cooperation is requested in giving the officials the possibility to follow the flight
preparation, cockpit procedures and radio communication.
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0.1 INTRODUCTION
 and/or guidance relevant to the flight crewmember;

 The onboard library (see OM-A Chapter 2.2.5).
0.1.5 INDEXING SYSTEM

The Operations Manual Part A (OM-A) is divided into chapters, which are subdivided
into section, sub-section and paragraph. There is a group of two number that is shown
in every manual page. It is indicating the chapter and section. Pages are numbered in
relation to section. The section may be divided into sub-section and sub-section may
be divided into paragraphs, which indicated by number or alphabet or bullets.
0.1.6 TEMPORARY ISNTRUCTIONS

Temporary instructions will be issued whenever there is a policy’s changes that related
to operations which require immediate compliance to the new rules and regulations.
Changes in TI will be using yellow colored pages, and the alphabet will be added to
the current manual revision number as the TI revision number (e.g. OM-A edition 1 TI
01A, etc.)
Unless otherwise determined by the DGCA, TI will be valid for maximum of 6 month.
Garuda Indonesia informs to POI and/or PMI prior to the issuance of the Temporary
Instructions.
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N T
O End of paragraph n g g a
N C
END OF …………………
U S i t atext.
………………… Ao
l ra line in the-left01
vertical - 2
margin 5indicates the revised text
n F
a on 1 7
se l y an amended page.
2 0 This marking is not used when more
* Ro…………………
than half the page has been revised.
Star symbol in the left margin of Log of Pages indicates
the revised log of pages.
▲ ………………… Back to the Table of Content of each chapter
■ ………………… Back to the general list of content
0.1.8 REVISIONS
Operation Manual Part A revisions will be distributed after approval is obtained from
the DGCA.
The manual will be updated at least twice in a year, if there is no revision in extended
time; the evaluation should be done once for each two years.
Amendment letters are numbered in sequence and shall be retained at the beginning
of the manual, providing a check that all issues are entered.
Amendment date is purposed for recording the date of the compilation of all revision,
and effective date is based on the nature of policy implementation and expected
completion of distribution to the manual holder.
A log of pages will be published from time to time in OM-A Chapter 0.2 summing up all
valid pages at that dates
15 Nov 2016 Page 5

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0.1 INTRODUCTION
Revision letters received before the issue of a log of pages may then be destroyed.
Subsequent amendment letters will be retained as indicated above.
Replacement of missing page(s) or revision(s) should be ordered from:
Operations Publication (CGKOSPGA)
GOC 3rd Floor room 344, 322
Phone: 550 1771 ext. 2315, 2316, 2135 Fax: 5501528.
0.1.9 MANUAL APPROVAL / ACCEPTANCE

The complete set of OM-A Revisions will be forwarded to DGCA for approval /
acceptance request.
Required changes to the revisions, as may be found or determined by DGCA will be
corrected as part of the approval process.
The Log of Pages (OM-A Chapter 0.2) will be signed by Designated Inspector, and
Control Page will be signed by the Deputy Director of Aircraft Operation.
O P Y END OF 0.149
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0.3 RECORD OF REVISION

Upon receipt of revision, insert revised page, in the Operations Manual Part A and
enter the revision number, revision date, date of insertion and name of person
incorporating the revision.
Insertion Insertion
Rev No. Rev. Date By Rev No. Rev. Date By
Date Date
00 01 Oct 16 24 Oct 16 FS
01 15 Nov 16 02 Dec 16 FS
02 16 Jan 17 30 Jan 17 FS
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0.4 MANUAL HOLDER LIST

Following are the list of OM-A holder:
NO NAME/DESCRIPTION OFFICE CODE CONTROL ID

1 Library JKTOSPGA 0.00001
2 Library JKTOSPGA 0.00002
Direktorat Kelaikudaraan &
3 DKPPU 2.00104
Pengoperasian Pesawat Udara
Direktorat Kelaikudaraan &
4 DKPPU 2.00105
Pengoperasian Pesawat Udara
5 Director of Operations JKTDOGA 2.00001
6 VP Flight Operations JKTOFGA 2.00002
7 VP Operation Planning & Control JKTOGGA 2.00004
8 VP Operation Support JKTOSGA 2.00005
VP Corporate Quality, Safety and
9 JKTDVGA 2.00006
Environment Management
10 VP Learning and Development JKTVZGA 2.00101
11
SM Employee Service and
C O PY 2.00007449
JKTIDHGA
Information Management
L E D 5 . 0 1
12 Chief Pilot A330
R OL JKTOFRGA n
JKTOFAGA g / 2.00008
13
O N T
Chief Pilot ATR72-600
n g g a 2.00009
SMU
C
N Quality ManagementS a
it JKTDOQGA5
14 Operation
Chief Pilot B744F l o r a 1 - 2 2.00011
15
n a 1 7 - 0
JKTOFSGA 2.00012
16 s e y
lPilot B737 20
o Chief
R SM FA Standardization &
JKTOFTGA 2.00013
17 JKTCCSGA 2.00014
Development
18 Chief Flight Attendant JKTCCBGA 2.00015
SM FA Planning & Assignment
19 JKTCCPGA 2.00016
Management
Deputy Chief Flight Attendant -
20 DPSCCBGA 2.00017
DPS
Deputy Chief Flight Attendant -
21 UPGCCBGA 2.00018
UPG
22 SM Crew Movement Control JKTOGCGA 2.00019
23 SM Flight Assignment JKTOGRGA 2.00020
24 Chief OCC JKTOGMGA 2.00021
SM FOO & Flight Dispatcher
25 JKTOGWGA 2.00022
Center
26 MGR. Flight Planning JKTOGW7GA 2.00023
16 Jan 2017 Page 1

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SM Operations Technology
27 JKTOSTGA 2.00024
Compliance
28 Mgr. Dispatch Zone -1 JKTOGW1GA 2.00025
29 VP Cabin Services JKTCCGA 2.00026
30 VP Corporate Security JKTDKGA 2.00027
31 SM Operations Engineering JKTOSEGA 2.00028
32 SM Corporate Quality Assurance JKTDVAGA 2.00029
SM Safety Information
33 JKTDVFGA 2.00030
Management
34 SM Incident Management JKTDVIGA 2.00031
35 SM Operation Standard JKTDOPGA 2.00032
SM Occupational Safety, Health &
36 JKTDVEGA 2.00034
Environment Management
Mgr. Security Standard &
37 JKTDVPGA 2.00035
Compliance
SM Quality Assurance & System
38
Support
O P Y 2.00036 49
JKTGFQGA
E D C . 0 1 4
39 VP SBU Umrah, Hajj & Charter
O LL JKTMQSGA
JKTDUGA
g 5 2.00038
/ 2.00039
40
T R
SM Airworthiness Standard
N g g a n
41
C O
SM Airworthiness
N Record
S i t a nJKTMQRGA 2.00040
SMU ra - 2 5
42
F l o
Line Station Management
a Management 7 0 1
JKTOGLGA
- JKTMQGA
2.00041
43
l y n
VP Airworthiness
e 2 0 1 2.00042
44 os
R45
SM Navigation Support
SM Operations Publication
JKTOSNGA
JKTOSPGA
2.00044
2.00045
46 SM Operation Data Management JKTOSIGA 2.00046
47 SM Fuel Management JKTOSFGA 2.00047
48 SM Flight Attendant Training JKTVZCGA 2.00102
49 SM Flight Operation Training JKTVZOGA 2.00103
MGR FOO & Operation Support
50 JKTVZO3GA 2.00106
Training Management
51 MGR Training Quality Assurance JKTVZQGA 2.00107
52 VP Corporate Secretary JKTDSGA 2.00108
53 SM Station SOEKARNO HATTA CGKSMGA 2.00109
54 Chief pilot CRJ-1000 JKTOFCGA 2.00110
55 Chief pilot B777-300 JKTOFBGA 2.00111
56 Deputy chief flight attendant - MES KNOCCBGA 2.00112
57 Deputy chief flight attendant - BPN BPNCCBGA 2.00113
16 Jan 2017 Page 2

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58 VP Cargo Operations JKTGOGA 2.00119
59 Domestic Branch Office JKTKKGA 7.00101-177
60 International Brand Office JKTKKGA 7.00601-681
Pilots (All Fleet including Captain
61 JKTOFGA 3.00001-2470
and FO)2
62 Flight Attendants2 JKTCCGA 5.00001-4215
63 FOO2 JKTOGGA 6.00001-411
64 B 747 Simulator JKTOFSGA 8.00101-220
65 A 330 Simulator JKTOFAGA 8.00201-120
66 B737-800 Simulator JKTOFTGA 8.00301-320
67 B737-300/400/500 Simulator JKTOFTGA 8.00401-420
68 CRJ-1000 Simulator JKTOFCGA 8.00501-520
69 ATR-72 Simulator JKTOFRGA 8.00601-620
70 B777-300ER Simulator JKTOFBGA 8.00701-720
1
71 B747 Aircraft Registration 1.00201-206
72 A330 Aircraft 1
C O PY 1.00101-172 4
Registration
4 9
73 B737-800 Aircraft 1
L ED Registration
5 .0 1
1.00301-400
RO L n g /
74 B737-300 Aircraft
O N T 1
g a
Registration
g
nRegistration
1.00601-628
75 B737-400 C
N Aircraft
U Aircraft lora S i
1
t a 1.00501-538
76 B737-500 1
1 - 2 5 1.00401-410
Registration
CRJ-100 n a F 1 7 0
- Registration
77
78 os e l y Aircraft 1
2 0 1.00701-730
R
79
B777-300ER Aircraft
ATR-72 Aircraft1
1
Registration 1.00801-812
Registration 1.00901-912
Note:
1
: Two sets per aircraft for updating purposes.
2
: Detail data described in respective chief
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OM – A 1. DEFINITION AND ABBREVIATION
TABLE OF CONTENT
CHAPTER 1
1.1 GENERAL ................................................................................................................... 1
1.2 DEFINITION................................................................................................................ 1
1.3 ABBREVIATIONS ....................................................................................................... 1
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01 Oct 2016 Page 1
TABLE OF CONTENT
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1.1 DEFINITION
1.1 GENERAL
The definition and abbreviation written herewith are dealt with this manual only.
When referral to other manual is necessary, they shall be excluded unless they have
been recognized according to international standard of abbreviations.
When the term ‘He ‘is mentioned, it shall be regarded as representing both gender
appropriately.
END OF 1.1
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1.1 DEFINITION
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1.2 DEFINITION
1.2 DEFINITION
TERM DEFINITION
Active Sector The sector operated by crewmember as Active Crew.
Air Crew A person who works in Garuda Indonesia as a pilot or flight

attendant.
Air Carrier/Air Means a person who undertakes directly by lease or other

Operator arrangements to engage in air transportation.
Certificate Holder
ABAS Aircraft-Based Augmentation System: An augmentation

system that augments and/or integrates the information
obtained from the other GPS elements with information on
board the aircraft. The most common form of ABAS is
receiver autonomous integrity monitoring (RAIM).
Aircraft Any machines that can derive support in the atmosphere from
the reaction of the air other than reactions of the air against
the earth’s surface.
C O PY 4 4 9
L EDairreactions 5 .0 1
Airplane A power driven, heavier than
R L
O given conditions
chiefly from aerodynamic
n on /
aircraft, deriving its
g
lift in flight
surfaces, which
O N
remain T
fixed under
n g g a of flight.
C i t a
N The periodrofatimeSbetween airborne2(in5ACARS it is Off) until
Air Time U
a F lo (in ACARS7it-is0On). 1- In ACARS Air Time is
s e l yn recognized by the
touchdown
2 0 1 FLT.
word
Ro
AOC Air Operator Certificate. A certificate authorizing an operator
to carry out specified commercial air transport operations.
ARI Airport and Route Information is a briefing material and

information for crew reference prior to operating into certain
airport and/or route area.
Air Transportation The operation for remuneration, including positioning flights,

Service of any aircraft, which is listed on the air carrier’s Air operating
certificate.
AWOS Automated Weather Observing System is an automated

weather reporting system, which transmits local real-time
weather data directly to the Pilot.
Base The term Base is applicable for crews who are based in JKT,
DPS, SUB, Japan, China, and Korea.
01 Oct 2016 Page 1

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1.2 DEFINITION
TERM DEFINITION
Block Off The first movement of the aircraft for the purpose of departure
(In the ACARS it is recognized by the word Out.
Note: When push back/pull out is not required, Block Off is
equal to Start Taxi.
Block On The moment when the aircraft comes to rest at the end of a
flight and the engines shut down (In the ACARS it is
recognized by the word In).
Block Time An elapse time start from Block off until Block On (In the
ACARS it is recognized by the word Block). It is used for
commercial related purpose.
Cabin Altitude Means the pressure inside the cabin of an aircraft in flight,
expressed in feet above Mean Sea Level (MSL)
Calendar Day the period of elapsed time, using Coordinated Universal Time
or local time, that begins at midnight and ends 24 hours later
PY
at the next midnight. For the purpose of calculation, calendar
C O
day refers to Local Time (anywhere), as long as it is
1 4 4 9
L L ED g / 5 .0
consistent from the beginning until the end of the calendar
day(s).
N T RO g g a n
N O to the period
Calendar Month CRefers
S i t
froma n
the beginning of a month to the end
U of thatlo r 1 -25 month
sameamonth when the qualification interval is set to
n a F
expire. For example; a -12
1 7 0 calendar qualification
s e l y interval means
2 0
that, if the original qualification date for a flight
Ro crewmember is 1 March
qualified until 31 March 2014.
2013, such crewmember remains
CANPA Constant Angle Non Precision Approach. The CANPA final

approach features a constant angle descent using the vertical
speed mode or the flight path vector (as available), with
altitude-distance checks.
Flying a constant angle approach profile: Provides a more
stabilized flight path. See VDP. (see CDFA)
Captain A rank of a Pilot who holds a current ATPL and qualified to fly
a certain type of aircraft according to the criteria set by the
DGCA and is given the duties and the authorities as a Pilot In
Command (PIC), Second In Command (SIC) or Co-Pilot by
the Company.
A pilot qualified on an aircraft and responsible for the safe
operation of that aircraft.
01 Oct 2016 Page 2

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1.2 DEFINITION
TERM DEFINITION
CAVOK (pronounced as “KAV- OH- KAY”) abbreviation for Ceiling

And Visibility OK, it describes the condition at the airport when
there are no clouds below 5000 feet or below the highest
minimum sector altitude, whichever is greater, and no
cumulonimbus; visibility more than 10 Km, and there is no
precipitation, thunderstorm,shallow fog or low drifting snow.
Competency Any required operational check performed on company

Check (CC) personnel (other than flight crewmembers), by company
supervisory personnel duly authorized to perform that check
Company Check An employee of an air carrier who is the holder of a delegation

Pilot (CCP) of authority issued by the Director, authorizing the conduct of
certain types of flight checks
CDFA Continuous Descent Final Approach is aspecific technique for

flying the final approach segment as a continuous descent,
without level-off, from an altitude at or above the FAF altitude
to a point approximately 50ft above the landing threshold.
(see CANPA)
C O PY 4 4 9
The height above L EDsurface ofgthe/ lowest
theLearth’s 5 1
.0layer of
Ceiling
T
clouds or R O phenomenagthat
obscuring a nis reported as “broken”,
C N
O or “obscuration”
“overcast”
t a g
nand not as “thin” or “partial”
N
U A document S i
Certificate F l o 1 -2of 5
raissued by, or on-0behalf DGCA, which confirms
l y a
n been met. A certificate
a regulatory
0 1
standard,
2 7as described in the document, has
Ros e does not convey any authority to act.
Class I Class I navigation is any en-route flight operation conducted

Navigation in controlled or uncontrolled airspace that is entirely within
operational service volumes of ICAO standard NAVAIDs
(GNSS, VOR, VOR/DME, and NDB).
Class II Class II navigation is any en-route operation not categorized

Navigation as Class I navigation and includes any operation, or portion
of operation, that take place outside the operational service
volume of ICAO standard NAVAIDs.
CMV Converted Meteorological Visibility is a value (equivalent to

an RVR) which is derived from the reported meteorological
visibility by using particularly conversion factors.
(JEPPESSEN will publish all RVR values above 2000 m as
CVM.
15 Nov 2016 Page 3

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1.2 DEFINITION
TERM DEFINITION
Co-Pilot The function of a pilot, who works in a team with the Pilot In
Command and other aircrew members during the operation
of a flight.( In the AFL is a rank as Pilot 2, Pilot 3, and Pilot 4)
Contracting State Any country or state, which is a signatory to the Convention

of the International Civil Aviation Organization, or any other
country acceptable to the Director.
Consolidation The process by which a person through practice and practical

experience increases proficiency in newly acquired
knowledge and skills.
CROPA Also known as Crew rotation is duty schedule that consist of

one Journey or more operated by the aircrew starting from
departure from home base in the first Journey until the return
to the home base in the last Journey.
Crewmember A person assigned to official duty on board an aircraft.
Day Off
O PY 4 9
The rest time that is granted by the Company to an aircrew at
C 4
ED .0 1
Home Base, to accommodate the social interest other than
L 5
R O L
regulation requirement.
n g /
N T
Oaircrew g g
nmission a
Dead Heading
N C An
U common t a
conduct flight
S i on one or more sector
Crew without
l o r a
actively working, and
2
receives
- 5
the same treatment as
n a F passengers
1 7 - 01
onboard the aircraft.
Deado s e
Heading
y
l The sector traveled20as Dead Heading Crew.
R
Sector
Director or DGCA The Director of the Directorate General of Civil Aviation, or

any person authorized to act on his behalf.
Duty Cycle A flight activity (including transit time between two sectors)
that begins at the first sector and ends at the last sector
continuously. (Also known as Journey).
Duty Free The rest period, of 24 consecutive hours or more, between

duty assignments to meet regulation requirement.
Duty Period The period of elapsed time between reporting for an

assignment involving flight time and release from that
assignment.
Duty Schedule An assignment that is given to the crewmembers as a

responsibility that has to be carried out according to their
respective functions.
01 Oct 2016 Page 4

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1.2 DEFINITION
TERM DEFINITION
EDTO Extended Diversion Time Operations: Any operation by an

airplane with two or more turbine engines where the diversion
(Ref Annex 6)
time to an en-route alternate aerodrome is greater than the
threshold time established by the State of the Operator. (See
ETOPS)
Enlarged Crew A Flight crewmember composition in a journey with an

additional one Pilot or more from the Standard Crew
Complement.
ETOPS Extended Operations. Means an airplane flight operation,

other than an all-cargo operation in an airplane with more
(Ref. FAR-1; and
than two engines, during which a portion of the flight is
CASR-
conducted beyond a time threshold identified in part CASR
121.161(a))
121-161(a) as follows:
Farther than a flying time from an Adequate Airport (at a one-
engine inoperative cruise speed under standard conditions in
still air) of 60 minutes for a two-engine airplane or 180
engines.
C O PY
minutes for a passenger-carrying airplane with more than two
4 4 9
L ED 5 .than1
0 93 km
L g of /
Extended over
(50 NM),T orR
O
A flight operated over
g a n speed, whichever
water at a distance more
water
C N
isOthe lesser, awayta g
30 minutes at normal cruising
n land suitable for making an
N
U emergency a S i from
5
F l o rlanding. - 0 1 - 2
l y n aA flight control 2system
0 1 7
flighto
R se
Fail-operational
control
is fail-operational if, in the event of a
failure below alert height, the approach, flare and landing, can
system be accomplished automatically. In the event of a failure, the
automatic landing system will operate as a fail passive
system.
Fail-passive flight A flight control system is failed-passive if, in the event of a

failure, there is no significant out-of-trim condition or deviation
control system
of flight path or attitude but the landing is not completed
automatically. For a fail-passive automatic flight control
system the Pilot assumes control of the aircraft after a failure.
First Officer A Pilot qualified on an aircraft to perform the duties of Second

In Command. May also be taken to mean copilot.
Flag Air Carrier An air carrier whose operations specifications authorize

operations outside of Indonesia.
01 Oct 2016 Page 5

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1.2 DEFINITION
TERM DEFINITION
Flight An aircraft is deemed to be in flight any time it is no longer in

contact with the earth’s surface as the result of its weight
being supported by the aerodynamic principles and design
features of that particular aircraft.
Flight Altitude Means the altitude above mean sea level at which the aircraft
is operated.
Flight Attendant A Crewmember who performs, in the interest of safety of

passenger, duties assigned by the Company or the Pilot In
Command of the aircraft, but who shall not act as flight
crewmember.
Flight A crewmember assigned to duty in an aircraft as a pilot,

Crewmember second officer or navigator
Flight Deck Duty The period of time utilized by a Flight Crewmember who
actively works in a sector and occupies the left or right
time
Cockpit-Seat on enlarge (augmented) crew composition.
C O PY 4 4 9
Flight Duty Time
ED .0
The total elapsed period from the time a crewmember is
L 5 1
RO L g /
required to report for duty, to the time that crewmember has
n
O N T n g g a
completed all official duties with respect to a flight or series of
U N C i t a
flights and is released for an official crew rest.
S
l o a is authorized 1
rwho 2
by -an
5
F
Flight Operations A person
a 7 - 0 air carrier to exercise
Officer
s e l yn operational
0
control
2 1
over a flight.
Ro
(FOO)
Flight Relief A place to rest horizontally and is separated from the

Facility Bunk passengers, so that the Flight Crew in the Enlarged Crew
Composition can use it.
Flight Relief A seat in the cabin that able to recline minimum 40 degrees
Facility-Seat that is used for the Flight Crew in the Enlarged Crew
(FRFS) Composition to rest.
Flight Time The total elapsed time from the moment the aircraft first
moves under its own power for the purpose of takeoff, until
the time it comes to rest at the end of the flight.
Flight Watch The process by which a qualified flight operations officer

provides flight following services to a flight, and provides any
operational information as may be requested by the pilot in
command or deemed necessary by the flight operations
officer.
15 Nov 2016 Page 6

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1.2 DEFINITION
TERM DEFINITION
Fueling Safety An area of at least 3 meters in any direction from the center-
Zone (FSZ) point of all fuel vent exits, refueling plugs, aircraft refueling
ports, fuel hydrants, fuel hoses and fueling vehicles. This
distance may be further increased as required by local airport
or civil aviation regulations.
General Commonly abbreviated as GENDEC. A mandatory document

Declaration of international flight for Customs, Immigration and
Quarantine (CIQ) purposes which the Standard format of the
General Declaration shall refer to ICAO Annex 9.
Government A DGCA inspector authorized to perform flight checks.

Check Pilot
(GCP)
Global GPS is a U.S. satellite based radio navigation system that

Positioning provides a positioning service anywhere in the world. The
System (GPS) service provided by GPS for civil use is defined in the GPS
C O PY
Standard Positioning System Signal Specification.
4 4 9
ED .0 1
GPS is the U.S. core GNSS satellite constellation providing
L 5
L g /
space-based positioning, velocity, and time. GPS is
RO n
N T
O is a genericSterm g g a
composed of space, control, and user elements.(AC 90-105).
na worldwide position, velocity, and
N C
U time determination i t a
Global Navigation GNSS
l o ra system,-0which
for
1 5 one or more
-2includes
Satellite System
F
nasatellite 1 7 receivers, and system integrity
(GNSS)
e l y 0
constellations,
2 aircraft
Ros monitoring. GNSS includes GPS, Satellite Based

Augmentation Systems (SBAS) such as the Wide Area
Augmentation System (WAAS), Ground-Based
Augmentation System (GBAS) such as the Local Area
Augmentation System (LAAS), Global Orbiting Navigation
Satellite System (GLONASS), GALILEO, and any other
satellite navigation system approved for civil use. GNSS can
be augmented as necessary to support the required
navigation performance for the actual phase of operation. (AC
90-105).
Home base Jakarta (CGK) is Garuda Indonesia Home base.
Hybrid Head-Up A system which consists of a primary fail passive automatic

Display Landing landing system and a second independent HUD/HUDLS
System enabling the Pilot to complete a landing manually after failure
of the primary system.
IMC Instrument Meteorological Conditions
01 Oct 2016 Page 7

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1.2 DEFINITION
TERM DEFINITION
Intended The intended destination is the destination according to the

Destination timetable.
Intermediate The intermediate destination is the destination where a

Destination technical landing can be made.
Isolated Airport An isolated airport is an airport for which destination alternate

not available.
Journey (See Duty Cycle).
Kin Pairing Kin Pairing is a composition of flight crewmember that consist

of flight crewmember with family relationship (e.g. Father,
Son, Brothers) occupying the hot seats at the same time.
Large Aircraft Any aircraft having a maximum certified takeoff weight,

(MCTOW) of greater than 5700 kg (12500 pounds)
Lay-over Time The period of time between the ends of a Journey until the
beginning of the next Journey.
C O PY 4 4 9
L E D 5 .0 1
Lay-over Station Station outside HomeL g
Base or Base where
RO / transited,gbeing / crewmember
n of the CROPA
remainsT
N overnight
g a part
O
License UNCA document issued S i t aornunder a delegation of authority from
l o rawhich authorizes
by,
2 5 to exercise certain
the-holder
1
n F
the Director,
aprivileges as specified
1 in7
0
- license, subject to the conditions
l y and limitations 2
0 that
Rose contained therein.
Line Operating Flight time performed in operations.

Flight Time
See Flight Time definition
Line Operational An evaluation of individual and crew performance in a flight

Evaluation (LOE) simulation device conducted as a real-time Line Operational
Simulation (LOS) scenario.
Line Operational A Line Operational Simulation (LOS) training session

Flight Training conducted during flight crew initial qualification and/or
(LOFT) recurrent training. LOFT is conducted in real time as a line
operation with no interruption by the instructor during the
session except for a non-disruptive acceleration of uneventful
en-route segments.
15 Nov 2016 Page 8

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1.2 DEFINITION
TERM DEFINITION
Line Operational A training or evaluation session conducted in a “line

Simulation (LOS) environment” setting. Under LOS, instruction and training is
based on CRM learning objectives, and includes behavioral
observation and assessment of crew performance. Specific
training activities under LOS include:
- Line Oriented Flight Training (LOFT);
- Special Purpose Operational Training (SPOT);
- Line Operational Evaluation (LOE)
Low Visibility Procedures applied at an airport for the purpose of ensuring

Procedures (LVP) safe operations during CAT II/III approach and Low Visibility
Takeoff.
Low Visibility A takeoff where the RVR is less than 400 meters.
Take-off (LVTO)
MAP/ MAPt That point in an instrument approach at or before which the
C O PY
prescribed missed approach procedure must be initiated if
required visual reference does not exist.
4 4 9
L EDmeans the 5 1
.0altitude,
MDA
R
Minimum descentO L Altitude
n g /lowest
N T g seaa
g
N C O
expressed
authorized
S i
on final t n or during circle-to-land
in feet above mean
aapproach
level, to which descent is
U maneuvering
l o ain execution
rwhere 1 - 2
of a standard5instrument approach
n a F
procedure, no
1 7 - 0
electronic glide slope is provided.
s e y
l Minimum Equipment 20 List
R
MELo
Missed Approach A maneuver conducted by a Pilot when an instrument
approach cannot be completed to a landing. The route of flight
and altitude are shown on instrument approach procedure
charts. A Pilot executing a missed approach prior to the MAP
must continue along the final approach to the MAP. The Pilot
may climb immediately to the altitude specified in the missed
approach procedure.
Night The time between the end of evening civil twilight and the
beginning of morning civil twilight.
Net Takeoff Path Means the one-engine-inoperative flight path that starts at a
height of 35 feet at the end of the take-off distance required
and extends to a height of at least 1500 feet AGL, reduced at
each point by a gradient of climb equal to 0.8 per cent for two-
engine aeroplanes, 0.9 per cent for three-engine aeroplanes
and 1.0 percent for four-engine aeroplanes
01 Oct 2016 Page 9

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1.2 DEFINITION
TERM DEFINITION
NOTAM A Notice to Airman, distributed by means of

telecommunication, containing information concerning the
establishment, condition or change in any aeronautical facility
service, procedure or hazard, the timely knowledge of which
is essential to personnel concerned with flight operation.
NOTOC Accurate and legible written or printed information provided to

(Notification to the pilot-in-command concerning dangerous goods
Captain) shipments or other special cargo that is to be carried on board
the aircraft.
Observer A person outside Standard Crew Complement who is

permitted to take a seat in the cockpit without having the
need for a qualification or rating of the particular type of
aircraft.
Open Water Means a water mass which does not have any landmasses
within the maximum times or distances prescribed by a
regulation.
C O PY 4 4 9
Operational
ED .0 1
Means an air carrier’s system for the exercise of authority
L 5
Control
RO L g /
over the formulation, execution and amendment of an
n
System (OCS)
O N T n g g a
operational flight plan in respect of a flight or series of flights.
N C S i t a
Operating U r a - 2 5
Cycle
F l o
A complete
aroute portion, descent, 0 1
flight segment consisting
and-a landing.
7
of a takeoff, climb, en-
e l y n 2 0 1
Ros
Passenger Any person on board an aircraft during flight time, who is not
acting as a crewmember.
Performance- Area navigation based on performance requirements for

based navigation aircraft operating along an ATS route, on an instrument
(PBN) approach procedure or in a designated airspace.
Person In respect of an air carrier, means any person who is an

owner, or operator of an aircraft listed on that air carrier’s
operations specifications or, is otherwise acting as an
employee or agent of that air carrier.
Pilot Flying (PF) The flight crewmember who is manipulating the flight controls
of an aircraft during flight time.
Pilot In Command A pilot assigned to act as the Captain of an aircraft.

(PIC)
Pilot Monitoring The pilot crewmember who is monitoring and supporting the
(PM) pilot flying (PF).
01 Oct 2016 Page 10

▲
1.2 DEFINITION
TERM DEFINITION
Pilot Not Flying Equivalent Terms to Pilot Monitoring (PM)

(PNF)
The pilot who is performing tasks during flight time, in support
of the pilot flying. May also be called Pilot Monitoring (PM).
Pilot Proficiency A flight check performed in whole or in part, in an airplane

Check type simulator or an aircraft. Conducted by a GCP, CCP, or
DGCP for the purpose of establishing the level of proficiency,
(PPC)
of a flight crewmember.
Point of Re- The point of re-clearance (POR) is a point along the track at
clearance (POR) which, in case of re-clearance, a decision has to be made
whether to proceed to the intended destination or to the
intermediate destination. Usually the best point of re-
clearance will be the way-point just before TOD, to the
intermediate destination.
The POR is printed on the flight plan together with the name
of the way-point.
C O PY 4 4 9
Receiver
L EtheDintegrity
An algorithm that verifies
5
of the position1
.0 output
Autonomous
R O L
using GPS measurements, or GPS
n g /
measurements and
Integrity
O N T
barometric aiding.
n g g a
Monitoring
N C S i t a
(RAIM) U r a - 2 5
F l o
aSee Wave-Off.2017- 0 1
l y n
ose
Rejected Landing
R
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 radii is equal to 25 nautical
miles in the case of mountainous or jungle areas, 50 nautical
miles in the case of unoccupied land mass surrounded by
water and in all other areas, 100 nautical miles. The Director
may designate other areas as remote based upon unique
consideration.
Reserve A duty in the airport as back up Crew Resource.
Required Day Off A period of time consisting of 24 consecutive hours,

commencing at 0000 local time, in which a pilot, flight
attendant or flight operations officer are free from all duties or
contact by the company. A required day off is considered to
be taken at a person’s residence and is exclusive of any travel
time between that person’s residence, and the place where
such person reports for, or is released from duty.
01 Oct 2016 Page 11

▲
1.2 DEFINITION
TERM DEFINITION
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 companies designated rest facility and
assigned duty station and, a specified period of prone rest
with at least one additional hour provided for physiological
needs.
Right Hand Seat Right Hand Seat (RHS) Captain is a person rank Captain with
(RHS) Captain additional qualification to occupy RHS as a Second In
Command and qualified to perform PF/PM duty either during
standard and/or enlarged composition.
RNAV (area - A method of navigation that permits aircraft operations on any

navigation) desired flight path within the coverage of ground or space-
based navigation aids or within the limits of the capability of
self-contained aids, or a combination of these.
Note: RNAV includes performance-based navigation as well
performance-based navigation.
C O PY
as other operations that do not meet the definition of
4 4 9
L ED 5 1
.0on-board
RNP system An area navigation L
Rmonitoring system which g
O and alerting. n /
supports
N T
performance
O n g g a
N C
U Any occurrence S i t a
Runway Incursion
l o ra at an aerodrome 1 - 2 5on the protected
involving the incorrect
n a F
presence
7 -
of aircraft, vehicle
1 0
or person area
s e l y of surface
20
designated for the landing and takeoff of aircraft.
R o
Seating Capacity The maximum number of passenger seats authorized by, the
type certificate, type approval, or other equivalent document.
Second In A Pilot assigned to act as a first Officer or Co-Pilot of an

Command (SIC) aircraft.
Second Officer A pilot who is the holder of a commercial or higher pilot

(SO) 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
Separate Runways are considered separate, when they are separate

Runways landing surfaces which may overlay or cross in such a way
that if one of the runway is blocked, it will not prevent the
planned type of operations on the other runway, and each of
the landing surfaces has a separate approach procedure
based on a separate aid.
Note:
2 separate runways:
01 Oct 2016 Page 12

▲
1.2 DEFINITION
TERM DEFINITION
At CGK runway 25 and runway 07 are not considered as 2
runways but as runway 07R and runway 07L.
Split Flight Duty A method used to extend FDT with intermediate rest between
sectors.
Special Purpose A simulator training session under Line Operational

Operational Simulation (LOS) designed to address specific training
Training (SPOT) objectives based on technical and CRM requirements. A
SPOT scenario may consist of full or partial flight segments
depending on the training objectives for the flight. See Line
Operational Simulation (LOS)
Serious Injury An injury which is sustained by a person in an accident and

which:
 requires hospitalization for more than 48 hours,
commencing within seven days from the date the injury
was received; or

PY
results in a fracture of any bone (except simple fractures
O
of fingers, toes, or nose); or
C 1 4 4 9

L L ED g / 5 .0
involves lacerations which causes severe hemorrhage,

N T RO g g n
nerve, muscle or tendon damage; or
a
involves injury to any internal organ; or
N C O
 i t a n
involves second or third degree burns affecting more
S
U ra - 2 5
 Flo
than 5% of the body surface; or
a 7 - 0 1
Involves verified exposure to infectious substances or
l y n 2 0 1
ose
injurious radiation.
R
Stand By A duty other than at the airport as a backup Crew Resource.
Start Taxi The time when the aircraft starts moving under its own power.
Note: when push back or pull out is not required, Block Off is
equal to Start Taxi (”Out” in the ACARS)
Supernumerary A person in addition to the crewmember that is neither

Deadhead crew (DHC) nor classified as a passenger by the
operator and authority but is on board a passenger aircraft
during commercial and non-commercial operation. Such
person is typically any of following :
 Assigned to the flight by the operator as necessary for the
safety of operations and has certain (operator-required)
knowledge and abilities gained through selection and
mandatory training (e.g. Safety Pilot,); or
 Any individual that has a relationship with the operator an
authorized and/or assigned by the operator and/or the
01 Oct 2016 Page 13

▲
1.2 DEFINITION
TERM DEFINITION
state to be on board the aircraft (e.g. Cockpit Observer,
Cabin Observer, Flight Checker, jump seat travel, etc); or
 A state or operator authorized inspector, auditor, or
observer authorized by the operator and/or the state to be
on board the aircraft to perform his/her duties (e.g. DGCA
flight operations inspector, IOSA auditor, LOAS observer,
etc.); or
 Assigned to a passenger flight by the operator for the
purpose of maintaining proficiency required by regulation
(e.g. FOO Familiarization Flight, FA Trainee, etc.); or
 Assigned to a passenger flight by the operator to conduct
certain customer service activities or other duties related to
his/her profession (e.g. Immigration On Board, conducting
customer relations, Medical doctor checking crewmember
health, etc) in the cabin; not designated to perform any
safety duties.
Supplemental Air An air carrier whose operations specifications authorize

Carrier charter or all cargo operations.
C O PY 4 4 9
Test Flight
ED 1
A flight series for operational function check prior to return to
L 5 .0
RO L g /
service following scheduled maintenance program.
n en-route alternate
O N T
flight time from n g a
asgadequate
Threshold Time
N CIs the
U two turbine
aerodrome beyond
a S ta time operations
iwhich 5 by airplanes with
F l o r power units
- 0
must
1
be - 2
authorized by DGCA. This
e l y na
threshold time
2 0 1
should be760 minutes.
RosFlight Other term for expressing route training.

Training
Transit A period of time between two sectors.
Visibility The ability, as determined by atmospheric conditions and

expressed in units of distance, to see and identify prominent
unlighted by day and lighted objects by night.
Visual Descent The location at the MDA(H) where the Aircraft can be flown
Point (VDP) on approximately a three Degree glide path to the runway.
Wave-Off An action to abort a landing.

(Rejected
Landing)
Wet Lease Any agreement in which a lessor, leases an aircraft, with at

least one pilot flight crewmember, to either an air carrier,
foreign air carrier, or a foreign person (the lessee).
END OF 1.2
01 Oct 2016 Page 14

▲
1.3 ABBREVIATIONS
1.3 ABBREVIATIONS
TERM ABBREVIATION
AAIC Airport Authority Investigation Committee
ABO Actual fuel Burned Off
AC Advisory Circular
A/C Aircraft
ACAA Australian Civil Aviation Authority
ACARS Aircraft Communications Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACL Authorizations, Conditions and Limitations
ACN Aircraft Classification Number
ADF Automatic Direction Finder
AFDS Auto Flight Director System
AFL Aircraft Flight Log
AFM Airplane Flight Manual
C O PY 4 4 9
L ED 5 .0 1
AFS Auto Flight System
RO L n g /
AFTM
N T
Air traffics Flight
O Management
n g g a
N C Ground Level Sita
AGL
U Above
l o a
rManual 1 - 2 5
AHM
a F
Aircraft Handling
n 1 7 - 0
l y
se Aeronautical Information 0
2 Publication
AIP
R o
AIREP Air Report (Weather Report)
AMJ Advisors Material Joint
AML Aircraft Maintenance Log
AMSL Above Mean Sea Level
ANO Air Navigation Order
AOC Air Operator Certificate
AOG Aircraft On the Ground
AOM Aircraft Operation Manual
AP Auto Pilot
APB Actual Passengers on Board
APU Auxiliary Power Unit
ASR Air Safety Report
AT Auto Throttle
01 Oct 2016 Page 1

▲
1.3 ABBREVIATIONS
TERM ABBREVIATION
ATC Air Traffic Control
ATS Air Traffic Service
AWY Airway, usually expressed in combination of alphabetic and numeric
code
BMKG Badan Meteorologi, Klimatologi dan Geofisika
BoM Board of Management
CAA Civil Aviation Authority
CAP Civil Aviation Publication
CASR Civil Aviation Safety Regulation
CAMP Continuous Airworthiness Maintenance Program
CAT Clear Air Turbulence
CAT I Category I
CCP/N Company Check Pilot/Navigator
CDL Configuration Deviation List
C O PY 4 4 9
CDLS
ED
Cockpit Door Locking System
L 5 .0 1
RO L n g /
CDU Computer Display Unit
N T
O OfficerSitan g g a
CEO
N C
Chief Executive
UComputer Flight 5
CFP
F l o a
rPlan 1 - 2
n aFirefighting and2Rescue
1 7 - 0
l y 0
Rose Center of Gravity
CFR Crash
CG
CI Company Instructor
CL Centerline Light
CML Cabin Maintenance Log
CMP Configuration Maintenance and Procedure standard
CO2 Carbon Dioxide
COM Company Operation Manual
CP Critical Point
CQD Category Qualified Date
CRM Crew Resource Management
CROPA Crew Operating Pattern
CRZ Cruise
CTOT Calculated Takeoff Time
01 Oct 2016 Page 2

▲
1.3 ABBREVIATIONS
TERM ABBREVIATION
CVR Cockpit Voice Recorder
CWS Control Wheel Steering
DA Decision Altitude
DAAO Directorate of Airworthiness and Aircraft Operations
DER Departure End Runway
DFAER Designated Flight Attendant Examiner Representative
DFDR Digital Flight Data Recorder
DFOOER Designated Flight Operation Officer Examiner Representative
DG Dangerous Goods
DGAC
Directon Générale de l’Aviation Civile
(France)
DGCA Directorate General of Civil Aviation
DGCP Designated Government Check Pilot
DGM Dangerous Goods Manual
C O PY 4 4 9
DH Decision Height
LED ng / 5.0 1
Dead Heading Crew OL
DHC
O N TREquipment ngga
DME
U N C
Distance Measuring
a S i ta 5
DO Day Off
F l o r - 0 1 - 2
l y n a of Transport2 0 1 7
Rose Designated Pilot Examiner Representative
DOT Department
DPER
DR Dead Reckoning
DRM Dispatcher Resource Management
DKPPU Direktorat Kelaikudaraan dan Pengoperasian Pesawat Udara
EDTO Extended Diversion Time Operations (see ETOPS)
EAT Estimate Approach Time
EEP ETOPS Entry Point
EFB Electronic Flight Bag
EGPWS Enhanced Ground Proximity Warning System.
ELW Estimate Landing Weight
EMI Electro Magnetic Induction
EOBT Estimated Off Block Time
ER Extended Range
01 Oct 2016 Page 3

▲
1.3 ABBREVIATIONS
TERM ABBREVIATION
ERA En-Route Airport
ETA Estimate Time of Arrival
ETD Estimate Time of Departure
ETO Estimate Time Over
ETOPS Extended Operations. (see EDTO)
ETP Equal Time Point
ETW Estimate Takeoff Weight
EXP Exit Point
EZFW Estimate Zero Fuel Weight
FA Flight Attendant
FAF Final Approach Fix
FAP Final Approach Point
FASGB Flight Attendant Service Guide Book
FBO Fuel Burnt Out
C O PY 4 4 9
Flight Crew Operation Manual ED
L 5 .0 1
FCOM
RO L n g /
FDR
N T
Flight Data Recorder
O AircraftSitan g g a
FIA N C
UFlight Information
Flight Instructor
5
F l o a
rRegion 1 - 2
FIR
n aInstructor Simulator 1 7 - 0
FIS
se l y
Flight 2 0
R
FL
o Flight Level
FMA Flight Mode Annunciation
FMC Flight Management Computer
FMS Flight Management System
FO First Officer
FOD Foreign Object Debris
FOO Flight Operation Officer
FOOM Flight Operations Officer Manual
FRG Flight crew Reference Guide
FSM Flight service Manager (equal to Purser)
GA Garuda
GA Go Around
GI Ground Instructor
01 Oct 2016 Page 4

▲
1.3 ABBREVIATIONS
TERM ABBREVIATION
GIA Garuda Indonesia
GITC Garuda Indonesia Training Center
GOC Garuda Operation Center
GP Glide Path
GPS Global Positioning System
HAA Height Above Airport
HAT Height Above Threshold
HF High Frequency
HIAL High Intensity Approach Light
HUD Head Up Display
HUDLS Head Up Display Landing System
IAF Initial Approach Fix
IATA International Airline Transport Association
IF Intermediate approach Fix
C O PY 4 4 9
L ED 5 .0 1
IFR Instrument Flight Rule
O L
RSystem n g /
ILS
N T
Instrument Landing
O meteorological n g g a
IMC N C
UInertial Navigation
Instrument
S i t a
Condition
l o ra 1 - 2 5
INS
n F System
aOperating Experience
1 7 - 0
IOE
se l y
Initial 2 0
R
IOSA
o IATA Operation Safety Audit
IRS Inertial Reference System
ISA International Standard Atmosphere
JAA Joint Aviation Authority
JAR Joint Airworthiness Requirement
LH Left Hand
LLZ Localizer
LOFT Line Orientated Flight Training
LVP Low Visibility Procedures
LRC Long Range Cruise
M Mach number
MAP Miss Approach Point
MCT Maximum Continuous Thrust
01 Oct 2016 Page 5

▲
1.3 ABBREVIATIONS
TERM ABBREVIATION
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MEA Minimum En-route Altitude
MEL Minimum Equipment List
METAR Meteorological Report (weather report)
MHZ Mega Hertz
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstacle Clearance Altitude
MORA Minimum Off-Route Altitude
MSA Minimum Safe Altitude (minimum sector altitude)
MSL Mean Sea Level
MTW Maximum Takeoff Weight
C O PY 4 4 9
Minimum Vectoring Altitude ED
L 5 .0 1
MVA
O L
RWeight n g /
MZW Maximum ZeroT
N Fuel
O BeaconSitan g g a
NonC
N
NDB
UNautical Milelora
Directional
1 - 2 5
Nm
na F 1 7 - 0
NOTAM ely 2 0
R o s Notice To Airmen
OAT Outside Air Temperature
OCA Obstacle Clearance Altitude
OCH Obstacle Clearance height
OCL Obstacle Clearance Limit
OM Outer Marker
PA Passenger Address
PAS Passenger Address System
PET Point of Equal Time
PF Pilot Flying
PID Pattern Identifier
PM Pilot Monitoring
POB Persons On Board; (Passengers + Crews) On Board
POR Point Of Re-Clearance
01 Oct 2016 Page 6

▲
1.3 ABBREVIATIONS
TERM ABBREVIATION
PRD Planed Re-Dispatch
RA Radio Altimeter
RA Resolution Advisory
RADAR Radio Detecting And Ranging
RCLL Runway Centerline Light
RCLM Runway Center Line Markings
RCLS Runway Centerline System
RCU Route Clearance Unit
REDL Runway Edge Light. (sometimes abbreviated as “RL”)
RNP Required Navigation Performance
REIL Runway End Identification Lights
RH Right Hand
RL Runway (edge) Lights
ROM Route Operation Manual
C O PY 4 4 9
L ED 5 .0 1
RON Remain Over Night
RO L n g /
RPL
N T
Repetitive Flight Plan
Oto Apron Sitan g g a
RTA N C
UReturned to lBase
Returned
5
F o ra 0 1 - 2
RTB
l y n a Takeoff 2017-
RTO
R o se Rejected
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minimum
RVV Runway Visibility Value
SAT Static Air Temperature
SC Supernumerary Crew
SCD Subject to Captain Discretion
SEL CAL Selective Call
SIC Second In Command
SM Senior Manager
SMGCS Surface Movement Guidance and Control System
SSR Secondary Surveillance Radar
STAR Standard Arrival
01 Oct 2016 Page 7

▲
1.3 ABBREVIATIONS
TERM ABBREVIATION
TA Traffic Advisory
TAF Terminal Aerodrome Forecast
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TCAS Traffic alert and Collision Avoidance System
TCDS Type Certification Data Sheet
TCH Threshold Crossing Height
TDZ Touch Down Zone
TIBA Traffic Information Broadcast by Aircraft
TLM Takeoff weight Limitation Manual
ULD Unit Loading Devices
UTC Coordinated Universal Time
VDP Visual Descent Point
VHF Very High Frequency
C O PY 4 4 9
L ED 5 .0 1
VMC Visual Meteorological Condition
Vice PresidentTRO
L n g /
VP
N
O Range Sitan g g a
NVHFC
VOR
UExtra Crew lora
Omni
1 - 2 5
XCU
n F
a Weight 2017- 0
l y
Rose
ZFW Zero Fuel
END OF 1.3
15 Nov 2016 Page 8

▲
OM – A 2. LEGAL
TABLE OF CONTENT
CHAPTER 2
2.1 GENERAL ................................................................................................................... 1
2.1.1 PUBLIC LIABILITY ...................................................................................... 2
2.1.2 INTERNATIONAL CONVENTIONS ON THE SUPPRESSION OF
VIOLENCE .................................................................................................. 2
2.1.3 CUSTOMS AND IMMIGRATION REGULATIONS ...................................... 5
2.1.4 WET LEASING OF AIRCRAFT ................................................................... 5
2.1.5 RULES APPLICABLE TO OPERATIONS IN A FOREIGN COUNTRY ........ 6
2.1.6 CARRIAGE OR MIS-USE OF NARCOTIC DRUGS, ALCOHOL, AND
PSYCHOACTIVE SUBSTANCES ............................................................... 6
2.1.7 HEALTH ...................................................................................................... 6
2.1.8 OPERATION OF FOREIGN REGISTERED AIRCRAFT ............................. 7
2.1.9 CREWMEMBERS AND FOO RECORDS.................................................... 7
2.1.10 AIRCRAFT RECORDS ................................................................................ 7
2.1.11 COMMON LANGUAGE ............................................................................... 7
2.2
C O PY
MANUAL AND DOCUMENTATION ............................................................................ 1
4 4 91
2.2.1 1
ED .............................................
.0
REQUIRED MANUAL/FORM ......................................................................
L 5
DOCUMENT FORMATR O L n g /
2.2.2
O T AND MANAGEMENT
n g g a
N.....................................................................................
3
2.2.3 RECORDC
U N SYSTEM
S i t a 4
2.2.4 AVAILABILITY
l o ra
OF CERTIFICATE
1
AND OPERATIONS - 2 5 SPECIFICATIONS 4
n F - 0
aMANUAL...................................................................................
1 7
2.2.5
e l y
AIRCRAFT
2 0 4
Ros2.2.5.1 AIRCRAFT FLIGHT MANUAL (AFM) ............................................ 4
2.2.5.2 FLIGHT CREW OPERATING MANUAL (FCOM) / AIRCRAFT
OPERATING MANUAL (AOM)...................................................... 4
2.2.5.3 STANDARD OPERATING PROCEDURES (SOP) – CHECKLIST 5
2.2.5.4 MINIMUM EQUIPMENT LIST (MEL) & AIRCRAFT DEFECTS ..... 5
2.2.5.5 INFORMATION INSERTED IN THE AML (AIRCRAFT
MAINTENANCE LOG) .................................................................. 5
2.2.5.6 INFORMATION ENTERED IN THE AFL (AIRCRAFT FLIGHT LOG)
...................................................................................................... 7
2.2.6 REQUIRED MANUAL/DOCUMENT ONBOARD ......................................... 8
2.2.7 DOCUMENTS AND FORMS ....................................................................... 8
2.2.8 DOCUMENT RETENTION / RECORDS ................................................... 10

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OM – A 2. LEGAL
TABLE OF CONTENT
INTENTIONALLY LEFT BLANK

C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
Rose

01 Oct 2016 Page 2
OM – A 2. LEGAL
2.1 GENERAL
2.1 GENERAL
PT Garuda Indonesia (Persero) Tbk. is authorized to operate a “Flag and Domestic Air
Carrier” according to AOC No. AOC/121-001 and the contents of Operations
Specifications (OPSPEC) and Authorization, Condition and Limitation (ACL) Part A, B, C
for operations and D, E for maintenance & certification.
01. AOC, OPSPEC AND ACL

PT Garuda Indonesia (Persero) Tbk. is authorized to operate as a “Domestic, Flag
and Supplemental Air Carrier” according to AOC No. AOC/121-001 and the contents
of Operations Specifications (OPSPEC) and Authorization, Condition and Limitation
(ACL) Part A, B, C for operations and D, E for maintenance & certification.
a). AOC AMENDMENTS
An application for AOC shall be filed to the DGCA at least 30 days before the
proposed effective date of the amendment, unless a shorter filing period is
allowed.
b). OPSPEC AND ACL AMENDMENTS
An application for OPSPEC, and ACL amendments shall be filed to the DGCA at
least 30 days before the proposed effective date of the amendment, unless a
shorter filing period is allowed.
C O PY 4 4 9
ED .0 1
Application for OPSPEC and ACL amendments shall be filed to the DGCA prior to
L 5
operations.
RO L n g /
O N
Amendments, modification T g g a
n Compliance (JKTOST), where the
and renewal of OPSPEC and ACL part A, B and C are
N C S i t a
originalU
managed through the Operation Technology
l o ra
documents are retained.
1 - 2 5
n a F 1 of7
0
- part D and E are managed through
s e l
Amendments, y modification
0
and renewal
2 ACL
o
Rthe Airworthiness
retained.
Standard (JKTMQS), where the original documents are
The maintenance section of the CASR requirements (Sub part J, K, L, and section
705 through 709 of part 121) are described in the Technical Manual (TM) of
Maintenance Directorate.
c). AOC RENEWAL
An application for AOC renewal shall be filed to the DGCA at least 60 days before
expiration of the AOC Certificate, to allow sufficient time for the DGCA to conduct
a quality audit to determine whether the certificate holder remains in compliance,
in conformance and in adherence with appropriate regulations, in order to be able
to conduct a safe operation.
02. AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS

PT Garuda Indonesia (Persero), Tbk. ensures a copy of the Air Operator Certificate
(AOC) is displayed in each principal operation offices used for Garuda operations, to
include, but not limited to President & CEO Office, Director of Operations’ office,
Operation Control Center Office, CGK Flight Dispatch’s office, etc.

16 Jan 2017 Page 1
▲
OM – A 2. LEGAL
2.1 GENERAL
PT Garuda Indonesia (Persero), Tbk. ensures a copy of the Operation

Specifications are available for inspection by DGCA at each principal operation
offices used for Garuda operations.
An electronic copy of the current AOC and Operations Specifications is
permanently made available on DMSGA website (dmsga.garuda-indonesia.com).
2.1.1 PUBLIC LIABILITY

The most important rules regarding the liability of Garuda Indonesia and its personnel
in connection with the carriage of passengers, mail and freight, have been laid down
in Convention of Warsaw and in Garuda Indonesia general conditions of carriage.
The provisions of these rules constitute and intricate system of law, which can only be
handled by expert lawyers, fully familiar with the contents and the meaning thereof. If
claim is raised or a complaint is made by a passenger to any member of the crew, the
particulars of the case should be noted and reported, but no representation or
admission of liability should be made and the matter should be left entirely open for
decision by the appropriate department of the company.
2.1.2 INTERNATIONAL CONVENTIONS ON THE SUPPRESSION OF VIOLENCE

d). GENERAL
C O PY
The following three international Conventions on the suppressions of violence
4 4 9
against civil aviation have been ratified by Indonesia:
L EDand certaingother/ 5 .0 1
 Tokyo Convention: Convention of
RO L offenses
a n act committed on
board the aircraft.
N T
O Convention forn g g
 The HagueC
U N Convention:
S i t a the suppression of unlawful seizure of
aircraft.
 Montreal Convention: F l o ra 0 1 -25of unlawful acts against
Convention for the-suppression
l y n a aviation. 2017
e
the safety of civil
osthe Tokyo Convention contains provisions with regard to the “powers of the
RSince
aircraft commander” and since the other two Conventions are not directly related
to the authority and duties of the Pilot-in-Command, the next paragraphs only deal
with the relevant provisions of the Tokyo Convention.
e). APPLICABILITY
 The Tokyo Convention applies to :
 criminal offenses;
 other acts which may or do jeopardize the safety of the aircraft, or of
persons or property therein;
 other acts, which jeopardize good order and discipline on board.
 Unless the safety of flight is involved or certain specified State interests are
involved it does not apply to offenses of a political, racial or religious nature.
 The Convention applies to offenses committed on board:
 aircraft inflight; or
 aircraft on the surface of the high seas; or
 aircraft in any other area outside the territory of any State.

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OM – A 2. LEGAL
2.1 GENERAL
f). JURISDICTION
The State of Registration exercises jurisdiction over offenses and acts committed
on board.
Another State may not interfere with this prerogative except:
 when the offenses has effect on its territory; or
 when the offenses has been committed by or against one of its nationals or
permanent citizens; or
 the offenses is against its security; or
 the offenses concerns a breach of the State’s regulations relating to the
execution of the flight; or
 when necessary in order to ensure compliance with multilateral international
agreements.
g). AUTHORITY AND DUTIES OF THE PILOT IN COMMAND
If it is believed that an offense has been committed or is about to be committed,
the Pilot-in-Command may impose reasonable measure including restraint, to
enable him:
 to protect the safety of the aircraft, persons or goods on board; or
 maintain good order and discipline on board; or

C O PY
to disembark the offender or deliver him to the competent authorities.
4 4 9
ED .0
The Pilot in Command may require or authorize the assistance of other
L 5 1
RO L n g /
crewmember, but he may only request or authorize the assistance of passengers
when restraining persons.
O N T g g a
n reasonable preventative measures
N
Crewmember and
without U
C S i
passenger may also t atake
o raPIC if circumstances
the authorization of the
l 1 - 2
so 5
require.
n a F 1 7 - 0
l y 0
ose shall not be continued2beyond the next point of landing unless:
Restraining persons
RRestraining
 this point is in a non-contracting State and the authorities refuse
disembarkation;
 delivery to competent authorities is not possible because the point of landing is
in a non-contracting State;
 the aircraft makes a forces landing;
 the person agrees to onward travel under restraint.
The Pilot in Command shall advise the authorities as soon as practicable and if
possible before landing that a person has been restrained and of the reasons for
such restraint.
Disembarking persons
The Pilot in Command may if necessary disembark any person whom he has
reasonable grounds to believe has committed or is about to commit on board the
aircraft an offense mentioned under the subpart “Applicability”.
The disembarkation shall be reported to the State authorities at the point of
disembarkation, as well as the reason for the disembarkation.

01 Oct 2016 Page 3
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OM – A 2. LEGAL
2.1 GENERAL
Delivering persons to the competent authority

The Pilot in Command may deliver to the component authorities at the point of
landing any person who has grounds to believe has committed on board an act
which, in his opinion, is a serious criminal offense is according the law of the State
of registration.
This shall be reported to the authorities as soon as possible and if possible before
landing as well as the reason for the delivery.
The Pilot-in-Command shall purse the authorities with all relevant evidence and
information.
Non-liability
Neither the Pilot in Command, crewmember, passenger, nor the carrier or
chartered can under the Tokyo Convention, be held liable in any preceding an
account of such treatment of an offender as is authorized under the convention.
Ratification of Tokyo Convention

The following States have ratified the Tokyo Convention:
Afghanistan Holy See Pakistan
Argentina Hungary Panama
Australia Iceland
C O PY 9
Papua New Guinea
4 4
Austria
Bahamas
India
L ED
Indonesia
5 .0 1 Paraguay
Peru
Bangladesh
RO LIran
n g / Philippines
Barbados
O N T Iraq
n g g a Coast Poland
Belgium
U N C S i t a
Ireland Portugal
Botswana
l o ra Israel
1 - 2 5 Romania
Brazil
n a F Italy
1 7 - 0 Rwanda
Burundi
l y 2 0Ivory Saudi Arabia
R
Chad ose
Canada Japan
Jordan
Senegal
Seychelles
Chile Kenya Sierra Leone
China Korea, Republic of Singapore
Colombo Lao People’s Dem. Rep South Africa
Congo, People’s Rep of Lebanon Spain
Costa Rica Lesotho Sri Lanka
Cyprus Liberia Sweden
Denmark Luxembourg Switzerland
Dominican Republic Libyan Arab Republic Thailand
Ecuador Madagascar Togo
Egypt, Arab Rep of Malawi Trinidad and Tobago
Fiji Mali Tunisia
Finland Mexico Turkey
France Mauritania United Kingdom
Gabon Morocco United States
Gambia, The Netherlands, The Upper Volta
Germany, Fed Rep of New Zealand Uruguay
Ghana Nicaragua Venezuela
Greece Niger Yugoslavia
Grenada Nigeria Zambia
Guatemala Norway Zaire, Republic of
Guyana Oman

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OM – A 2. LEGAL
2.1 GENERAL
2.1.3 CUSTOMS AND IMMIGRATION REGULATIONS

When entering or leaving a country, the crewmember is required to comply with that
country’s security, customs, health, and currency regulations. Strict compliance with
these regulations is a necessity, as violation does not only reflect on the person of the
offender but also is damaging to the reputation of the company. Self-evidently, the
same goes for any other offense committed during a trip.
Garuda Indonesia prohibits crewmember and employee to carry goods or unstamped
mail for a third party.
2.1.4 WET LEASING OF AIRCRAFT

With respects to leasing/interchange of aircraft and/or crewmember between airlines
of different nationalities, agreement between such airlines and between the Civil
Aviation Authorities of the countries involved are necessary.
Prior to conducting any leasing of aircraft according CASR 121.6, Garuda will provide
to DGCA a copy of the lease agreement, or a written memorandum outlining the terms
of such agreement. The agreement must state which AOC holder and which AMO as
applicable, is proposed to be responsible for providing:
1. applicable crewmembers,
2. operational control, and
3. the maintenance and servicing of that aircraft
O P Y 4 9
The DGCA determines which party to the agreement C
EDcontaininggthe /following:
is conducting the
.0 1 4
operation and
issues an amendment to the company’sL
O OpsL Spec 5
N
1. The names of the parties T
to Ragreement
the
g g
and the a n thereof;
duration
N andO
2. The nationality C
S t
registration marksiof a n aircraft involved in the agreement;
each
3. The typeUof operation (e.g.
l o ra passenger,
scheduled,
1 - 2
etc.); 5
a F
4. The areas of operation;
n 1 7 - 0
l y 2 0
ose
5. The regulation of the CASRs applicable to the operation.
byRconsidering:
1. Crewmembers and training,
2. Airworthiness and performance of maintenance,
3. Dispatch,
4. Servicing the aircraft,
5. Scheduling, and any other factor considered relevant.
If a foreign operator is considered responsible for the operation of the leased aircraft,
each route segment must include either a takeoff or a landing to or from a foreign
airport.
In order to solve problem arising when operators from various states share the use of
their aircraft, a statements has been laid down in ICAO Annex 6, by which the
supervisory function of the state of registry can be transferred to the state of the
operator.
Crew license validation

When the interchange of aircraft and or flight crewmembers between airlines of
different nationalities involved, the license of flight crewmembers have to be validated

01 Oct 2016 Page 5
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OM – A 2. LEGAL
2.1 GENERAL
by Civil Aviation Authority of the state of registry of the aircraft before the flight
crewmembers entitled to operate foreign aircraft.
For aircraft registered in the USA, all flight crewmembers will receive a relevant airman
certificate issued by the FAA.
2.1.5 RULES APPLICABLE TO OPERATIONS IN A FOREIGN COUNTRY

While operating an airplane within a foreign country, Garuda Indonesia shall comply
with the air traffic rules of the country concerned and the local airport rules, except
where any rule of this part is more restrictive and may be followed without violating the
rules of that country.
2.1.6 CARRIAGE OR MIS-USE OF NARCOTIC DRUGS, ALCOHOL, AND

PSYCHOACTIVE SUBSTANCES
Garuda Indonesia prohibits the carriage of narcotic drugs, marijuana, depressant,
stimulant drugs or psychoactive substances aboard its own or leased aircraft unless
authorized by Law or a National Agency. When authorized as so, a written approval
from VP Flight Operation is required.
Persons who perform a safety-critical functions (Flight Crewmember, Flight Attendant,
Flight Dispatcher, Maintenance, Security personnel and other operations personnel) is
C O PY
prohibited to exercise duty within 12 hours after consuming alcohol, while under the
4 4 9
influence of alcohol, while having 0.04 percent by weight or more alcohol in the blood,
ED .0 1
while using any drug that affects the person’s faculties in anyway contrary to safety, or
L 5
O
Ruse L
while under the influence of psychoactive substances. g /
n drug while on duty
O N T g g a
nevery 2 years.
U N C
Random testing with respect to the
regular basis, at S
of
i t a
alcohol and psychoactive
will be carried out on
l o ra least once
1 - 2 5
n F
a in any kind20
Problematic use of alcohol and
7 0
- use of alcohol orPersonnel
psychoactive substances
1 is prohibited. who
y
are identified las
Roseshall be removed from duty involving safety-critical functions.
engaging of problematic psychoactive
substances
Re-instatement on problematic use of psychoactive substances
In accordance with Garuda Union Collective Agreement, employee with problematic
use of alcohol or psychoactive drug will be terminated. Reinstatement is not allowed.
2.1.7 HEALTH
The International Sanitary Rules, adopted by the World Health Organization, have
established an International system of regulations regarding infectious diseases. The
infectious diseases giving rise to protective measures of the local medical authorities
are plague, cholera, yellow fever, small pox, typhus, and febris recurrent. Every
disembarking passenger, if infected with any of these diseases or suspected of having
contracted one of these, has to submit to these measures.
The aircraft shall always be free to depart immediately unless it is infected with yellow
fever. The PIC shall fill the General Declaration any particulars regarding:
 Sickness on board;
 Circumstances on board which may result in the spreading of diseases;
 Extermination of insects.

01 Oct 2016 Page 6
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OM – A 2. LEGAL
2.1 GENERAL
2.1.8 OPERATION OF FOREIGN REGISTERED AIRCRAFT

Garuda Indonesia may operate in common carriage a civil aircraft which is leased or
chartered from ICAO contracting state, provided:
 Airplane is of a type approved according to Indonesian Regulations, Certificate of
Registration and Certificate of Airworthiness issued by originating country shall
remain onboard.
 Crewmember certification from Civil Aviation Authority of the State of Registry is
obtained prior to operating the aircraft.
 Copy of the aircraft lease or charter agreement filed with the Civil Aviation Authority
of the State of Registry.
2.1.9 CREWMEMBERS AND FOO RECORDS

The record of proficiency and route check, airplane and route qualification, training,
medical examination, flight, duty and rest time, and action taken concerning the release
from employment or physical or professional disqualification of any flight crewmember
or flight operations officer are kept current by Garuda.
2.1.10 AIRCRAFT RECORDS

The current list of aircraft operated by Garuda is attached to the AOC, and the DGCA
will be notified on any change to the list.
C O PY 4 4 9
ED .0 1
The airplane of another air carrier operated under interchange agreement is to be
L 5
RO L
incorporated by reference to the related regulations.
n g /
2.1.11 COMMON LANGUAGE NT
O n g g a
U N C S i t a
The Common language
personnel are normally F
used
l o r
for a
daily communication
- 2
among 5 Indonesian operations
1duty, technical aspects and or
n a 1 7 -
in Bahasa Indonesia. When 0
s e l y
emergency situation dictates, the
2 0
Crewmembers, including instructors, examiners and
Ro
line check
manual;
airman shall use Standard English language in according to the operations
For training purpose the common language used is Bahasa Indonesia and/or English.
END OF 2.1

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OM – A 2. LEGAL
2.1 GENERAL
PY
C O 1 4 4 9
L L ED g / 5 .0
N T RO g g a n
N C O S i t a n
U l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

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OM – A 2. LEGAL
2.2 MANUAL AND DOCUMENTATION

2.2.1 REQUIRED MANUAL/FORM
Listed manual in bold requires DGCA approval
DISTRIBUTED TO:
INSTRUCTOR
ATTENDANT
SIMULATOR
/ CHECKER
STATIONS/
AIRCRAFT
REGULAR
LIBRARY 7
MASTER
PILOTS
FLIGHT
FLIGHT
CREW
CHIEF
DGCA
MANUAL TITLE
OCC
FOO
AOC & OPSPEC X X X
Operation Manual Part A
X X X X X X X X X
(OM-A)
Operation Manual Part B1
X X X X X X X X
(OM-B1)
Operation Manual Part B2
X X X X X X
(OM-B2)
Operation Manual Part C
X X X X X X X X
(OM-C)
Operation Manual Part D1
X X X X X X
(OM-D1) 2
O P Y 4 9
Operation Manual Part D2
X
ED C X
.0 1 4 X
(OM-D2) 2
X RO
L L g / 5
Operaation Manual Part D3
(OM-D3)2
N T g g a nX X
N C O
Flight Crew Operation
S i t a n
U
Manual (FCOM ) / Aircraft
l
X
o r a
X X X
- 2 5 X X X X
n a F
Operation Manual (AOM)1
1 7 - 01
y 0
osel X2 X
Aircraft Performance
Manual (A330-FCOM Vol
R
2&3, Boeing-FPPM)
1
X X X X X X
Minimum Equipment List

X X X X X X X
(MEL) 1
Flight Crew Reference Guide
X X X
(FRG)
Route Operation Manual
X X X X X X
(ROM)
Flight Operations Officer
X X X X
Manual (FOOM)
Jeppesen Route Guide 3 X X X X
Garuda Route Guide 3 X X X X
Company Service Manual X X
Station Manual X X X
Passage Manual X X X
Cargo Manual X X X
Aircraft Handling Manual
X X X
(AHM)
Aircraft Handling Manual per
X X X
A/C Type 4
Commercial Bulletin X X

16 Jan 2017 Page 1
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OM – A 2. LEGAL
DISTRIBUTED TO:
INSTRUCTOR
ATTENDANT
SIMULATOR
/ CHECKER
STATIONS/
AIRCRAFT
REGULAR
LIBRARY 7
MASTER
PILOTS
FLIGHT
FLIGHT
CREW
CHIEF
DGCA
MANUAL TITLE
OCC
FOO
Garuda Aviation Security
X X X
Program (GASP)
Safety Management System
X X X X
(SMS) Manual
Dangerous Goods Handling
X X X X X X
Manual (DGHM)
IATA Dangerous Goods
X X
Regulations
Emergency Response Plan
X X X X X
Manual
ASR , OHR & TRIP REPORT X X X X X
Airplane Flight Manual
X X X X
(Manufacture) 5
Aircraft Emergency
X X8 X8 X X
Checklist/QRH
Aircraft Normal Checklist X
O P Y X X
4 9 X
CASR X
D C . 0 1 4 X X
ICAO Annexes
O
X
L LE n g / 5
XTR Xa
TLM (Takeoff weight
Limitation Manual)
O N X
n g g X X X X 6
Flight
Guide Book UNC lXora Sita X 1X-25
Attendant Service
n a F 1 7 - 0
Note:
el y
sCrewmember 20
1. R o
Flight Operations Manual (FCOM) or Aircraft Operations Manual
(AOM) and Minimum Equipment List (MEL) for all aircraft Type distributed to
Master Library and DGCA. For Chief Pilot, Flight Crewmember, Station Base,
Aircraft and Simulator only relevant aircraft type(s),
2. The Training Manual for Flight Crewmember, Flight Attendant, and FOO as
applicable for Instructor and Company Checker.
3. Jeppesen (divided Domestic-Regional and International including Approach Chart
and En-Route Chart) or Garuda Route Guide as applicability of route to be flown
regularly. Jeppesen may supplement Garuda chart when deemed necessary.
4. Airplane Flight Manual published by aircraft manufacturer will be distributed in
relevant aircraft type(s).
5. Airplane Flight Manual published by aircraft manufacturer will be distributed in
relevant aircraft type(s).
6. TLM at regular station provided only limited data for that station and adjacent
airport.
7. Master library located at Flight Operations Departments at Home Base.
8. QRH provided: two each aircraft/Simulator.

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OM – A 2. LEGAL
2.2.2 DOCUMENT FORMAT AND MANAGEMENT

All documentations used in the conduct or support of flight operations shall:
a. contains legible and accurate information;
b. be written in language(s) understood by flight operations personnel;
c. be presented in a format that meets the needs of flight operations personnel;
d. if required, be accepted or approved by the Authority;
The Manuals and Revisions, mentioned in OM-A Chapter 2.2.1, will be distributed to:
 Manual holder in the form of electronic manual (soft copy manual).
 Aircraft Library (Flight Documents) in the form of paper copy manual.
 Simulators in the form of a paper copy manual or soft copy manual if computer
facility is available.
 Master Library, Head of Chief Pilot Office, Head of Chief Flight Attendant Office,
Operation Control Center, Dispatch Center, Corporate Quality, Operation
Publication Center and Learning & Development Unit in the form of both paper
copy and soft copy manual.
In the case of electronic manual/soft copy manual is received:
1. Ensure CD (Compact Disc) to be used is readable; otherwise contact Operation
Publication Center for replacement. If there is no revision within 6 months, the CD
should be recycled or replaced with a new one.
C O PY 4 4 9
2. If to be installed in a computer, it should be installed in an assigned and dedicated
L E D
standalone computer (especially for office at stations, etc.).
5 1
.0and all flight
L
RandOsystematically
All electronics documents used directly in the
g /
conduct of flight operations
n up which generated at a
N T
operations records shall be stored
Ousing a separate g g a
backed
n system.
N C
predetermine schedule
Umanuals, documents, S i t
dataastorage
The obsolete
l o r 2 5 shall be deleted/
a revisions and 1its-derivations
destroyed.
n a F 1 7 - 0
l y 0
e for the management2 and control of any documentation and/or data
ssystem
R o
Electronic
used directly in the conduct of flight operations, it shall be ensured that the system
provides for a scheduled generation of backup files for such documentation for such
documentation and/or data.
Electronic system for the management and control of flight operations records, it shall
be ensured that the system provides for a scheduled generation of backup record files.
The electronic system for the management and control of flight operations records that
ensure the system provides for a scheduled generation of backup record files shall be
stored and backed-up in IT department server.
The Operation Manuals pertaining to crewmember duties and responsibilities are
published in English; other non-technical related manual may be in Bahasa Indonesia.

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OM – A 2. LEGAL
2.2.3 RECORD SYSTEM

The System for the management and control of flight operations records shall ensure
the content and retention of such records is in accordance with requirements of the
Authority, as applicable, and to ensure operational records are subjected to
standardized processes for:
a. Identification;
b. Legibility;
c. Maintenance;
d. Retention and retrieval;
e. Protection and security;
f. Disposal, deletion (electronic records) and archiving.
The system addresses the management and control of all records associated with
operations, which includes personnel training records, and also includes any other
records that document the fulfillment of operational requirements (e.g. aircraft
maintenance, operational control, operational security).
2.2.4 AVAILABILITY OF CERTIFICATE AND OPERATIONS SPECIFICATIONS

Garuda Indonesia ensures a copy of the Air Operator Certificate (AOC) is displayed in
each principal operation offices used for Garuda operations, to include, but not limited
C O PY
to President & CEO Office, Director of Operations’ office, Operation Control Center
4 4 9
Office, CGK Flight Dispatch’s office, etc.
L ED Specifications 5 .0 1
RO L
An electronic copy of the current AOC and Operations
g
n ). / is permanently
N T
made available on DMSGA website
O g g a
(dmsga.garuda-indonesia.com
n
U N C S i t a
AIRCRAFT MANUAL Flor
a 1 - 2 5
2.2.5
n athat the required 1 7 0
-are present and current onboard the
y
The PIC mustlensure
seto departure. 2 0manual
Roprior
aircraft
2.2.5.1 AIRCRAFT FLIGHT MANUAL (AFM)
All Garuda Indonesia aircraft shall be operated at all times in accordance with the
limitations and conditions as contained in the approved AFM. The approved AFM
must be carried on board the aircraft.
2.2.5.2 FLIGHT CREW OPERATING MANUAL (FCOM) / AIRCRAFT OPERATING
MANUAL (AOM)
The Flight Crewmember Operating Manual (FCOM) / Aircraft Operating Manual
(AOM) shall contain all performance and limitations data relevant to flight
operations from the AFM. When operating the aircraft, for which an approved
FCOM/AOM has been issued, compliance with the limits and procedures found in
FCOM/AOM is mandatory. In the event of a difference between the FCOM/AOM
and AFM, the AFM take precedence.
Any differences from procedures and checklists provided by the manufacturer(s)
are based on operational consideration.
The individual discovering the discrepancy shall report the difference to VP
Operations or Chief Pilot immediately.

01 Oct 2016 Page 4
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OM – A 2. LEGAL
FCOM/AOM is issued to each pilot and they shall responsible to ensure that their
manual is kept update.
2.2.5.3 STANDARD OPERATING PROCEDURES (SOP) – CHECKLIST
Standard Operating Procedures-checklists have been prepared, with due
considerations of human factors principles and customized for all Company aircraft
that are required to be operated by two or more pilots. These procedures use the
challenge and response method of ensuring that a high level of safety is achieved
through crew coordination in the handling of routine, abnormal and emergency
situations.
No deviation from these procedures is acceptable, unless the PIC determines that
the safety of the flight may be compromised. In such cases, the deviation must be
thoroughly understood by all crewmembers.
2.2.5.4 MINIMUM EQUIPMENT LIST (MEL) & AIRCRAFT DEFECTS
When an aircraft system malfunction or un-serviceability is found, a pilot must be
able to readily determine whether or not it is both safe and legal to dispatch the
aircraft.
When aircraft defect is detected flight crewmember must comply with any
conditions or restrictions contained in MEL.
O PY
When a MEL for the aircraft type has not been developed, an approved deferral
C 4 4 9
ED .0
procedure is available for certain items. This procedure requires a PIC to contact
L 5 1
RO L n g /
Maintenance Operations Control via OCC to determine, if the defect is an
O N T n g g a
airworthiness item that must be rectified before further flight or one that can be
N C i t a
deferred in accordance with the approved deferral procedures in Technical Manual.
U of the foregoing S
When neither
l o 5
rais applicable-0and1-a2un-serviceability exists, the
n F
aand the required 1 7
s e l y
Certificate of Airworthiness is not in
0force. The aircraft is not to be
2for ferry purpose to affect the repair.
flown until the
R o
defect is
authority
rectified
of a flight permit issued
certifications made, unless flown under the
OCC will advise the PIC of MEL items; however it will remain the responsibility of
the PIC to review the AML for recent history, particularly in MEL items. This will
ensure that he is knowledgeable with respect to deferred items and any restrictions
that may be applicable.
2.2.5.5 INFORMATION INSERTED IN THE AML (AIRCRAFT MAINTENANCE LOG)
The PIC shall record and report all defects in AML and He is responsible for the
contents. It shall be ensured that all information inserted in AML are:
 up to date;
 legible (Write Clearly);
 cannot be erased (Use Ball point); and
 correctable in the case of an error provided each correction is identifiable and
errors remain legible (Cross the error and write correction next to it)
Figure below is sample of an AML and for entries instructions, see the inner cover
of the AML.

01 Oct 2016 Page 5
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OM – A 2. LEGAL
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 6
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OM – A 2. LEGAL
2.2.5.6 INFORMATION ENTERED IN THE AFL (AIRCRAFT FLIGHT LOG)

The PIC shall ensure that the Aircraft Flight Log is filled out completely and
correctly. He is responsible for the contents.
The entries shall be update, legible, cannot be erased and correctable in the case
of an error provided each correction is identifiable and errors remain legible.
Completed AFL should be retained to provide a continuous record of the last six
months of operations.
Figure below is sample of an AFL and for entries instructions; see the inner cover
of the AFL.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 7
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OM – A 2. LEGAL
2.2.6 REQUIRED MANUAL/DOCUMENT ONBOARD

Notwithstanding the requirements of any other part of this manual, the following
manuals and documents must be carried on board every flight:
1. Certified true copy of AOC and a copy of OPSPEC
2. Certificate of Registration.
3. Certificate of Airworthiness.
4. AML, AFL, CML.
5. Aircraft Radio Permit.
6. Noise certificate.
7. Crew License/Certificate, Training Control Card.
8. Copy of the return to service, if any, in force with respect to the aircraft, or technical
log, as applicable.
9. AFM.
10. Operational Flight Plan.
11. NOTAMS, AIS information and Meteorological briefing documentation.
12. Current and suitable maps and charts for routes of proposed flight or possibly
diverted flights.
13. Search and Rescue Information (including checklist)
14. For international flights, a copy of the notified procedures to be followed by the
pilot-in-command of an intercepted aircraft, and the notified visual signals for use
by intercepting and intercepted aircraft.
15. Passenger and cargo manifests.
C O PY 4 4 9
16. Copy of aircraft insurance.
L ED 5 .0 1
RO L n g /
17. Current Weight and balance report/weight change list.
O N T n g g a
18. SOP (FCOM/AOM, Vol.1, 2, 3 and 4 (as applicable))
19. MEL
U N C S i t a
20. OM-A
l o ra 1 - 2 5
21. OM-B1
n a F 1 7 - 0
l y 2 0
ose
22. OM-C
R
23. OM-B2 and FASGB
24. TLM (Takeoff Limitation Manual)
25. DGHM (Dangerous Goods Handling Manual)
26. ROM (including AOC and ACL)
27. Security Manual (or part of it, as in OM-A)
2.2.7 DOCUMENTS AND FORMS

A. AIRCRAFT DOCUMENTS ONBOARD:
Documents belonging permanently to the aircraft and concerning long-term
activities; the folder is located near the cockpit entrance:
 Certified true copy of AOC;  Compass swing card;
 Copy of OPSPEC;  Copy of statement FM immunity;
 Certificate of Airworthiness;  Copy of statement of EGPWS
approval;
 Certificate of Registration;  Copy of statement of TCAS II change
7.0 approval;
 Aircraft station license (izin  Current Weight & balance report/
stasiun radio pesawat udara); loading & weight change index

01 Oct 2016 Page 8
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OM – A 2. LEGAL
 Allocation of SSR mode S;  LOA of temporary approval, as

applicable.
 Noise certificate;  Foreign AOC, as applicable;
 Aircraft Insurance;  List of Manual status.
Above documents shall never be removed from the aircraft, except by the
Engineering and Maintenance Division at CGK, or for inspection by the competent
authorities at their request.
AOC copy is located in the folder and in the front of the OM-A, and copy of RVSM,
RNP and ACL part A, B and C are incorporated in Route Operation Manual (ROM).
The AML shall be attached with Certificate of Maintenance / Release, Cat II auto
land Status Card, HIL record and Aircraft Briefing Card only.
B. FLIGHT DOCUMENTS
The Flight Document envelope is provided by the flight Dispatcher during dispatch
briefing containing flight plan, dispatch release, weather forecast, NOTAM and
TO/LDG data card.
Upon flight(s) completions, the flight documents and additional required documents
for the operations of the aircraft shall be returned to GOC to unit concerned and to
O PY
be retained for at least 3 months. The documents are:
C 4 4 9
ED .0 1
 Flight Plan (includes: Dispatch Release, Weather Forecast, NOTAM, TO/LDG
L 5
Data card)
RO L n g /
 Load Sheet
O N T n g g a
C
 Fuel Receipt
U N S i t a
ra - 2
 Passenger Manifest. ( Obtained from FA-1)
l o 1 5
n a F 1 7 - 0
 Trip Report, Safety Report and/or Hazard Report (if any).
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 Aircraft Flight Log.
 DGR info/NOTOC and security item delivery sheet (if any)
The Flight Documents will be distributed as follows:

 Operations Support Information:
 Flight Plan;
 Dispatch Release;
 Takeoff/Landing Data Card;
 Load Sheet;
 Fuel Receipt;
 Aircraft Flight Log;
 Passenger Manifest;
 NOTOC.
 Chief Pilot:
 Trip Report
 Corporate Quality, Safety and Environment Management:
 ASR
 OHR

01 Oct 2016 Page 9
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OM – A 2. LEGAL
C. MISCELLANEOUS
Yellow envelope in the navigation bag:
 Auto land Questionnaire;
 Trip report;
 Captain announcement;
 AIREP;
 Preliminary Certificate of Birth;
 Preliminary Certificate of Death;
 Manual flight plan;
 Flight plan work sheet;
 Takeoff and landing, data form; Cruise setting Form;
 Skeleton load sheet form it may be printed from updated soft copy;
 Air Safety Report;
 Operational Hazard Report;
 Aircraft Search and Procedure checklist;
 Law Statement and Final Warning Form “For Disruptive/Unruly Behaviour
Passanger”;
D. IN-FLIGHT SERVICE BAG
ensured by FA-1 to contain the following:

C O PY
For international flight, the In-flight Service Bag located at the cabin must be
4 4 9
L ED 5 .0 1
 Landing, Immigration andR
L
 Landing and Customs card for destination.
O card for Indonesia.n g /
N T Customs
O cards.Sitan
 Crew landing declaration g g a
U N C 5
 Flight Service Report.
 Catering request F l o ra - 0 1 - 2
l y
 Crew data. n a form.
0 1 7
se bar list alcohol. 2
R oCustom
Purser message form.
And other accessories such as carbon copy, clip, plastic bag and yellow folder.
2.2.8 DOCUMENT RETENTION / RECORDS

The management and control system for the retention of records that document the
fulfillment of flight operations requirements, to include the training and qualification
requirements for crew members shall be in accordance with requirements of the
Authority, as applicable, and provide for the management and control of records to
ensure:
 identification;
 legibility; maintenance;
 retention and retrieval;
 protection and security;
 disposal or deletion (electronic records) and archiving.

01 Oct 2016 Page 10
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OM – A 2. LEGAL
No Document Descriptions Retention period

Operational Records
1 Operational Flight Plan and Dispatch Release 3 months
2 NOTAM 3 months
3 Load Sheet 3 months
4 Special Load Info/NOTOC 3 months
5 Aircraft Flight Log 6 months
6 Aircraft Maintenance Log 24 months
7 Flight Reports (ASR, OHR, Trip Report) 3 months
8 Audit Reports 5 years
9 Duty Exceedance Report 3 months
General Records
10 Dangerous Goods Training 3 years
11 Aviation Security training 3 years
12 Medical Status, including Medical Certificate Whilst employed
13 Instructor / Evaluator/ Line Check airmen qualification 3 years
14 Recency of Experience 15 months
15 Licenses / Certifications Whilst privileges
Flight Crewmember Records
16 Flight Crewmember Initial Training and Checking/ Line Whilst employed
C O PY
check/ Proficiency Check/ Recurrent Training and
Checking results/ Conversion Training Records
4 4 9
17 Flight, Duty & Rest Times
L ED 15
5 .0 1
months
18 Command Training
RO L g /
n 3 years
3 years
O N T
19 CRM/ Human Factor training
n g g a
N C S i t a
20 Airport and Route Competence (including special
U 3 years
Airports)
l o r a 1 5
-2 3 years
na F 1 7 - 0
21 Equipment Qualifications (TCAS, GPWS/EGPWS)
e l y 2 0
R os
22 Right Seat Qualification (Training for Both Pilot Seats)
3 years
23 Specific Qualifications (LVP, CAT II/CAT III, RVSM, RNP
3 years
etc.)
24 Type(s) Qualification Whilst privileges
Flight Attendant Records
25 FA Initial & Recurrent Training Whilst employed
26 FA Flight/Duty Times/Rest Period 15 months
27 Competency Check 3 years
FOO Records
28 Competency Check 3 years
29 Familiarization flight 3 years
Other approved operational staff
30 Training and Qualification Records of other approved Last 2 training
operational staff records

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OM – A 2. LEGAL
Note:
 The Crewmember and FOO records are centralized in the Computer System (SAP)
with limited access.
 Hard copies as back up of Curriculum Vitae are retained in HRD.
 Training records are kept in Flight Operations.
Crewmember training records shall be included in the periodic audit activity.
END OF 2.2
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OM – A 3. ORGANIZATION AND RESPONSIBILITY
TABLE OF CONTENT
CHAPTER 3
3.1. ORGANIZATION STRUCTURE ................................................................................. 1
3.1.1. ORGANIZATION STRUCTURE OF PT GARUDA INDONESIA (PERSERO)
TBK ................................................................................................................ 1
3.1.2. CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT
(JKTDV) ......................................................................................................... 2
3.1.3. CORPORATE SECURITY (JKTDK) ............................................................... 2
3.1.4. DIRECTORATE OF OPERATIONS (JKTDO) ................................................ 3
3.1.4.1. FLIGHT OPERATIONS (JKTOF) ..................................................... 3
3.1.4.2. OPERATION PLANNING & CONTROL (JKTOG) ............................ 4
3.1.4.3. OPERATION SUPPORT (JKTOS) ................................................... 4
3.1.5 SBU UMRAH, HAJJ & CHARTER (JKTDU) ................................................... 5
3.1.6 CABIN SERVICES (JKTCC)........................................................................... 5
3.1.7 LEARNING AND DEVELOPMENT / GITC (JKTVZ) ....................................... 6
3.2. MANAGEMENT PERSONNEL .................................................................................. 1
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3.2.1. NAMES AND UNIT FUNCTIONS IN THE ORGANIZATION .......................... 1
C 4 4 9
3.2.2. THE CEO/PRESIDENT DIRECTORL ED 5 .0 1
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..............................................................
n MANAGEMENT .. 4
4
N
3.2.3. VP CORPORATE QUALITY,
O T g
SAFETY & ENVIRONMENT
n g a
U N
3.2.4. DIRECTOR C S i t a
OF OPERATIONS ...................................................................... 5
lo r a 2 5
1- TECHNOLOGY ............. 5
F
3.2.5. DIRECTOR OF MAINTENANCE
a -
& INFORMATION
7 0
s e
3.2.6. CHIEFl yn .................................................................................................
PILOT 2 0 1 6
o
R VP AIRWORTHINESS MANAGEMENT ......................................................... 7
3.2.7.
3.2.8. QUALIFICATION EXEMPTIONS.................................................................... 7
3.3. DUTIES AND RESPONSIBILITIES PERSONNEL ..................................................... 1
3.3.1 VP FLIGHT OPERATIONS ............................................................................ 1
3.3.2 VP OPERATION PLANNING & CONTROL .................................................... 1
3.3.3 VP OPERATION SUPPORT .......................................................................... 2
3.3.4 SM OPERATION STANDARDS ..................................................................... 3
3.3.5 VP SBU UMRAH, HAJJ & CHARTER ............................................................ 3
3.3.6 VP LEARNING AND DEVELOPMENT ........................................................... 3
3.3.6.1 SM OPERATION QUALITY MANAGEMENT ................................... 4
3.3.6.2 SM FLIGHT OPERATION TRAINING .............................................. 4
3.3.7 VP CABIN SERVICES.................................................................................... 5
3.3.7.1 CHIEF FLIGHT ATTENDANT .......................................................... 5
■
16 Jan 2017 Page 1
TABLE OF CONTENT
3.3.8 VP CORPORATE SECURITY ........................................................................ 6

3.3.9 PILOT IN COMMAND (PIC) ........................................................................... 6
3.3.10 SECOND IN COMMAND (SIC) ...................................................................... 9
3.3.11 FLIGHT ATTENDANT–1 (FA-1) ..................................................................... 9
3.3.12 FLIGHT ATTENDANT (FA) .......................................................................... 10
3.3.13 FLIGHT OPERATIONS OFFICER / FLIGHT DISPATCHER ........................ 10
3.3.14 COMPANY CHECK PILOT/ FOO / FA ......................................................... 11
3.4. DELEGATION AND COORDINATION ....................................................................... 1
3.4.1 DELEGATIONS OF OPERATIONS MANAGEMENT ..................................... 1
3.4.2 COORDINATION IN RESPECT OF SAFETY AND SECURITY ISSUE ......... 1
3.4.2.1 FLIGHT OPERATIONS INTERNAL ................................................. 1
3.4.2.2 FLIGHT OPERATIONS EXTERNAL ................................................ 2
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3.1 ORGANIZATION STRUCTURE
3.1. ORGANIZATION STRUCTURE

3.1.1. ORGANIZATION STRUCTURE OF PT GARUDA INDONESIA (PERSERO) TBK
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01 Oct 2016 Page 1
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3.1.2. CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT (JKTDV)
C O PY 4 4 9
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N T
O (JKTDK) Sitan g g a
3.1.3. CORPORATE N
U C
SECURITY
5
F l o ra - 0 1 - 2
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Rose

01 Oct 2016 Page 2
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3.2 MANAGEMENT PERSONNEL
3.1.4. DIRECTORATE OF OPERATIONS (JKTDO)
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N T
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3.1.4.1. C
FLIGHT OPERATIONS
U N S i t a
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3.1.4.2. OPERATION PLANNING & CONTROL (JKTOG)
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O (JKTOS)Sitan g g a
3.1.4.3.
N C
OPERATION SUPPORT
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Rose

01 Oct 2016 Page 4
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3.1.5 SBU UMRAH, HAJJ & CHARTER (JKTDU)
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3.1.6 CABIN SERVICESC
U N (JKTCC)
S i t a
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3.1.7 LEARNING AND DEVELOPMENT / GITC (JKTVZ)
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UN C S i t a END OF 3.1
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3.2. MANAGEMENT PERSONNEL

To provide adequate direction in all operational matters and ensure an acceptable level
of safety is being maintained, the management personnel position within flight operations
scope shall be filled on the basis of knowledge, skill, training and experience appropriate
for the position and shall at least comply with the following requirements:
1. Qualified personnel to provide highest standards of safety in its operations, and that
those personnel are employed on a full time basis.
2. Understand and knowledge to the content of AOC including the approved Operations
Specifications and, the contents of the Operation Manual Part A (OM-A)
3. Certified passing the fit and proper test by DGCA
The specific maintenance personnel minimum requirements are described in related
section of the Company Maintenance Manual (CMM).
The other management personnel minimum requirements are described in related
section of Corporate Organization Manual (COM).
All personnel shall comply with the laws, rules, and regulation of the cities, provinces,
and countries in which the company operates.
Any change to the names, addresses, duties, responsibilities and authority to the
management personnel as listed in the ACL A6 (described in this Chapter and CMM)
PY
shall be submitted to the DGCA within at least 30 days. The change shall be
communicated internally.
C O 1 4 4 9
L
Basically at any time, there shall no vacancy L E D approved management
in any
/ 5 .0 position as
T R O
set forth in the Operations Specifications, when any
gof
a
its n g
management personnel need
C O N thatforis beyond
to be changed due to a reason
t n gassignment
the certificate
a holder’s control, the certificate
However, U
N
holder may nominate a person
a S
a i
temporary
5 at that vacant position.
F l o
the person nominatedr shall meet
- 0 1
the 2
-the certificaterequirements
respective for a
management position
and requestethel y na of this Subpart,
DGCA for evaluation2
and
of0 1 7
within 7 days holder shall notify
Ros
that candidate.
3.2.1. NAMES AND UNIT FUNCTIONS IN THE ORGANIZATION

BOARD OF DIRECTORS
NO NAME ID NO TITLE PH. NO
President & Chief Executive Officer 25601324
01 M. Arif Wibowo 539625
(CEO) (JKTDZ)
Director of Human Capital & Corporate 25601320
02 Linggarsari Suharso 540432
Affairs (JKTDI)
Director of Finance & Risk Management 25601317
03 Helmi Imam Satriyono 540431
(JKTDF)
Director of Maintenance & Information 25601322
04 Iwan Joeniarto 539627
Technology (JKTDE)
05 Capt. Novianto H 535491 Director of Operations (JKTDO) 25601321
06 Agus Toni Soetirto 540433 Director of Commercial (JKTDN) 25601306
07 Nicodemus P Lampe 539937 Director of Services (JKTDC) 25601104
08 Sigit Muhartono 540430 Director of Cargo (JKTDG) 25601308

16 Jan 2017 Page 1
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CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT (JKTDV)

Capt. Doddy VP Corporate Quality, Safety & 550 1550
01 522644
Darmawan Environment Management (JKTDV) 25601732
Ananta Wisnu SM Safety Information Management 25601734
02 530234
Sampurno (JKTDVF)
Capt. Dani Haikal SM Incident Management (JKTDVI) 25601738
03 531035
Iriawan
SM Occupational Safety, Health & 25601737
04 David Wibisono 530752
Environment (JKTDVE)
SM Corporate Quality Assurance
05 Noviandik Soehirno 527591 25601735
(JKTDVA)
FLIGHT OPERATION (JKTOF)

01 Capt. G. Sudjatmiko 519113 VP Flight Operation (JKTOF) 25601755
Capt. MR
02 515862 Chief Pilot B 747-400 (JKTOFS) 25601761
Agustiansjah
03 Capt. Erlangga Sakti 518843 Chief Pilot Airbus (JKTOFA) 25601758
04 Capt. Harry Setiawan 517043 Chief Pilot B777 (JKTOFB) 25601760
05 Capt. Yulianto Budi s 519112 Chief Pilot B 737 (JKTOFT) 25601784
06
Capt. Nurrachmad
Afianto
523431
O PY
Chief Pilot CRJ 1000 (JKTOFC)
C 4 9
25601763
4
Capt. Nico
L ED 1
ATR72 (JKTOFR) 5.0 25601752
07
Purnomoadi
R O L
537937 Chief Pilot
n g /
O NT n g g a
UN C S it a
SERVICES (JKTCC) 5
F l o r a
CABIN
1 -2
NO NAME
n a ID NO
1 7 - 0 TITLE PH. NO
01
s e l y
Sarah Iridina 523932
2 0
VP Cabin Operations (JKTCC) 25601842
02 o
R Rony Eka Mirsa Putra 526984 (JKTCCB)
Chief Flight Attendant – FA base CGK
25601778
Chief FA-FSM base CGK & instructor
03 Mimbar Wahyudi 528935 25601774
(JKTCCF)
04 Hari Subagio 521411 25601503
(JKTCCA)
Chief FA-Outbase-VVIP-Charter&Hajj-
05 Djaja Saputra 521357 25601778
COB-Foreign (JKTCCH)
06 Afridaningsih 523814 25601771
(JKTCCD)
OPERATION PLANNING AND CONTROL (JKTOG)

VP Operation Planning and Control
01 Capt.Triyanto M 517639 25601613
(JKTOG)
Chief OCC/SM Flight Movement Center
02 Saehu Nurdin 527590 25601538
(JKTOGM)
03 Agus Santoso 527595 Head OCC 25601622
04 Ariestianto 528117 Head OCC 25601622

16 Jan 2017 Page 2
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OPERATION PLANNING AND CONTROL (JKTOG)

Malinton Josana
05 526929 Head OCC 25601622
Sitompul
06 Mohamad Yusuf 527589 Head OCC 25601622
07 Rudita Yuwana 524746 Head OCC 25601622
08 Joko Suprapto 525264 SM Flight Assignment (JKTOGR) 25601618
09 Budiyanto 528232 SM Flight Dispatch Center (JKTOGW) 25601616
10 Rindra Putra 532118 SM Crew Movement Center (JKTOGC) 25601615
11 Sony Syahlan 529509 SM Line Station (JKTOGL) 25601620
OPERATION SUPPORT (JKTOS)

01 Rosdi. M. A 524187 VP. Operation Support (JKTOS) 25601705
02 Yuheni 530307 SM. Operation Engineering (JKTOSE) 25601708
SM. Operation Technology Compliance
03 Ernanto Wibisono 528121 25601714
(JKTOST)
SM. Operation Performance & Control
04 Tras Budiantoro 519951 25601711
(JKTOSK)
SM. Operation Data Management
05 Achmad Pudjiono 529153 25601710
PY
(JKTOSI)
06 Imam Arief
O
529973 SM Operation Publication (JKTOSP)
C 1 4 9
25601713
4
07
08
Zulkifli
Rudi Maryanto
L L ED g /
527655 SM. Fuel Management (JKTOSF) .0 25601709
533076 SM. Navigation Support (JKTOSN)
5
25601712
N T RO g g a n
N C O S i t a n / GITC (JKTVZ)
UNAME loIDrNO
LEARNING AND DEVELOPMENT
a 1 - 2 5
NO
n F
a 5226522SM 1 7 - 0 TITLE PH. NO
01
l y
Capt. M. Kayadu 516262
0
VP Learning and Development (JKTVZ)
se Abdurachman 528969 SM Airline Business Training (JKTVZN) 5406276
541 6809
RoDudung
02 Capt. Setija Budi Flight Operation Training (JKTVZO) Ext 3110
03
04 Umar Said 519972 SM General (JKTVZU) 5406280
05 Hikmah Alimah 533663 SM Learning and Innovation (JKTVZI) 5406292
06 Yonas P. Sutedjo 521114 SM Flight Attendant Training (JKTVZC) 5406273
OPERATION STANDARDS (JKTDOP)

01 Capt. Feby Sumali 531627 SM Operation Standards (JKTDOP) 25601538
OPERATION QUALITY MANAGEMENT (JKTDOQ)

SM Operation Quality Management
01 Capt. Ludwig Bayu 530986 25601783
(JKTDOQ)
SBU UMRAH, HAJJ & CHARTER (JKTDU)

01 Hady Syahrean 519569 VP SBU Umrah, Hajj & Charter (JKTDU) 8095678

16 Jan 2017 Page 3
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AVIATION SECURITY (JKTDK)

01 Gono Santosa 540681 VP Corporate Security (JKTDK) 55915583
AIRWORTHINESS MANAGEMENT (JKTMQ)

01 Purnomo 521675 VP Airworthiness Management 5508009
(JKTMQ)
3.2.2. THE CEO/PRESIDENT DIRECTOR

The CEO/The President Director is responsible for the company business, operations,
and maintenance of the company to assure the safe operations of the airline in
accordance with the civil aviation safety rules and regulations.
The CEO delegates the management of the operations aspects to Director of Operations
and delegate the management of the maintenance aspects to Director of Maintenance &
Information Technology.
C O PY 4 4 9
The CEO is accountable for performance of the management system and:
ED .0 1
(a) Irrespective of other functions, has ultimate responsibility and accountability on behalf
L 5
L g /
of Garuda Indonesia for the implementation and maintenance of the safety
RO n
O N T n g g a
management system (SMS) throughout the organization;
U N C S i t a
(b) Has the authority to ensure the allocation of resources necessary to manage safety
l o ra 1 - 2
and security risks to aircraft operations;
5
n a F 1 7 - 0
(c) Has overall responsibility and is accountable for ensuring operations are conducted
l y 0
in accordance with conditions and restrictions of the Air Operator Certificate (AOC),
2
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and in compliance with applicable regulations and standards of the Operator.
3.2.3. VP CORPORATE QUALITY, SAFETY & ENVIRONMENT MANAGEMENT

The VP Corporate Quality, Safety & Environment Management fulfills the duties and
responsibilities of the Flight Safety Person as required by the CASR Part 121. He is
directly responsible to the CEO for managing the Corporate Quality, Safety, &
Environment Programs Management:
1. Perform Company Aviation Safety Officer (CASO) function according to regulations.
2. Prepare and determine Flight Safety Program, Aviation Safety Program and
Environment Program.
3. Ensure all unit personnel within the company are aware of their involvement in the
flight safety, aviation security and environment program as being part of incident /
accident prevention by planning.
4. Ensure that company safety status and trend are disseminated to the organization
management and all personnel.
5. Implement and ensure the safety, security and environment audit are carried out.
6. Prepare concept of management policy regarding corporate quality, safety and
environment.

16 Jan 2017 Page 4
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7. Manage and establish the flight risk analysis and safety reporting system in
accordance with the development of industry standards.
8. Prepare, coordinate and implement the Corporate Safety Committee and Joint Safety
Board.
9. Organize the activities of evaluators/auditors.
10. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers, and
other operationally relevant external entities.
3.2.4. DIRECTOR OF OPERATIONS

The Director of Operations is responsible for:
1. Lead and organize the implementation of aircraft operational function to include Flight
Operations, Operation Planning & Control, and Operation Support.
2. Ensure operational function is in accordance with the strategy, program, and policy
of safety and security.
3. Manage operational function in normal and emergency condition.
4. Ensure Garuda Indonesia operational function comply with international standard and
procedure of safety and security.
The requirements to serve as Director of Operations are:
C O PY
1. Knows the contents of the air carrier’s company operations manual and operations
4 4 9
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specifications, and the provisions of this part necessary to the proper performance of
ED
his duties; and
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2. Holds, an airline transport pilot license; with at least 3 years supervisory or managerial
experience within the last 6 years in a position that exercise operational control over
U N C
any operation conducted.
S i t a
l o ra 1 - 2 5
3. In the case of a person becoming a Director of Operations:
n a F 1 7 - 0
a) For the first time ever, have at least 3 years’ experience, within the past 6 years,
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as pilot in command;
b) In the case of a person with previous experience as a Director of Operations, have
at least 3 years’ experience as pilot in command.
3.2.5. DIRECTOR OF MAINTENANCE & INFORMATION TECHNOLOGY

The Director of Maintenance & Information Technology acting as the Board of Director
Garuda Indonesia Airlines. Director for Engineering & Maintenance oversees the
operations of the home base and out stations.
The Director of Maintenance & Information Technology is responsible for the complete
overall operations of the Engineering & Maintenance Directorate, including ensuring the
adequate housing & facilities for continued maintaining Airworthiness & Safety of the
Aircraft thereof. Director of Maintenance & Information Technology is responsible for:
1. Providing direction to, and coordinate the activities of the following Garuda Indonesia
Engineering & Maintenance Directorate: Airworthiness Management and Aircraft
Maintenance Management.
2. Establishing goals and objectives in support of long term company plans, the goals
and objectives will be stated in terms of revenue to expenditure ratios fleet flight hour
requirements, aircraft utilization, schedule reliability, aircraft down time, spares
availability rates and other performance factors.

16 Jan 2017 Page 5
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3. Develop annual operating plans to assure the proper allocation of resources (fund for
capital and expense budgets, man power and skill levels, material, etc.).
4. Coordinate and negotiate with government and third party organization, in all matters
affecting overall aircraft maintenance operations.
5. Coordinate all activities with those of other directorate of the Garuda Indonesia.
The requirements to serve as Director of Maintenance & Information Technology are:
1. Holds an appropriate AME license, or equivalent qualifications acceptable to the
Director,
2. Has had at least five years of experience in the maintenance of similar types of
Aircraft with which the operations are to be conducted, one year of which must have
been in a supervisory capacity, and
3. Knows the maintenance parts of the air carrier’s company operations manual and
operations specifications and the applicable maintenance provisions of CASR.
3.2.6. CHIEF PILOT

The Chief Pilots are sub-ordinate and directly responsible to the Vice President Flight
Operations:
1. Ensuring that their fleet operations are conducted in accordance with conditions and
PY
restrictions of the AOC, all company and legal requirements; maintain a high
O
operational, safety and efficiency standard;
C 1 4 4 9
L L ED g / .0
2. Ensure all pilots are properly motivated and good disciplined;
5
N T RO
3. Ensuring that base, route and other mandatory qualifications of crewmember are
g g a n
current, renewed or obtained; Development of AOM, FCOM, MEL, Training Manuals,
N C O i t a n
SOPs and other related manual in accordance with flight safety and airworthiness;
S
U l o ra 1 - 2 5
4. Participate in formulating and developing Operational plans, policies and programs;
n a F 1 7 - 0
5. Participate in the introduction of new fleet types;
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ose
6. Participate in the recruitment of pilots;
R
7. Participate in the introduction of new routes;
8. Participate in the technical development of all fleets;
9. Participate in test, technical ferry and aircraft/simulator acceptance flights;
10. Review flight crew schedule and leave rosters prior to finalization;
11. Review repetitive or major technical irregularities and Trip Report and whatever follow
up action that is required;
other operationally relevant external entities;
13. Such other duties as may be assigned to them by VP Flight Operations
14. Ensure that all training, checking, qualification and currency of all pilots and
instructors in their respective fleet are managed in accordance with all applicable
regulations.
15. Preparation of all training and checking programs and curricula;
16. Supervise all Pilot Training personnel;
17. Determining the number of instructors, evaluators, line check airman and support
personnel to administer the training and evaluation programs in accordance with
requirement of the company needs.
18. Ensure formal and regular communication occurs between and among flight
operations management, instructors, evaluators, line check airmen and flight

16 Jan 2017 Page 6
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crewmember to achieve continuous improvement of ground, simulator and aircraft

training and line operations.
The requirements to serve as Chief Pilot are:
1. Holds a current airline transport pilot license with appropriate ratings for at least 1
(one) of the airplane used by the air operator.
2. In the case of a person becoming a chief pilot for the first time ever, have at least 3
(three) years’ experience, within the past 6 (six) years, as a pilot in command.
3. In the case of a person with previous experience as a chief pilot, have at least 3
(three) years’ experience, as a pilot in command.
3.2.7. VP AIRWORTHINESS MANAGEMENT

The VP of Airworthiness Management acting as Chief Inspector, report directly to the
Director of Maintenance & Information Technology as representing the Board of Director,
and assures that the quality of airworthiness and safety are implemented in all
engineering and maintenance activities done by contracted Approved Maintenance
Organizations. In the event of emergency cases of the safety matter the VP of
Airworthiness Management may report directly to the President of Garuda Indonesia:
1. Providing direction to, and coordinating the activities of Airworthiness Management
organization: Quality System & Airworthiness, Engineering Program and Quality Audit
& Safety.
C O PY 4 4 9
ED .0 1
2. Performing liaison functions between Garuda Indonesia and Aviation Regulatory
L 5
L g /
Authorities, other foreign governmental agencies and aircraft manufacturer in all
RO n
O N T n g g a
matters affecting the quality and airworthiness of aircraft.
U N C S i t a
3. Maintain for the approval of the Air Operator Certificate from the local authority,
l o ra 1 - 5
assuring the currency of the Aircraft Registration, Certificates of Airworthiness and
2
n a F 1 7 - 0
other operational approval certificate of all Garuda Indonesia Fleet, maintain current
l y 0
file pertinent Civil Aviation Safety Regulations, Specifications, all Technical
2
R ose
Documents for Maintenance, and Airworthiness Directives.
The requirements to serve as VP of Airworthiness Management are:

1. Holds an appropriate AME license which has been valid for at least 5 (five) years;
2. Has had at least 3 (three) years of diversified maintenance experience on similar
types of aircraft with which the operations are to be conducted with an Air Operator
or AMO., one year of which must have been as a maintenance inspector; and
3. Knows the maintenance parts of the air carrier’s company operations manual and
operations specifications, and the applicable maintenance provisions of CASR.
3.2.8. QUALIFICATION EXEMPTIONS

An exemption for a deviation to any qualification listed in this section may be filed to
DGCA. Thereafter, the Director General of Civil Aviation may after consideration, decide
to give an exemption to certain qualifications where:
1. The person’s experience, qualifications and background are acceptable to the
Director General of Civil Aviation,
2. The scope and size of the proposed operations is such that a lower level of
qualifications would be acceptable to achieve a satisfactory level of safety, and

16 Jan 2017 Page 7
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3. At the discretion of the Director General of Civil Aviation, the manager nominee
agrees to undergo an examination to test his suitability for the position.
END OF 3.2
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

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3. ORGANIZATION AND RESPONSIBILITY
OM – A 3.3 DUTIES AND RESPONSIBILITIES
PERSONNEL
3.3. DUTIES AND RESPONSIBILITIES PERSONNEL

3.3.1 VP FLIGHT OPERATIONS
The Vice President Flight Operation is responsible to the Director of Operations for:
1. All personnel/staff training and development in the department;
2. Managing the Flight Crewmember training, which will be responsible for all technical
crewmember conversion courses from ground course through license endorsement;
3. Supervising and directing Chief Pilot and Senior Manager in the Operation
Department.
4. The maintenance of the highest standards of training by all instructors;
5. Participating and Contributing to the formulation of Company Operations policy and
other matters;
6. All technical and operational matters related to the line operations on all fleets;
7. Ensuring that technical policies and procedures of the fleets are standardized;
8. Handling all matters concerning loss of license insurance coverage of the
crewmember;
9. Recruiting pilots in accordance with recruitment targets of the fleets;
10. Ensuring compliance with DGCA and international regulations pertaining to the line
operations of all fleets;
C O PY 4 4 9
12. Maintenance of the highest performance, conduct and discipline of line crewmember;
L 5 .0 1
13. Ensuring the efficiency and discipline of all personnel in the department and
ED
RO L
developing, motivating and appraising them;
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O N
operations activities; T n g a
14. The authority and responsibility for the management and supervision of all flight
g
U N C S i t a
l o ra 1 - 2 5
15. Being accountable to senior management for ensuring the safety and security of flight
operations.
The VP Flightly n F
a shall hold 2 1 7 0
- Transport Pilot License (ATPL) with
o 0
seaircraft rating(s) operated by the Company and unless otherwise approved
Operation current Airline
R
appropriate
by the DGCA, have had 3 (three) years of experienced as Pilot in Command (PIC).
3.3.1.1 DEPUTY CHIEF PILOT

The Deputy Chief Pilots are subordinate and directly responsible to the relevant fleet
Chief Pilot according to his Job Descriptions on Distinct Job Profile. Each Chief Pilot has
2, 3 or 4 Deputy, those are:
 Deputy Chief Pilot for Training;
 Deputy Chief Pilot for Technical.
 Deputy Chief Pilot for Line Operations (As required).
3.3.2 VP OPERATION PLANNING & CONTROL

The Vice President Ground Operations is responsible to the CEO and Board of
Management, but in operational function will direct report and responsible to the Director
of Operations for:
1. The overall functioning of the Company’s Ground Operations;

01 Oct 2016 Page 1
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PERSONNEL
2. Ensuring all procedures and instructions issued or laid down in respect of the
company’s services and those of airlines for which the company are the operational
handling agents are compiled with;
3. Ensuring that procedures in the Operation Manual of the company and airlines
operationally handled by Garuda Indonesia are compiled with;
4. Ensuring that where flights are disrupted, such services are re-scheduled with the
least possible inconvenience to the passengers and at a minimal cost level;
5. Ensuring a constant evaluation of NOTAM, route and operational information and
situations, such as serviceability of navigation aids, curtailment of airport facilities,
refueling facilities and situations, meteorological warnings, crew duty and flight time
limitations and other matters of immediate operational significance;
6. The preparation, compilation and dissemination of delay statistics and report relating
to the company’s services.
7. Managing the crew scheduling to include:
 Planning and scheduling the established crew and optimizing the crew operating
pattern according to Fleet Plan;
 Assigning the established crewmember efficiently on all fleets;
 Planning and publishing the individual crewmember assignment;
 Scheduling, tracking and dispatching the established crewmember according to
his competency based on type;
 Listing the seniority Pilot and Flight Attendant according to qualification date
based on type;
C O PY 4 4 9
L EforDensuring g
the safety.0
5 1
8. Being accountable to senior management
L
RO original equipment/aircraft / and security of
n manufacturers, and
ground operations.
O
9. Liaison with RegulatoryN T
Authorities,
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other operationally
U S i t a
relevant external entities
l o ra 1 - 2 5
n a F 1 7 - 0
e l y 2 0
3.3.3
osPresident
VP OPERATION
RVice
The
SUPPORT
Operation Support is responsible to Director of Operations for:
1. Coordinating technical matters common to all fleets;
2. Representing Operation Directorate in dealing with Civil Aviation authority on
technical or operational matters;
3. Evaluation and feasibility studies of new projects and equipment;
4. Keeping abreast of product improvements;
5. Managing technical section of Engineering & Maintenance Services with Operation
Services;
6. Development of computerized scheduling systems and their integration into existing
flight operations and crew management systems;
7. Contributing to formulate on operational and technical policies and other matters;
8. Responsible for keep updating The AOC, ACL, and OPSPEC;
9. Responsible for document control
10. Responsible for AIP updates
11. Responsible for performance data and weight/mass and balance data/manual.

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PERSONNEL
3.3.4 SM OPERATION STANDARDS

The Senior Manager Operation Standards is responsible to the Director of Operations
for:
1. Supervise, organize, coordinate, evaluate, and assess to all Managers of Operation
Standards and personnel.
2. Supervise all Instructor Cabin related with Safety and Airworthiness in accordance
with the CASR, International Standards and Company requirement.
3. Development and upkeep of Operation Manual Part A (OM-A), OM-B1, OM-B2, OM-
C, OM-D1, OM-D2 and other Manuals related and required for line operations, are
complied with the Civil Aviation Safety Regulation and ICAO annexes.
4. Participating in the development of general policies on flight technical aspects
5. Ensuring that the fleet operations procedures are conducted in accordance with all
company regulation and legal requirements.
6. Participating in Flight Crewmember recruitment and promotion criteria.
7. Develops and update FOOM, OM-D3, and Establish (including standard criteria for
recruitment) and maintain FOO Training and recurrent program, Validate Licenses for
endorsement process to Authority and monitor their qualification in respect of
Company man power requirements.
8. Ensure all Technical, Maintenance & Engineering Revision (A D notes, SB, E O, E I,
etc.) and Manufacturer’s Revisions are collected, evaluated and developed into Flight
Crew Operational procedures.
C O PY 4 4 9
9. Formulating the CEO and Board of Directors policies into Flight Operation, Safety and
training issue.
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10. Liaison with regulatory authorities, original equipment/aircraft manufacturers and
O N T n g g a
other operationally relevant external entities on matters concerning operational
N C S
policies and procedures.
U i t a
l o ra 1 - 2 5
11. Develops and updates Station Manual (SM), Letter of Handling Authorization (LHA)
n a F 7 - 0
to ensure GRH Training and conduct comply with CASR and applicable ISARP,
1
l y 2 0
R ose
Validate LHA for endorsement and monitor their qualification in respect of company
Human Capital requirements.
3.3.5 VP SBU UMRAH, HAJJ & CHARTER

The Vice President SBU Umrah, Hajj & Charter responsible to Board of Director for:
1. Ensure implementation of safety and security regulation for Umrah, Hajj & Charter.
2. Ensure availability of crewmember for Umrah, Hajj & Charter.
3. Ensure achievement of on time performance (OTP) for Hajj & Charter flight.
4. Ensure aircraft utilization for Umrah & Charter flight.
5. Achievement of route profitability for Umrah & Charter flight.
6. Coordination with internal and external unit related to Umrah, Hajj & Charter flight.
3.3.6 VP LEARNING AND DEVELOPMENT

The Unit of Learning and Development also known as Garuda Indonesia Training Center
(GITC).
The Vice President Learning and Development is direct responsible to the Director of
Human Capital & Corporate Affairs in managing the training facility to support all company
training program, and for the purpose of commercial (third party) training center:

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PERSONNEL
1. The efficient management of all areas pertaining to the ground instruction of the Flight
Crewmember, FOO and Flight Attendant.
This will include as a minimum of:
 The organization and establishment of type conversion and basic courses for
technical crew, FOO and Flight Attendant according to Civil Aviation Safety
Regulation and Garuda Indonesia policy;
 Liaison with DGCA and manufacturers with the view to conducting in-house
conversion courses for any new type of aircraft that Garuda Indonesia may
operate;
 The proper care and provision of all equipment associated with ground training;
 Timely liaison with VP Flight Operation, VP Ground Operations and Chief Flight
Attendant regarding to training syllabi and/or scheduling.
2. The supervision and guidance of all Administrative Officers under his purview;
3. The maintenance of the highest standards of instruction by staff under his control;
4. Ensure that all safety equipment training and certification of competency in use of
safety equipment and procedures for both technical and Flight Attendant;
5. Report to VP Flight Operation pertaining AOC 121- 001
3.3.6.1 SM OPERATION QUALITY MANAGEMENT
C O PY 4 4 9
The Senior Manager Operation Quality Management is responsible to the Director of
Operations:
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1. To ensure and facilitate internal audit activity to guarantee operational business
process quality.
O N T n g g a
N C S i t a
2. To ensure the availability of risk assessment to all strategic activity
U l o ra - 2 5
3. To ensure the implementation of Operation Quality Control function by conducting an
1
n a F 1 7 - 0
internal and external audit and ensuring that the corrective actions are performed for
l y 2 0
ose
any audit findings.
R
4. To develop and carry out trend analysis for improving Flight crew performance.
5. To ensure management quality of station performance.
3.3.6.2 SM FLIGHT OPERATION TRAINING

The Senior Manager Flight Operation Training is subordinate of VP Learning and
Development and responsible to the VP Flight Operations:
1. To organize the coordination between Garuda Indonesia Training Center (GITC),
relevant Instructor (Fleet), Check Airman and Deputy Training (Fleet) regarding the
Training / Check Ride program for / from the third party (Wet Lease Training).
2. To plan and Schedule Flight Crew training, Proficiency and Recurrent Check, and
other training course.
3. To record and summarize all line pilots, instructors and Check Airmen activities and
develop a periodic reporting system to VP Flight Operation.
4. To organize, develop, and implement the training method according to applicable
regulations and Company requirements.
5. To supervise, organize, coordinate, evaluate, and assess to all Managers of Flight
Operations Training and personnel.

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PERSONNEL
3.3.7 VP CABIN SERVICES

The Vice President of Cabin Services among others is responsible for:
1. Ensuring availability of policy, concept, design process and control on Flight
Attendant standard, development and assignment according to regulations, market
demand and good corporate governance.
2. All personnel / Flight Attendants training and development.
3. Ensures control of Flight Attendants operation and the management of safety and
security outcomes.
4. Management and supervision of all cabin operations activity.
5. Authority to make decisions regarding risk tolerability with respect to the safety and/or
security of cabin operations.
6. Lines of accountability throughout cabin operations, including direct accountability for
safety and/or security on the part of cabin operations senior management.
3.3.7.1 CHIEF FLIGHT ATTENDANT

The Chief Flight Attendant is responsible to VP Cabin Services as a minimum to ensure:
The quality of inflight services comply with the “Cabin Safety” as stated in CASR 121
and/or other related regulations as well as to meet Garuda standard services;
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1. Administrating, organizing and controlling the Cabin Line Management, Planning and
C 4 4
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Distribution of Flight Attendant and Cabin Standards of safety and service;
L 5
RO L n g /
2. Planning and optimizing Flight Attendant resources, manage training and standardize
O N T
general policy of Flight Attendant;
n g g a
U N C S i t a
3. Supervise the development and controlling Flight Attendant to improve the discipline
l o ra 1 - 5
and technical skill for operations requirement, safe, efficient and on time;
2
n a F 1 7 - 0
4. Evaluate and implement the Flight Attendant competency, including Reward and
l y
Punishment;
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R ose
5. Developing and controlling qualification training for Flight Attendant;
6. Evaluate and controlling the Flight Attendant appearance and performance;
7. Standardize the Flight Attendant manuals and other supplement to comply with
Authority regulations, Company and other regulatory agencies;
8. Liaison with Regulatory Authorities, original equipment/aircraft manufacturers and
9. Recruiting Flight Attendant in accordance with recruitment targets of the fleets;
10. Have a management of Safety and Security in Cabin Operation;
11. Being accountable to senior management for ensuring the safety and security of
Cabin operations;
The Chief Flight Attendant shall hold current a FA certificate, for the most sophisticated
type of aircraft operated by Garuda, at least 5 (five) years experiences as FA on similar
types of aircrafts and operations of which 1 (one) year was in a supervisory capacity and
working knowledge of the FA manual, FA training manual, relevant portions of the
Operation Manual Part A (OM-A).

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PERSONNEL
3.3.8 VP CORPORATE SECURITY

The VP Corporate Security is directly responsible to the CEO for managing the
implementation of company aviation security program as dictated by the relevant part of
the CASR.
VP Corporate Security Garuda Indonesia shall have a clear list of responsibilities and
tasks and must surround him/herself with the appropriate staff which could include at a
minimum:
a) The formulation of an overall security policy for senior management acceptance;
b) The development and promulgation of company-wide security standards and
practices to ensure that line management has the necessary direction and control;
c) Ensure Garuda Indonesia Security Program are compliant with national requirement;
d) The continuing effectiveness of the security program by regular evaluation and
inspections and by encouraging internal quality control processes;
e) Establishing a clear order of command in the security structure;
f) Ensuring that effective security liaison with governments, airport authorities and law
enforcement agencies are established and maintained;
g) Ensuring an effective risk analysis, threat assessment and response capability;
h) Initiating special security measures during periods or incidents of increased threat;
i) The understanding of legislation and regulations relating to international aviation
security;
C O PY 4 4 9
j) Providing specialized advice to line management in all security functions regarding
ED
protection, intelligence, information and investigation;
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k) The development and presentation Responsible for internal quality control
O N T n g g a
mechanism of an effective and relevant security training program;
U N C S i t a
l o ra 1 - 2 5
3.3.9 PILOT IN COMMAND (PIC)
n a F 1 7 - 0
l y subordinate to the2 0
ose
Captain is directly Chief Pilot.
It R
should be recognized that the Pilot in Command has certain duties as prescribed by
law.
The Pilot in Command is responsible for: the safety and security of all crewmembers,
passengers and/or cargo onboard the aircraft when the doors are closed; the operation,
safety, and security of the aircraft from the moment the aircraft is ready to move for the
purpose of taking off until the moment it finally comes to rest at the end of the flight and
the engine(s) are shut down; and ensuring checklists are complied with. He shall ensure
that all operations are conducted in accordance with procedures laid down in company
operations manual. Delegation of duties to other crewmember, in accordance with
procedures laid down in this manual, shall in no way affect his ultimate responsibility for
the safe conduct of the flight.
The Pilot in Command has full control and authority in the operation of the aircraft, without
limitation, over other crewmembers and their duties during flight time, whether or not he
holds valid certificates authorizing him to perform the duties of those crewmembers.
No pilot may operate an aircraft in a careless or reckless manner so as to endanger life
or property.

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PERSONNEL
1. The Pilot in Command shall ensure that before flight:

a. He obtain and familiarized himself and his crew thoroughly on the basis of the
latest available information with:
1) The Flight Plan
2) The condition of the airport in use.
3) The reported and forecast meteorological conditions for the route and airport
in use.
4) NOTAM
5) Performance
6) Weight and Balance.
7) The navigation and radio aids, including irregularities of navigation facilities
that may affect the safety of the flight.
8) Alternative flight plan to be followed in the event of the original plan
becoming impractical owing to unforeseen circumstances.
9) Aircraft Maintenance Log (AML)
b. The flight is planned, can be made safely and in accordance with the CASR.
c. Signing the Operational Flight Plan proven to the acceptance of the Dispatch
Release, and confirming that:All available information appropriate to the intended
operation, including all available current weather reports and forecast for
departure, destination and alternate airport, indicate that the flight can be
completed as planned.
C O PY 4 4 9
1)
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The load to be carried is distributed and secured in accordance with
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pertinent instructions and safety regulations.
RO n
2)
T g a
The flight can be conducted safety in accordance with the operating
O N n g
U N C S i t a
limitations as laid down in this manual and in the FCOM/AOM.
3)
l o ra 1 - 2 5
The flight plan has been completed.
4)
F - 0
The maps, charts, and the navigation equipment required for the flight are
n a 1 7
l y 0
readily available on the aircraft.
2
R ose
5) Complete information regarding SAR services along the route to be flown is
available.
d. The Aircraft Maintenance Log and the maintenance release certificate are
completed and signed, and confirming that:
1) The aircraft is airworthy.
2) The instruments, equipment and documents for the particular aircraft and type
of operation to be under taken are, on board and in good order.
3) The instrument and equipment required for the flight are installed.
4) The validity of any electronic navigation database installed into aircraft
navigation equipment.
5) Any outstanding DDG/MEL items are thoroughly understood and complied
with, and that the aircraft has been released in accordance with the Technical
Manual.
For this purpose, he will have the final authority to reject an aircraft prior to
departure of a flight if dissatisfied with any aspect of the airworthiness and/or

16 Jan 2017 Page 7
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PERSONNEL
maintenance status of the aircraft, for the disposition of the aircraft during the time
in which he/she is solely in command.
e. The availability, accessibility and serviceability of aircraft flight deck emergency
systems and equipments have been checked during a preflight inspection of
systems and equipments, on duty period, as a minimum of:
1) Prior to the first flight;
2) When the aircraft has been left unattended by a flight crewmember for more
than two hours;
3) After crewmember change or maintenance action;
f. The exterior aircraft inspection (walk around) is performed and correctly carried
out by a member of the flight crew or delegated to a licensed aircraft maintenance
technician focusing on safety-critical areas of the aircraft and, as a minimum,
ensure:
1) Pilot and static ports are not damaged or obstructed;
2) Flight controls are not locked or disabled (as applicable, depending on aircraft
type);
3) Frost, snow or ice is not present on critical surfaces;
4) Aircraft structure or structural components are not damaged.
When performing exterior aircraft safety inspection (walk around), the flight crew
shall wear high visibility vest.
C O PY 4 4 9
L E D
If walk around is delegated, the flight crewmember shall
5
obtain 1
.0 has been
written notification
RO
from maintenance technician L
prior to flight
n
that g
the /
inspection
completed.
O N T n g g a
U N C S i t a
g. All doors are
o ra
closed and secured.
h. He carries a reliableltimepiece. 1 - 2 5
n a F 1 7 - 0
l y
sein command 0
2 Release, and Flight Plans:
RTheopilot
2. Disposition of Load Manifest, Dispatch
of an airplane shall carry in the airplane to its destination:
a. A copy of the completed load manifest (or information from it, except information
concerning cargo and passenger distribution);
b. A copy of the dispatch release; and
c. A copy of the flight plan
d. Aircraft Maintenance Log (AML)
3. The Pilot in Command shall ensure that during flight:

a. The checklist devised for use in various phases of flight, are carried out.
b. The relevant instructions and limitations laid down in this manual, FCOM/AOM,
MEL, and the Operations Specification for the operation of the aircraft are
observed.
c. Communication with controlling agencies and Operations Control Center
maintained as required, in any case, both the PIC and Operations Controller have
responsibility to take any steps necessary to ensure the safety of the flight, with
the PIC shall have the final decision
d. On seeing an aircraft in distress, the action indicated in this manual is taken.
e. Wherever possible, the First Officer is granted a sufficient number of takeoffs and
landings to assist him in maintaining competency.

16 Jan 2017 Page 8
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PERSONNEL
f. Shall obtain meteorological condition and irregularities of facilities and services

that may affect the safety of the flight
In any case the Pilot in Command shall be responsible for the manipulations of the
flight control during the landing phase of flight whenever risk to safety exist as the
result of an on-board malfunction or emergency condition, or when in his opinion
conditions dictate.
Continuing Flight in Unsafe Conditions
No pilot in command may allow a flight to continue toward any airport to which it has
been dispatched or released if, in the opinion of the pilot in command or the flight
cannot be completed safely; unless, in the opinion of the pilot in command, there is
no safer procedure. In that event, continuation toward that airport is an emergency
situation set forth in OM-A Chapter 26.
4. The Pilot in Command shall ensure after the flight that:

a. The flight plan is signed.
b. All known or suspected defects of the aircraft that have come to his knowledge
during the course of the flight are reported to the Maintenance Department, and
enter those defects in the AML. This shall include those airworthiness defects
noted in the CML completed by FA-1.
c. The AML is filled out correctly.
O PY
d. The Aircraft Flight Log is filled out completely and correctly.
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Any reports/Trip Report such as irregularity or any other report according OM-A
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Chapter 6.1 are completed and submitted no later than close out of the flight.
O N T n g g a
e. All required document are compiled, and, at the end of the CROPA forwarded to
N C
Crew Info at GOC.
UCOMMAND (SIC) S i t a
3.3.10 SECOND IN
l o r a 1 - 2 5
The Second in Command F
na/ FO/ reports 1 7 0
- subordinate to the Chief Pilot. The
First Officer is directly
Second in e
s l y
Command 2
to 0the Chief Pilot, and responsible to the Pilot in
R o
Command during the period of time when the aircraft is under the PIC’s authority which
shall be deemed to commence at crew check-in and end at crew check out.
The Second in Command shall:
(a) Assist the Pilot in Command in the management of the flight and the manipulation of
the aircraft controls at the discretion of and under the direction of the Pilot in
Command.
(b) Participate in execution of cockpit procedures and drills laid down in the FCOM/AOM.
(c) Carry out such other duties as Pilot in Command may delegate to him during flight.
(d) Assume the responsibility of the Pilot in Command in the event of the latter is
incapacitated.
(e) Be responsible to the Pilot in Command for supervising the preparation of the flight
documents and related pre-flight duties as assigned.
3.3.11 FLIGHT ATTENDANT–1 (FA-1)

The FA-1 is directly subordinate to the Chief FA. During flight duty the FA-1 is directly
subordinate to the PIC.

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PERSONNEL
The FA-1 responsible to PIC for duties concerning passenger safety, security and comfort
as prescribed in the applicable regulations and standards of the company, in addition to
the passenger service related duties as required by VP Passenger Services.
Responsibility to the PIC is during the period of time when the aircraft and operation is
under the PIC’s authority which shall be deemed to commence at crewmember check in
and end at crewmember check out.
The specific duties and responsibilities of FA-1 are found in the Operation Manual Part
B2 (OM-B2) and FASGB.
3.3.12 FLIGHT ATTENDANT (FA)
The FA’s are subordinate to the Chief FA, on flight duty are subordinate to PIC through
FA-1. A Flight Attendant acting as crewmember onboard a flight is responsible to PIC
through the FA-1 for passenger safety and security related procedures as directed in
applicable regulations and standards of the company, and to the FA-1 for customer
service related procedures and directives.
Responsibility to the PIC is during the period of time when the aircraft and operation is
under the PIC’s authority, which shall be deemed to commence at crew check in and end
at crew check out.
The specific duties and responsibilities of Flight Attendants are found in Operation
Manual Part B2 (OM-B2) and FASGB.
C O PY 4 4 9
3.3.13 FLIGHT OPERATIONS OFFICER / FLIGHT DISPATCHER
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The Flight Operations Officer shall perform the function and fulfill the duties and
O N T n g g a
responsibilities of VP Operation Planning & Control (JKTOG) for exercising operational
U N C S i a
control over Company flights and providing the following support to flight crewmembers.
t
l o a
rShall: 1 - 2 5
n F
The Flight Operations Officer
a hand out briefing 1at 7
0
- change over times.
l y
(a) Receive and provide
0 duty
2 with respect to all flight operated under his
osea log of information exchanges
Rauthority.
(b) Maintain
(c) Provide route / weather analysis.

(d) Generate computer flight plans and file with appropriate ATC Center as required.
(e) Check computer flight plans to ensure accuracy.
(f) Check MEL / CDL for items that may affect the aircraft performance and coordinate
with Maintenance.
(g) Provide a dispatch release to all aircraft dispatched under the Operations Control
System.
(h) Anticipate the requirements of all flights operated under the Operations Control
System, and closely monitor progress in order to maintain an up-to-date flight watch
over all flights operating within the designated dispatch area.
(i) Provide flight following services to all flights not operated under the Operations
Control System.
(j) Provide continuous monitoring and analysis of weather conditions and current
NOTAM.
(k) Have a thorough knowledge of serviceability of airports, airways, and navigational
facilities.
(l) Ensure that all essential information is forwarded to the Captain in a timely manner
to ensure a safe and efficient flight.
(m) Forward weather conditions, which may affect the safety of the flight.

16 Jan 2017 Page 10
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PERSONNEL
(n) Advise Director of Operations or his designate by the most expedient method, of any
abnormal incident which involves a flight, whether airborne or on the ground, including
activation of overdue / missing aircraft, or incident procedures.
(o) Recommend delay or canceling of flight when deemed necessary or advisable for
operational reasons.
(p) Communicate with stations and other departments or agencies to avoid or minimize
delays or irregularities to Company flight.
(q) Inform VP Operation Planning and Control of conditions at present, or anticipated,
which may cause delays or disruptions to the on-time performance of Garuda
Indonesia flights.
(r) Conduct thorough and professional Flight Crewmember briefings. All significant
information, which may affect the operation of the flight, including adverse weather,
such as cold weather / hot weather operation, Low Visibility Procedure / CAT II / CAT
III operation, etc.
(s) Assist those concerned with the operation in planning for safe and efficient movement
of flights.
(t) Be fully familiar with all NOTAM applicable to the operations.
(u) Re-dispatch / re-release flight in case of any irregularities due to weather or other
conditions.
(v) Perform other duties and functions related to the foregoing as further detailed in the
Dispatch Standard Operating Procedures.
3.3.14 COMPANY CHECK PILOT/ FOO / FA

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jurisdiction of the respective chief. They must constantly be aware that they perform their
g
duties as delegates of the DGCA and are responsible for:
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personnel as applicable.
(b) Carrying out on behalf of the DGCA and subject to his authority, those check required
pursuant to the CASR and in accordance with the GCP Guide.
(c) Ensuring that the check report is completed and submitted to respective chief for
placement in the flight crewmember / flight attendant file and any necessary action
arising from the assessment of the line check.
(d) Ensuring that the Pilot Proficiency Check report or FOO / FA Competency Check
report is completed and submitted to the chief regardless of whether the assessment
is pass or fail.
All CCP/FOO/FA are deemed to be in a “perceived conflict of interest” in that they are
simultaneously employees of the Company and delegate of DGCA when performing
duties. To avoid real conflict of interest, it is imperative that CCP/FOO/FA is strictly
adheres to the policy and guidelines in the GCP Guide.
CCP/FOO/FA authority expires:
(a) The employment with the Company terminates.
(b) The Instrument Rating, Proficiency Check / Competency Check on the aircraft type
authorized expire.
(c) Revoked or suspended by the DGCA.
END OF 3.3

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PERSONNEL
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3.4 DELEGATION AND COORDINATION
3.4. DELEGATION AND COORDINATION

3.4.1 DELEGATIONS OF OPERATIONS MANAGEMENT
To maintain the continuation of responsibilities in the absence of management personnel,
a caretaker shall be assigned and taken from the direct subordinate within the
organization, to assure managerial continuity when operational manager, including the
nominated post holder (Ref. OM-A Chapter 3.2.1) are absent from the workplace.
DIRECTOR OF DIRECTOR
MAINTENANCE OF HUMAN
DIRECTOR
DIRECTOR OF OPERATIONS & CAPITAL &
OF SERVICES
INFORMATION CORP.
TECHNOLOGY AFFAIRS
VP VP VP VP VP VP
Operation Flight Operation Cabin Services Quality Learning &
Support Operation Planning and Development
Control Assurance. (GITC)
Related Chief Pilots Related Senior Chief Chief SM:

Senior Manager
Manager Flight Inspector Operation
Training
Attendant
Related Deputy Chief  Dispatch Ctr.

C PY
 Deputy Chief
O 4 4 9
Related
Manager Pilot  Movement Ctrl
L ED
FA
5 .0 1 Manager
RO
 Crew Sched L  Related Mgr
n g /
NOTE: N T
O written in S g g a
nrequired by CASR Part 121.59.
U N C i t a
1. Management personnel
l o ra in bold and-0shaded
bolds are
1 5 required by CASR Part
-2are
F
2. Management personnel written
naexplained in details in1 7Company Maintenance Manual.
l y
121.59, and,
e are
2 0 the
R os
3.4.2 COORDINATION IN RESPECT OF SAFETY AND SECURITY ISSUE
3.4.2.1 FLIGHT OPERATIONS INTERNAL
The Management personnel within Flight Operation as depicted in OM-A Chapter 3.1,
under the responsibility of VP Flight Operations (refer to job description) shall coordinate
with respect to safety, security and fleet configuration to include:
(a) Line operations policies, rules, instructions and procedures;
(b) Flight crewmember training;
(c) Technical operations material:
(1) Performance.
(2) Navigations.
(3) Fleet configurations.
(4) Equipment.

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3.4 DELEGATION AND COORDINATION
3.4.2.2 FLIGHT OPERATIONS EXTERNAL

Under the delegation of Director of Operations, all VP under his authority shall coordinate
with respect to safety and security issue between flight operations organization and:
(a) Cabin operations.
(b) Engineering and Maintenance;
(c) Operations engineering
(d) Operations Control /Flight Dispatch;
(e) Human Resources;
(f) Ground Handling, Cargo operations and Dangerous Goods,
(g) Manufacturers (AFM/ FCOM/AOM, operational and safety communication);
(h) Regulatory Agencies or authorities.
(i) Aviation Security
The coordination shall include:

(a) Accident Prevention and Flight Safety
(b) Line operations policies, rules, instructions and procedures;
(c) Flight crew training;
(d) Technical operations material:
 Performances;
 Navigation;
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 Fleet configurations and equipment (Cockpit lay-out, MEL/CDL).
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4. OPERATION CONTROL AND
OM – A SUPERVISION
TABLE OF CONTENT
CHAPTER 4
4.1. SUPERVISION OF THE OPERATION....................................................................... 1
4.2. SYSTEM PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTION AND
INFORMATION .......................................................................................................... 1
4.3. OPERATIONAL CONTROL ....................................................................................... 1
4.3.1 GENERAL ...................................................................................................... 1
4.3.2 OPERATIONS CONTROL SYSTEM AT STATION ........................................ 1
4.3.3 PROVISION OF OPERATIONS CONTROL ................................................... 2
4.4. DISPATCHING AND FLIGHT RELEASE RULES ...................................................... 1
4.4.1 DISPATCH OR FLIGHT RELEASE ................................................................ 1
4.4.2 CREW DISPATCH ......................................................................................... 1
4.4.3 FLIGHT DISPATCHER ................................................................................... 2
4.4.4 RAMP DISPATCH .......................................................................................... 3
4.4.5 LOAD CONTROL ........................................................................................... 3
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4.4.6
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RELATIONS OF FLIGHT CREW TO STATION OPERATIONS ..................... 3
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4.1 SUPERVISION OF THE OPERATION
4.1. SUPERVISION OF THE OPERATION

The Director of Operations is responsible to the Board of Director and President
Director of Garuda Indonesia to whom as direct report and responsibility for the
organization, administration, development, control and supervision of the company
operations aspect to achieve an efficient and safe operations in line with the Safety
Policy.
END OF 4.1
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4.1 SUPERVISION OF THE OPERATION
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4.2 SYSTEM PROMULGATION
4.2. SYSTEM PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTION AND

INFORMATION
In the event of change in equipment and operating procedures, including each known
change in the use of navigation aids, airports, air traffic controls and regulations, local
air traffic control rules and known hazards to flight, including icing and other potentially
hazardous meteorological conditions and irregularities in ground and navigational
facilities, and any other situation that the company consider significant, which not yet
covered by any regulatory, or for the purpose of reminding, the appropriate operational
personnel will be notified by means of Operational Notices.
Such notices may not contradict the existing company procedure, but may consist of
preliminary information or operational instructions which, in the future become the
company policy / procedures incorporated in OM (generally in a term of 6 (six) months
unless determined otherwise by the government).
END OF 4.2
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4.2 SYSTEM PROMULGATION
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4.3 OPERATIONAL CONTROL
4.3. OPERATIONAL CONTROL

4.3.1 GENERAL
The Operations Control has been set-up by management to operate the planned flight
program punctuality and regularly, making economic use of the resources it has
available consistent with highest safety standard. This means to keep the flight
program as close as possible to the schedule and to minimize the effect of any
irregularities in accordance with company policy as stated in term as the following:
“To provide control over the flights planned for a certain defined period ahead of
departure, until completion, and to coordinate with all concerned and finally decide and
disseminate information about any measure taken in case of irregularity”
The policy of the operational decision making based-on:
 Safety of the flight;
 Schedule Regularity and punctuality;
 Passenger Comfort;
 Good care over Cargo, Mail and Baggage;
 Economical efficiency.
The concern for safety, being paramount importance in this industry, should be and
always is present in everyone’s mind when considering solutions and reaching
decisions.
C O PY 4 4 9
When any knows conditions including airport
L ED and runway
5
conditions1
.0operations
that are
RO
hazardous to safe operation, Garuda L
Indonesia shall
n g
restrict or /
suspend
N T
until those conditions are corrected.
O g g a
nand report direct to the management.
U N C S i t a
Operations Control
l o ra
Center located in main base
1 - 2 5
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s l y
e CONTROL SYSTEM2AT STATION 0
4.3.2
o
OPERATIONS
R
Under supervision of Station Manager, the Operations Control at station level has
objective to manage all the resources available to keep the flight program as close as
possible to the schedule (punctuality) in coordination with all concern consistent with
company policy as stated in OM-A Chapter 4.3.1.
In doing so the role of Ramp Dispatcher being importance in this task and should have
direct access to station operations control for speedy information flow in relation with
movements of all the activity and in case in abnormal situations.
The Station Operations Control sent departure and arrival movement to Operations
Control Center, in case any deviations arise due to irregularity the Operations Control
Center should be notify at first opportunity concerning the local conditions and decision
of the Station Operations Control reflexes the decision of the Operations Control
Center.
There are four functions in the Operations Control System at Station level, i.e.: Crew
Dispatch, Flight Dispatch, Load Control and Ramp Dispatch.
With different class of GA stations at any areas will affect the form organization but the
four functions still exist.

01 Oct 2016 Page 1
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Operations Control key personnel should held qualification as flight operations officer
in accordance with applicable state requirement and GA regulations.
Garuda Station Manager who supervises the operations control system at station level
should be qualified Flight Operations Officer.
4.3.3 PROVISION OF OPERATIONS CONTROL

The station operation control and operation control center designed to provide the
succession of responsibility to ensure that responsibility for operational control is
assigned to qualified operational control personnel at all times until the flight either
terminates or is cancelled.
The company shall assure to provide adequate personnel to ensure that operational
control is maintained during normal and abnormal operations.
01. OPERATIONS CONTROL CENTER / DISPATCH CENTER

The Company’s Operations Control Center is located on the 3 floor of the
rd
Reservation Control Center Building in the complex of Garuda Operation Center

(GOC) at Soekarno-Hatta International Airport Cengkareng-Indonesia.
The telex code / SITA CODE is JKTOMGA
C O PY 4 4 9
The telephone numbers are:
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(62)-(021)-5501887/1889 / 1013 / 1014
RO L and / or
n g /
O N T n g g a
(62)-(021)-550 1771 EXT. 2306 / 2309.
N C S i t a (62)-(021)-25601622
Unumber is: lora (62)-(021) – 5502152
Facsimile
1 - 2 5
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l y 0
e in 24-hour basis, 2controlled through Operation Control Center has
osfollowing
RFlight
adequate communication and facilities, including dedicated FOO personnel to
perform required duties to provide the information necessary for the initiation and
safe conduct of each flight.
Function among Company communication networks ensuring that the company’s
services operate with the least possible disruption or delay and that where services
are disrupted or delayed, these services are rescheduled with the least possible
inconvenience to the passengers and at a minimal cost level consistent with safety,
efficiency and comfortable service.
The Operation Control Center liaises very closely with the Marketing and
Maintenance / Engineering Directorates on the commercial and technical aspects
of each major delay. The decisions are implemented by the Operation Control
Center.
The Operation Control Center is responsible for the following decisions:
 Cancellation of flights;
 Re-routing due to major flight delays and airspace/airport blockage;
 Re-scheduling or over-flight due to weather, airport limitations, civil
disturbance, crewmember duty time limitations;

01 Oct 2016 Page 2
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 Technical calls to meet payload requirements or crewmember duty time

limitations;
 Diversion for commercial and compassionate (urgent medical cases) reasons;
 Request to delay a flight for commercial and compassionate (urgent medical
cases) reasons;
 Request to delay a flight to uplift AOG spares or Dead Heading Crew and
maintenance personnel;
 Request to delay a flight for reasons other than those specified above;
 Request for urgent charters or urgent extra flights;
 Positioning or ferry flight;
 Request to operate or divert a flight to assist civil or military authorities in search
operations;
 Re-allocation of aircraft, re-scheduling of services, positioning of crews due to
aircraft’s unserviceability.
 Recalling flight due to engineering, operational or commercial reasons;
 Recalling crew or amending their roster or rotation pattern for operational or
compassionate reasons.
To facilitate decision-making, it is essential that the Operation Control Center be

informed immediately by Pilot in Command (PIC) and/or Engineering and/or
C O PY
Station Managers, as the case may be, of any event or situation likely to disrupt or
4 4 9
delay scheduled and non-schedule services.
Information of this nature includes: LLE
D 5 .0 1
RO g /
T serviceability; gan
C O N
 Aircraft un-serviceability and
t a n g
 Allocation or
N re-allocation
Udeficiencies S i
of aircraft;
a 5
 Spare
F l o r
or position;
- 0 1 - 2
 Deficiencies of
l y n aaircraft or ground;
0 1 7
2 actual or imminent, likely to disrupt or delay
se dispute or action, whether
 Load information
R oIndustrial
or load disposal;
the company flight;

 Weather warning;
 Civil disturbances;
 Airport closures or limitations;
 Fueling or refueling problem;
 Late connecting flight;
 Loading and unloading problems;
 Crewing problems at slip stations
It is important to stress that, in order to function efficiently, the Operation Control
Center must be fully and immediately informed of every phase of delay including
proposals or plans for the positioning of aircraft spares, the flight number of the
service on which the spares will be arriving, the departure and arrival times and the
estimated time it will take for rectification work to be carried out.
In establishing flight operation schedule, the dispatch center shall allow sufficient
time for the proper servicing during transit considering prevailing wind en-route,
and the cruising speed of the aircraft.

01 Oct 2016 Page 3
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Re-dispatching is required if the intermediate stop exceed 6 hours (for international

flight).
Operations Controller when advising a diversion to an aircraft in flight, shall give
the best airport available regarding continuation of flight, flight operations services,
ground handling, contact person, the alternate fuel and all others relevant
information’s.
In any case, both the PIC and Operations Controller have responsibility to take any
steps necessary to ensure the safety of the flight, with the PIC shall have the final
decision.
02. STATION OPERATIONS CONTROL

Flight operations services at stations shall be provided as follow:
Outgoing Flights
From 1:30 minutes before schedule departure until 1 hour after departure;
Incoming Flights
From 1: 00 hour before estimate time of arrival, until arrival.
Outside above mentioned period, the flight operations service is resumed by flight
following function in Operation Control Center.
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At certain station, other operators or agencies on a contract basis may provide the
L 5
flight operations services. L
O be incorporated
Rshall n g /
Particulars about suchN
O T
services
n g g a in the Route Manual.
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SUPERVISION
OM – A 4.4 DISPATCHING AND FLIGHT RELEASE
RULES
4.4. DISPATCHING AND FLIGHT RELEASE RULES

4.4.1 DISPATCH OR FLIGHT RELEASE
01. Dispatch or Flight Release under VFR
No person may dispatch or release an aircraft for VFR operation unless the ceiling
and visibility en-route, as indicated by available weather reports or forecasts, or
any combination of those reports and forecasts, are and will remain at or above
applicable VFR minimums until the aircraft arrives at the airport or airports specified
in the dispatch or flight release.
Night VFR is prohibited unless authorized by the Director.
02. Dispatch or Flight Release under IFR

Except as provided in OM-A Chapter 4.4.1-03, no person may dispatch or release
an aircraft for operations under IFR, unless appropriate weather reports or
forecasts, or any combination of those reports and forecasts, indicate that the
weather conditions will be at or above the authorized minimums at the estimated
time of arrival at the destination.
03. Dispatch or Flight Release Over Water

a. No person may dispatch or release an aircraft for a flight that involves extended
C O PY 4 4 9
overwater operation unless appropriate weather reports or forecasts or any
ED .0 1
combination of those reports and forecasts, indicate that the weather conditions
L 5
L g /
will be at or above the authorized minimums at the estimated time of arrival at
RO n
O N T
destination airport.
n g g a
U N C S i t a
b. Extended overwater operations shall be conducted under IFR unless it shows
l o ra 1 - 2 5
that operating under IFR is not necessary for safety.
n a F 1 7 - 0
c. Other overwater operations shall be conducted under IFR if the DGCA
l y 0
determines that operation under IFR is necessary for safety.
2
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d. Each authorization to conduct extended overwater operations under VFR and
each requirement to conduct other overwater operations under IFR are
specified in the operations specifications.
04. Alternate Airport for Destination

a. No person may dispatch an airplane under IFR unless he lists at least one
alternate airport for each destination airport in the dispatch release. When the
weather conditions forecast for the destination and first alternate airport are
equal to applicable operating landing minima at least one additional alternate
must be designated.
b. For the purposes of Paragraph (a) of this section, the weather conditions at the
alternate airport must meet the requirements of OM-A Chapter 9.5.1.
c. No person may dispatch a flight unless he lists each required alternate airport
in the dispatch release.
4.4.2 CREW DISPATCH

Crew Dispatch is responsible for the implementation of the crew plan (crew tracking)
in supporting of the planned flight programmer. The crew dispatches functionally

16 Jan 2017 Page 1
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SUPERVISION
RULES
responsible to the operations control and is located in the operations control center or
local operations control for station level.
As the crew tracking is fundamental to the effective control of the flight programmer,
the crew dispatcher is required to maintain a very close working interface with
operations controller and to keep him/herself fully appraised of the status of the flight
programmer, particularly in periods of disruption.
Garuda Crew Dispatcher should qualify as assistance flight operations and keep
current and proficient on the subject crewing system and regulation.
4.4.3 FLIGHT DISPATCHER

No person may start a flight unless a flight dispatcher specifically authorizes that flight.
The operational controllers/flight dispatchers employed in conjunction with an
approved system of shared operational control requiring the services of licensed Flight
Dispatchers are licensed in accordance with applicable Regulatory requirements.
The Flight Dispatcher shall ensure that a flight will not be commenced unless it has
been ascertained, to the extent possible, that conditions and ground facilities required
for the flight are adequate for the type of operation.
C O PY
Factors to determine if the conditions at the airport(s) of operation are adequate for
operations includes, as applicable: navigation aids; runways, taxiways, ramp areas;
4 4 9
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curfews; PPR (Prior Permission Required); field conditions; lighting; RFFS (Rescue1
O L n g /
TRfor
and Fire Fighting Services); applicable operating minima.
The flight dispatcher isO N issuing n g g ainformation
C responsible
N or re-dispatching
Ucanceling i t a
Sor continue
necessary for the safety of
the flight, and
command the flight cannotlo r a - 2 5 safety as planned or
a flight, in his/her opinion or of the pilot in
to1operate
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se l y 2 0
R
Prior o
to commencement of a flight the flight dispatcher exercise a joint responsibility
with PIC in:
1. Pre-flight planning (evaluating the weather, airport and navigational facilities, route
selection, overlying permissions, optimized payload in regard to actual condition,
ATC slot management) to guarantee best possible on-time performance and
optimum level, etc.
2. Planning the most efficient flight consistent with safety, including delay and
dispatch release of a flight in compliance with CASRs 121 and operations
specifications.
No flight may be released / dispatched unless:
- the flight dispatcher and PIC is thoroughly familiar with reported and forecast
weather conditions on the route to be flown and;
- the aircraft is airworthy as per MEL
Communication and Navigation Facilities

a. Except as provided in Paragraph (b) of this section for international flight, no person
may dispatch an airplane over an approved route or route segment unless the

01 Oct 2016 Page 2
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SUPERVISION
RULES
communication and navigation facilities required for the approval of that route or
segment are in satisfactory operating condition.
b. If, because of technical reasons or other reasons beyond the control of a flag air
carrier, the facilities required are not available over a route or route segment
outside Indonesia, the flight may be dispatched over that route or route segment if
the pilot in command and flight operations officer find that communication and
navigation facilities equal to those required are available and are in satisfactory
operating condition.
4.4.4 RAMP DISPATCH

Ramp Dispatch in cooperation’s with all concerned, is responsible for:
 Supervising the preparation activities, on the ramp, concerning the operation on a
flight he/she assigned for, in order the flight to depart on time.
 Taking necessary measure(s), in which the ETD is threaten by irregularities arose,
to keep the aircraft be able to be departed as close as possible to the standard
ETD without neglecting the safety factor.
 The minimum qualification of Garuda Ramp Dispatcher is he shall have
successfully attended and passed the Ramp Dispatcher course and Supervision
C O PY
course and shall perform duties under direct supervision of a qualified FOO.
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4.4.5 LOAD CONTROL
Load Control functionsO N T g g a
npositioning in cargo compartment is
U N C S i t a
to ensuring that the load
done in accordance with the given
a
lorshall
loading instruction.
1 - 2 5
Weight and balance a
n F
calculation
1 7
be prepared - 0
by qualified personnel.
s e y 0
l is responsible for2supervising
o
The Load Master
R of the flight he/she assigned at.
process
and directing loading / unloading
Garuda Load Master should be qualified assistant operations officer and holding
Garuda loading master certificate, maintain current and proficient. Operating under
direct supervision qualified a FOO license holder.
4.4.6 RELATIONS OF FLIGHT CREW TO STATION OPERATIONS

01. GENERAL
When it is necessary to deviate from the planned flight program or handling
procedures, the PIC shall be informed and together with Station Manager will
discuss the various aspects and the repercussions on flight continuation, especially
with a view to regularity and service.
In the majority of cases a reasonable solution and a mutual decision will be
reached. If there is a difference in opinion, the PIC’s decision with respect to safety
of the flight will be honored.

01 Oct 2016 Page 3
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SUPERVISION
RULES
02. DELAYS
In case of delays, the Station Manager shall inform the PIC as soon as possible.
The Purser shall be informed to enable him/her to reconsider services schedule for
passenger in consulting with PIC.
The Station Manager is responsible for the meal and accommodation for the
passengers and crews.
Note: At slip-station, the Station Manager shall adjust crew calling time in case of
delayed departure, except in urgent cases, the crew shall not be disturbed for delay
messages during their rest
END OF 4.4
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OM – A 5. CREWMEMBERS REQUIREMENTS
TABLE OF CONTENT
CHAPTER 5
5.1. CREW DESCRIPTION................................................................................................ 1
5.2. CREWMEMBERS DUTIES AND AUTHORITIES........................................................ 1
5.3. DUTY REQUIREMENTS AND RESTRICTIONS......................................................... 1
5.4. CREW COMPOSITION............................................................................................... 1
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15 Nov 2016 Page 1
TABLE OF CONTENT
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5.1 CREW DESCRIPTION
5.1. CREW DESCRIPTION

a. Crewmember is a person assigned to official duty on board an aircraft.
Crewmembers consist of Flight Crews including Trainees and Flight Attendants.
b. Flight Crewmember is a crewmember assigned to duty in an aircraft as a pilot,

second officer or navigator. The number and composition of which shall not be less
than that specified in the Minimum Flight Crewmembers (Standard Crew
Complements) refer to OM-A Chapter 5.2-01. Flight crewmember consist of Pilots.
Within the company, Flight Crewmember ranks start from First Officer, Senior First
Officer and Captain.
All Flight Crewmembers are subordinates of Vice President Flight Operations via
respective Chief.
 Captain is a rank of a pilot who hold a current ATPL and qualified to fly a certain
type of aircraft according to the criteria set by the Directorate General of Civil
Aviation (DGCA) and are given the duties and the authority as a Pilot in
Command (PIC), Second in Command (SIC) or Co-Pilot by the Company.
Through training, Captain can be up graded to be a Ground Instructor (GI),
Flight Instructor Simulator (FIS) or Flight Instructor Aircraft (FIA). FIA can be
assigned to be Designated Pilot Examiner Representative or Company
Checker.
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Ltype
 First Officer is a rank given to a pilot who 5CPL 1
.0instrument
rating and qualified to fly a O
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hold at least current
legalized by the DGCA, T

ON who S
certain
then given g g a
of aircraft according to the criteria
n duties and authority as a Co-Pilot
during aN
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flight. i t a
Through training,F l o ra can be up -graded
0 1 -to2be5a Ground Instructor (GI),
na Simulator (FIS).
First Officer
e l y
Flight Instructor
2 0 1 7
Ros
c. Flight Attendant is a crewmember who performs, in the interest of safety of
passengers, duties assigned by PT Garuda Indonesia (Persero) Tbk or the Pilot in
Command of the aircraft, but who shall not act as flight crewmember.
Flight Attendants composition normally varies depending on the type of aircraft.
PT Garuda Indonesia (Persero) Tbk describes ranks of Flight Attendants as
follows: FSM and Flight Attendants.
If there are more than one FSM in a Sector, FA-1 is determined by seniority in that
position (Date of Joint Category), otherwise by PIC based on considerations of
leadership and lengths of experienced as a supervisor.
END OF 5.1

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5.1 CREW DESCRIPTION
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5. CREWMEMBERS REQUIREMENTS
OM – A 5.2 CREWMEMBERS DUTIES AND
AUTHORITIES
5.2. CREWMEMBERS DUTIES AND AUTHORITIES

01. GENERAL
Detailed duties and authorities of each crewmember hereby described do not
intend to limit the authorities in providing the necessary efforts and actions to
achieve a safe and efficient journey.
If conflicts arise during a journey, it is the responsibility of the Pilot in Command to
convey the problem to their respective Chief Pilot. If the conflict only involved the
Flight Attendant, it is the responsibility of FA-1 to communicate the problem to their
respective Chief Cabin.
Every crewmember must maintain their utmost performance in Knowledge, Skill as
well as Physical and Mental Fitness appropriate to their functions.
Crewmembers are responsible to ensure that their Passports, Visas, Licenses and
personal Certificates remain current and valid. These documents must always be
carried during periods of duty.
All flight crewmembers on duty are required to be on their assigned seat in flight
deck when aircraft altitude is below the transition level/altitude or 10.000 feet AGL
whichever is higher.
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The mandatory use of headset / boom or throat microphones for communication
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are during ground activities, taxi, takeoff until the top of climb and from the start of
L
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descent throughout approach and landing. During cruise, flight deck speakers may
be used. N T
O and responsibility g g a
nPIC, each crewmember should fulfill
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Under the co-ordination
l o ra of
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conductingly then a F
their duties during flight. The following list of 0
1 7 - priority should be referred to, when
se flight:
2 0
R1.oSafety.
2. Schedule Regularity.
3. Passengers Comfort
4. Good care of cargo, mail and baggage.
5. Efficiency (economy).
Should there be urgent matters arising causing all listed factors above cannot be
adhered to, the safety shall be maintained by referring to the valid procedure under
the best consideration possible. The final decision is left to the Pilot in Command.
During the period of the Flight Duty, all crewmembers are subordinate to the Pilot
in Command. If the policies of PIC are contradictory with company policies or any
other written regulations, it is the duty of all subordinates to remind PIC to adhere
to those regulations. In the instance when PIC persists in firmly, his or her decision
should be the final decision.
The succession of command during flight will be based on order of rank as follows:
1. PIC
2. Captain SIC
3. Enlarge Captain.

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AUTHORITIES
4. Co-pilot: Co-pilot 2, 3, etc.

5. Flight Attendants: FA-1, FA-2, FA-3, etc.
In the absence of Pilot in Command during flight, the command succession shall
be based on order of rank as described above.
During Crew Operating Pattern and Ground Pattern, all crewmembers should
restrain their behavior to maintain Garuda Indonesia’s good reputation and image,
especially when wearing Company uniform, or at Lay-over Station.
During Lay-over time every crewmember should be self-disciplined, this is also in
terms of taking their Rest Periods which must be adjusted to the next ETD sector.
PIC and FA-1 are not responsible to monitor the whereabouts of crewmembers
during rest periods at Lay-over station. When a crewmember decides to stay at
places other than accommodation designated by the Company, he should report
to the PIC and/or FA-1 of their whereabouts.
It is the responsibility of the crewmember to be present at the Hotel or
Accommodation provided by the Company at Check-out time. As flight schedule
might change anytime, it is advisable for crewmember to periodically ensure check
out time, which may be earlier than planned.
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02. PILOT IN COMMAND (PIC)
Pilot in Command (PIC) is R theO
L g /
anjourney (Flight), who is a
N T
Othe sector traveled g g
authorized leader of a
nthe Journey.
C
qualified captain for
N S i t a
within
CQD is U o r ais qualified for a certain
- 2 5 in a Fleet in which
a FO,F l
the date that a person
7 0 1 category
-FA). A CQD for a Captain is the date
e l y n
he serves (Captain,
2 0 1
FSM, Senior FA and
o s
a person is qualified as a Captain on a type of aircraft that he is currently flying.
RCQD has no relations with individual employee number.
For scheduling purposes, when more than one Captains who is qualified to be Pilot
in Command for a flight, only one Captain who acquired the earliest Category
Qualified Date (CQD) will be assigned as PIC and the others as SIC/Co-Pilot and
each Pilot must occupy his qualified seat specification.
An Instructor, flying with trainee will automatically function as PIC apart from his
CQD.
If there are 2 instructor captains flying with trainees on a Journey, the PIC will again
be determined based on CQD.
An Instructor without Trainee in the context of PIC assignment will be treated as a
regular Captain.
Notwithstanding the above policy if for any reason Chief Pilot or VP Flight
Operations is one of the qualified Captains in a related Journey, the PIC will be
determined based on rank of the following order:
VP Flight Operations; Chief Pilot; Instructor with Trainee; and other Captains based
on CQD.

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AUTHORITIES
On Enlarged Crew Composition, the PIC assignment is valid for the whole Journey
(does not automatically mean the whole CROPA). Under certain conditions, Chief
Pilot may deviate from the above PIC assignment; however written report shall be
forwarded to VP Flight Operations as early as possible.
The PIC must occupy his specific pilot seat where he is qualified during taxi,
takeoff, landing and below the transition level/altitude or 10.000 feet AGL
whichever is higher.
The PIC is responsible for the operation and safety of the aircraft as laid down in
OM-A Chapter 3.3.9. The PIC shall also ascertain that all required forms/certificate
such as: Safety Report / Trip Report, Custom Declaration for the crewmember,
Birth, Death and other form as may be required, is filled and signed as appropriate
in timely manner.
In an in-flight emergency requiring immediate action, the pilot in command may

deviate from any rule to the extent required to meet that emergency for the safety
of the flight.
Each pilot in command, who deviates from a rule in an in-flight emergency, shall
send a written report of that deviation to the Corporate Quality Safety and
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Environment Management (CQSEM) Department through available safety reports
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(including e-reports, hazard report, trip reports, etc.). The CQSEM Department
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shall then report to the DGCA.
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n towards the other
O
During flight, the PIC N T
acts as Company’s g g a
ndecision process, the PIC also has to
representative
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crewmembers and the
l o raof his/her decision.
passengers. In every
1 - 2 5PIC has to give a good
example of y n F
consider the financial aspect
a and behavior2toward 1 7 0
- crewmembers.
The
os e l attitude
0 other
RThe PIC coordinates the duties of all crewmembers in compliance with Company
regulations to create teamwork among crewmembers in a communicative,
contributive, cooperative and coordinated (4C) climate.
When in the midst of a Flight Management, PIC should apply two ways
communication rules, so that each flight crewmember is aware and understands
about his activities. During bad weather conditions that could endanger the safety
of the flight, PIC has an obligation to inform what has just taken place or what has
been observed in the first opportunity to the Air Traffic Controller (ATC) or through
Company frequency. PIC should also monitor and convince him/herself that every
stage of the flight is done according to the Aircraft Operation Manual and other
Standard Operating Procedures.
PIC may sign the Aircraft Maintenance Log (AML) to release the flight, stating that
the aircraft is ready to fly, as long as no maintenance action required, and the
technicians in charge to sign the AML are not present.
In the absence of engine run up authorization holder, where the aircraft is
necessary to be run up for trouble shooting, the maintenance engineer may
request, and the PIC shall assist him to have the engine started to ground idle.

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AUTHORITIES
The PIC shall ensure that the Aircraft Flight Log is filled appropriately. The filing
instruction for the AFL is described in the inner cover of the Log.
Upon completion of each Sector, PIC will sign the appropriate space in Aircraft
Flight Log, whether there is a BRIEF REPORT or not.
Subject to Captain’s Discretion (SCD), is the initiative right and prerogative

obligation for a PIC to make a decision that is not yet mentioned or formulated in
the existing regulations. The PIC’ decision should be accountable and responsible
at a later date and it should be in line with common sense and based under
considerations of safety and successful completion of the flight.
03. CO-PILOT
Co-pilot (in the AFL is ranked as Pilot 2, Pilot 3, and Pilot 4) is the function of a
pilot, who works in a team with the Pilot In Command and other flight crewmembers
during the operation of a flight. That function is generally taken by a First Officer,
but can also be given to a Captain who has RHS qualification. (See RHS Captain
definition on OM-A Chapter 1.2).
Should the Co-Pilot function is taken by a Captain who has not qualified RHS, the
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particular Captain must occupy the LH Pilot seat, the Captain who functioning as
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PIC occupies the RH Pilot seat and shall be a Flight Instructor Airplane (FIA) or
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minimum equivalent.
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nfollow the progress of the
O N
Duties and responsibilitiesT of a Co-Pilot are tog
n g a
carefully
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give
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inputs to the PIC, toiask the PIC to take accurate action. In such
rathe PIC is acting 1 - 2 5of normal circumstances
extraordinary
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ajeopardizing 2 1 7 0 outside
-or endanger the Flight, he can take
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(or incapacitated),
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the Safety
oseaction to avoid the condition worsening.
Rneeded
During a flight mission, the Co-Pilot reports as a subordinate of PIC, commencing
at crew reporting time at an airport until the completion of a Journey. The Co-Pilot
should know about weather condition,
NOTAM and other operational instructions during a flight. Other technical duties
are regulated in the FCOM/AOM depending on aircraft types.
In an Enlarged Crew composition which, at the minimum consists of 2 Captains,
one will act as Pilot in Command, whereas the second Captain functions as Second
in Command (SIC), as well as a Co-pilot, and will also occupy the pilot seat in the
cockpit when PIC was taking of a rest. If, however, the Enlarged Crew composition
consist of 3 or more Captains, the SIC assignment should be determined by the
PIC, unless have determined by Crew Scheduler.
In the absence of a PIC, the pilot acting as SIC should take over all functions of the
PIC and during abnormal or emergency conditions, SIC is under the obligation to
inform PIC about the current situation, in which case PIC will then take over the
leading role.

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AUTHORITIES
A First Officer is prohibited from occupying the left hand seat, either during
standard crew composition, or during an enlarged crew (with the exception of a
First Officer undergoing Captaincy training and in which case the Captain
occupying the RHS seat is a Captain qualified as an instructor).
Co-Pilot gives inputs to the PIC in the formulation of a written report to the Chief
Pilot. However, in situations concerning the PIC’s Conduct according to his
judgment, a Co-Pilot is given the right to submit a written report under his own
name.
04. FLIGHT ATTENDANT-1 (FA-1).

One Flight Attendant shall be assigned as a Flight Attendant-1.
FA-1 is responsible for the general Flight Safety conduct in the cabin, especially
during takeoff and landing.
The FA-1 supervises flight attendants during flight, coordinates work of Flight
Attendants in flight in accordance with regulations and policies and reports any
concerns that affect the quality of the flight to the PIC and/or the concerned Chief
Cabin.
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FSM or Senior FA who has meet standard and criteria can perform FA-1.
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To ensure continuity of service betweenL EinDand post flight, an5
1
.0shall act as
R L pre,
Oat the related Sector g / FA-1
n coordinates passenger
T
quality control to all uplift supplies
N g g a and
CO the Passage
service/handling with
Service.UN S i t an Ramp Coordinator and Catering
Officer,
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The FA-1 is responsible F
a Data to validate the 7
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o
Board, Flight Attendant
Rforms when required.
entry on Aircraft Flight Log (AFL) or other reporting
05. FLIGHT ATTENDANT (FA)

Each FA reports as a subordinate of the PIC starting from the reporting time at the
airport until the end of a Journey. The FA has the obligation to inform the PIC of
any signs that may endanger flight safety.
In taking actions to anticipate a critical situation that is jeopardizing the flight safety,
the FA must report immediately through the FA-1 or directly to PIC.
Each FA is a reflection of the Company’s Image to the customer and in carrying
out his duties, in terms of Service and Cabin Safety, has to maintain that image.
END OF 5.2

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AUTHORITIES
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5.3 DUTY REQUIREMENTS AND
RESTRICTIONS
5.3. DUTY REQUIREMENTS AND RESTRICTIONS

 Pilot License Privilege
Pilots, who have reached their 65th birthday, may not serve as Pilot on an airplane
engaged in Garuda Indonesia operations, nor may they function as flight instructor
airplane.
 Certification and Qualification Requirements

Prior to duty assignment, flight crew shall always be certified and qualified in
accordance with applicable regulation:
 Current Licenses;
 Current Certification (For an international flight or a flight that expected to cross
international border, at least level 4 language proficiency (English) must be
current);
 Specific qualifications (LVP, RVSM);
 Equipment qualifications (TCAS/ACAS, GPWS/EGPWS, HGS);
 Recency-of-experience;


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Current medical status, including Medical Certificate;
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Initial training and checking/line check/proficiency check/recurrent training and
D

checking results;
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 O N T n g a
Right seat qualification (as applicable);
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Type(s) qualification;
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
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Airport and route competence (including special airports);
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
n a F - 0
Instructor/evaluator/line check airman qualification (as applicable);
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R ose
CRM/Human Factors training;
Dangerous goods training;
Security training.
 Accrued flight time, duty time, duty periods and completed rest periods for the
purposes of fatigue management and compliance with OM-A Chapter 7 or
State flight and/or duty time limitations.
 Garuda Indonesia prohibits aircrew from flying if:

 They are not fit for duty;
 Alcohol and psychoactive substance use; see OM-A Chapter 2.1.6;
 Pregnancy; she shall not fly for duty as soon as determined pregnant by doctor;
 Illness or use of medication(s), unless certified by doctor;
 Minimum 14 days and prior to doctor certification following Internal Surgery;
 Fatigue occurring in one flight, successive flights or accumulated over a period
of time, beyond Flight Duty Time limits according OM-A Chapter 7.
 Garuda Indonesia prohibits aircrew from the following:

 Diving / Deep Diving during CROPA (RON, etc.)

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5.3 DUTY REQUIREMENTS AND
RESTRICTIONS
 Private Flight during CROPA.

 Blood Donations.
Note: Flying activity outside company assignment (Private Flight during CROPA)
shall only possible after obtaining approval from Director of Operations. The Flight
Duty Time of such flying activity shall not fall within the rest period upon which the
company has granted following flight duty, and the total flight time logged shall be
counted as part that would not make the flight time limitation as stated in OM-A
Chapter 7.7-03 violated.
 Spare Correction Glass

Crewmembers who require correction glass when performing duty shall carry one
spare set on his/her possession at all times.
Note: Corrections glass includes: Myopia, Presbyopia and Hipermetrop.
 Medical examination before first flight of the day

For first flight of the day, each crewmember shall do a medical examination that
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consist of alcohol test and blood pressure test.
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5.4 CREW COMPOSITION
5.4. CREW COMPOSITION

01. GENERAL
The Minimum Crewmembers known as the Standard Crew Complement is the
minimum number of Flight Crewmembers or Flight Attendant on board in order to
comply with legal operations requirement of a revenue flight (flight carrying
passengers for commercial purposes).
In the operation of a Non-Revenue Flight, the maximum occupancy in the cabin
(without Flight Attendants) is 10 people. Among them, one must receive aircraft
type-specific training and an evaluation to ensure competence in the performance
of any assigned duties or functions related to passenger cabin safety such as how
to open and close the Aircraft Door, how to operate the Slide Raft, know where the
location and the operation of the Fire Extinguishers, the use of Oxygen and
Intercom System. If the cabin occupancy number exceeds 10 persons, at least 1
(one) Flight Attendant is required (the occupancy number can be increased up to
50 people).
For an Empty Flight (except for a Training Flight), a minimum of 1 person is
required to understand how to operate cabin equipment as in the Non-Revenue
Flight above. Chief Pilot has the prerogative right to set a different policy regarding
the needs of Non-Revenue, Empty, Training and Positioning Flights.
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In the operation of a Non-Revenue flight (without flight attendants) or Empty Flight,
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PIC shall brief the supernumerary with items as described in OM-A Chapter 5.4-
L 5
04.
L
O PIC andgCo-Pilot)
R(including g /
n in one sector is 4 (four)
N
The maximum number of pilots
O T g a
n composition, or 2 (two) Pilots in a
N C
Pilots or 3 (three)
i
Pilots in an Enlarged
UCrewmemberslo(Standard S t aCrew
Minimum
Sector exceeding theF
ra Crew Complement) 1 - 2 5composition. Flights in a
n a the Pilot who20 will1be7

- 0
above regulation is prohibited, and it is the responsibility of
y
the PIC toldetermine
senot be written in the AFL (Aircraft Flight Log) of the related Sector.
as the Dead Heading Crew (DHC) and
Rthisowill
Note: A pilot who serve as SIC (Second in Command) of an operation that require
three or more pilots must be fully qualified to act as PIC of that operation.
02. FLIGHT CREWMEMBERS

The Minimum Flight crewmembers (Standard Crew Complements) that must be on
a flight to operate the air plane are as follows:
Two Pilots for ATR72-600, CRJ 1000, B737, A330, B747-400 and B777-300ER
Only one pilot shall be assigned as the Pilot in Command on a particular flight.
The Pilot may only occupy his specific seat where he is qualified (either LH or RH)
to perform flight duties.
The PIC can take the RH seat if he is a Flight Instructor Airplane (FIA) or minimum
equivalent, when other Pilot on the LH seat is a Captain or Training Captain.
When CQD is involved to two or more regular line Captains who are paired
together, the PIC must occupy the LH seat and the other regular line Captain may

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occupy RH seat during flight if he is qualified on RH seat and shall only function as
SIC/Co-Pilot.
Every time the PIC leaves his seat, the Command Authority and Flight Function
will be delegated to the SIC/Co-pilot in the cockpit. This regulation is also applied
for an Enlarged Crew composition.
The Enlarged Crew column in the Aircraft Flight Log (AFL) shall be marked ()
should the crew composition is an Enlarged Crew. If the Enlarged Crew in the AFL
is not filled out, the crew-link System will automatically consider the additional crew
other than the Standard Crew number as a Supernumerary Crew that will not obtain
their record of Flight Time. This will be applied to the Pilot-3, and Pilot 4.
03. ENLARGED CREW

An Enlarged Crew is a flight crew composition in a Journey with an additional one
Pilot or more from the Standard Crew Complement.
Apart from the number of Enlarged Crew (3 or 4 Pilots), the Pilot composition shall
consist of a minimum 2 Captains. The flight crewmember addition as mentioned
above is given in relation with the extension of Flight Duty Time and/or Flight Time.
As being part of crewmember, following shall be observed:

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The enlarged crew shall be involved in all pre, in, and post flight activities as
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
standard crew normally are.
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O N T n g g a
The enlarged pilot shall occupy the cockpit observer seat during takeoff and
landing.
The PICU N C S i t a
has to coordinate aa
including himself so F l o r fair rotation ofeach
as far as possible,-0
25Crewmember
-Flight
rest period
1 for each crewmember,
y n a that
20
l Seat in a justly manner. 1 7 takes the
s e
Flight Deck
o
RSeat Allocation for Enlarged Crew is on C Class as per aircraft seat configuration,
as follows:
 B747-400: Last row of OA left side 10AC;
 A330-200: Last row of OA right side, 8HK;
 A330-300: Last row of OA right side 10HK, except for PK-GPR are 9HK.
 B777-300ER: Bunker; Other Type of aircraft should be two seats of last C class
row seat.
04. SUPERNUMERARY
Definition of Supernumerary, OM-A Chapter 1.2.
Criteria and limitations:
a. Physically and Mentally in good health, especially for a woman she is not in
pregnant condition.
b. Has capability to conduct his/her assigned duties.

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Duties and responsibilities:

a. Report to the PIC prior and post flight;
b. Shall receive briefing and direction from the PIC regarding:
 The dissemination of supernumerary safety information
 Supernumerary compartment readiness prior to first aircraft movement,
takeoff, and landing
 Arming / disarming of door slides
 Preparation for and en encounter with turbulence
 Medical situation
 Emergency evacuation
 Abnormal situation
 Verification that baggage is stowed
 The use of seatbelt :
 During the taxi phases of a flight;
 During the takeoff and landing phases of flight;
 Prior to and/or during turbulence;
 During an emergency situation, if considered necessary
 Compliance with non-smoking sign
 Access of emergency oxygen
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 Securing cargo net (for ATR600-72)
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c.
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Obey the Aviation safety and Security, and/ or as directed by PIC;
n
d.
N T
To wear the ID;
O n g g a
e.
U N C i t a
Conduct assigned duties in accordance with his/her authorities and
S
l o ra
responsibilities;
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f.
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Conduct assigned duties in accordance with the related SOP;
n 1
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Rh.ose
g. Shall not impede flight crew members and/or cabin crew members in the
performance of their duties;
For the Supernumerary occupying cockpit jump seat, if there is any urgent
situation/condition that endanger to the safety of flight (such as near collision,
etc.), he must inform pilot on duty in timely manner;
i. For the Supernumerary in the passenger cabin, if there is any urgent
situation/condition that endanger to the safety of flight, he/she must inform FA;
j. In case of Emergency, follow direction given by PIC;
Note:
 The presence of the Supernumerary does NOT change the Flight Duty Time / Duty
Period limitation.
 Supernumerary from Aircrew is not eligible to record Flight Time although from the
FATA point of view, the whole Flight Time is counted.
 Supernumerary Other than Aircrew is neither eligible to record Flight Time nor FDT
/ Duty Period.

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05. THIRD PILOT IN TRAINING

The presence of a Third Pilot who is in Route Training does not prompt the crew
composition into an Enlarged Crew. To have a correct Flight Time recorded by the
Crew link application, it is the PIC’s responsibility to fill in the Flight Remarks
column in the AFL with RT, as the abbreviation for Route Training.
Not fulfilling this necessity will result in the consideration of the Third Pilot as a
Supernumerary.
In recording the Flight Time through the Crew link System, PIC will still obtain 100%
of Flight Time, whilst the Co-pilot and Third Pilot will each get 50% of Flight Time.
For the importance of Flight Allowance, each Flight Crewmember will still receive
a Flight Time Component of 100% Flight 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.
06. INSTRUCTION FLIGHT AND ACCEPTANCE FLIGHT

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In an Instruction Flight and Acceptance Flight the PIC must have the qualification
L 5
L g /
as a Flight Instructor. In the special case of an Instruction Flight, if the Training is
RO n
O N T n g g a
conducted to the Ab-initio Pilot, for the first day of training, the presence of a Pilot
C i t a
who has the Rating for the related aircraft, will have to be a member of the
U N S
ra - 2 5
Complement Crew (The Flight Hours will not be given to him but the Flight Time
l o 1
n a F 1 7 - 0
component of that Pilot will still be given fully) The Ab-initio Pilot does not obtain
l y 2 0
ose
the Flight Time component for the purpose of Flight Allowance. It is PIC
Rresponsibility to fill in Flight Remark column in the AFL with IF.
07. INCAPACITATION AND FLIGHT CREWMEMBER REPLACEMENT

The procedures for the succession of command is explained in the FCOM/AOM for
each aircraft, in OM-A Chapter 5.2 and in OM-A Chapter 11.1.
It is legal to replace an Incapacitated Flight Crewmember with another Flight
Crewmember as long as the replacement meets the required qualifications and is
both physically and mentally ready to take the duty. The replacement Flight
Crewmember can be from a Supernumerary Crew, Dead Heading Crew (DHC) or
an on board available Flight Crew.
Refer OM-A Chapter 15, OM-A Chapter 23.4 and OM-B2 for incapacitation
procedures.

01 Oct 2016 Page 4
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08. FLIGHT ATTENDANT

For safety reason (emergency evacuation) the presence of predetermined number
of Minimum Flight Attendants for certain aircraft type is required called the
Standard Crew Complement. This number is the absolute minimum at the time a
flight started. In addition for the purpose of services and Duty Period extension the
number in a Minimum Flight Attendant (Standard Crew Complement) is increased
called the Standard Service Crew.
FA seat rests are provided for long-haul flight based on flight time limit:
 One sector where the scheduled flight time (Block to Block) 10 hours; and
 One sector where the scheduled flight time (Block to Block) 8 hours, IF the
STD between 20:00 and 04:00 Local Time.
The seat allocations are as follows:

 B777-300ER : FA Bunker
 B747-400 : 2 seats (65 HJ)
 A330-300 : 4 seats (last two row RH sides)
 A330-200 : 3 seats (last center row).
C O PY 4 4 9
The number of Flight Attendant including FA-1 is according to the following table.
ofL EDAttendant g / 5.0 1

ROFA
NumbersL Flight
a n
Aircraft Type N T
O(Standard Complement)
Minimum g g
n Standard Service
U N C S i t a
l o ra4 1 - 2 5
B737-800
n a F 1 7 - 0 6
s e l y 2 0
R o ATR72-600
CRJ-1000
2
3
2
3
A330-200 8 11
A330-300 8 11
B747-400 14 15
B777-300ER 12 16
END OF 5.4

01 Oct 2016 Page 5
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C O PY 4 4 9
L E D 5 .0 1
RO L
n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

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6. QUALIFICATION OF CREWMEMBERS,
FOO AND OTHER OPERATIONS
OM – A PERSONNEL
TABLE OF CONTENT
CHAPTER 6
6.1 QUALIFICATION OF FLIGHT CREWMEMBER......................................................... 1
6.1.1 INITIAL NEW HIRE CREWMEMBER ............................................................. 1
6.1.2 FIRST OFFICER ............................................................................................ 1
6.1.3 CAPTAIN ........................................................................................................ 1
6.1.4 HIRING PILOTS ............................................................................................. 2
6.2 QUALIFICATION OF FLIGHT ATTENDANT .............................................................. 1
6.2.1 INITIAL FLIGHT ATTENDANT ....................................................................... 1
6.2.2 FLIGHT SERVICE MANAGER ....................................................................... 1
6.2.3 FA-1 for CRJ and ATR ................................................................................... 2
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER ........................................... 1
6.4 TRAINING AND SUPERVISION ................................................................................ 1
6.4.1 TRAINING POLICY AND PROGRAM ............................................................ 1
6.4.1.1 TRAINING POLICY ............................................................................ 1
P Y
6.4.1.2 TRAINING IMPROVEMENT & SURVEILLANCE ................................ 2
O 4 93
6.4.1.3 TRAINING PROGRAM OUTLINE D C
EREVISION: gINITIAL 0
.AND 1 4
.......................................................
O L L / 5
6.4.1.4 TRAINING PROGRAM
T R AND
g a n FINAL
N........................................................................................
g
N C O
APPROVAL
S i t a n 3
UE-LEARNING
6.4.1.5
l o r a - 2 5
...................................................................................... 4
n a F EXAMINER,1CHECK
6.4.1.6 INSTRUCTOR, 7 - 01 AIRMEN................................... 4
l y
se EXAMINATION AND 2 0
Ro6.4.1.7 CERTIFICATION .............................................. 6
6.4.1.8 TRAINING AIDS / FACILITIES / EQUIPMENT ................................... 6
6.4.1.9 MULTI RATING .................................................................................. 7
6.4.1.10 TYPE VARIANT ............................................................................. 7
6.4.2 TRAINING SYLLABUS ................................................................................... 7
6.4.2.1 GROUND TRAINING SYLLABUS ...................................................... 7
6.4.2.2 FLIGHT TRAINING SYLLABUS.......................................................... 8
6.4.2.3 ZERO FLIGHT TRAINING (ZFTT) PROGRAM ................................. 10
6.4.2.4 LINE TRAINING SYLLABUS ............................................................ 10
6.4.3 TRAINING AND CHECKING PROCEDURES .............................................. 10
6.4.3.1 TRAINING PROCEDURES .............................................................. 10
6.4.3.2 CHECKING PROCEDURES ............................................................. 11
6.4.3.3 PROCEDURES IF PERSONNEL DO NOT ACHIEVE OR MAINTAIN
STANDARDS.................................................................................... 12
■
01 Oct 2016 Page 1
OM – A PERSONNEL
TABLE OF CONTENT
6.4.3.4 REMEDIAL TRAINING ..................................................................... 12

6.4.3.5 SUMMARY OF ZERO FLIGHT TIME TRAINING (ZFTT)
PROGRAM ....................................................................................... 12
6.4.3.6 SUMMARY OF A/C ROUTE TRAINING DURATION AND NUMBER OF
CHECK FOR TYPE RATING ............................................................ 13
6.4.4 RECURRENT TRAINING ............................................................................. 14
6.4.4.1 FLIGHT CREWMEMBERS ............................................................... 14
6.4.4.2 FLIGHT ATTENDANTS .................................................................... 15
6.4.4.3 FLIGHT OPERATIONS OFFICER .................................................... 16
6.4.4.4 JOINT CRM ...................................................................................... 16
6.4.4.5 TRAINING RECORDS ...................................................................... 16
6.4.4.6 ELIGIBILITY PERIOD ....................................................................... 17
6.5 CREW QUALIFICATION ............................................................................................ 1
6.5.1 CREW COMPOSITION .................................................................................. 1
6.5.2 OPERATING LIMITATION AND PAIRING REQUIREMENTS ........................ 1
6.5.3
C O PY 4 4 9
LINE CHECK .................................................................................................. 2
6.5.4 ROUTE AND AIRPORT QUALIFICATIOND
L E 5 . 0 1
..................................................... 2
R OL REQUIREMENTS n /
g FOR CAT I / CAT
O T
6.5.5 QUALIFICATION AND AUTHORIZATION
g a
N MINIMA ....................................................................
n g
6.5.6 CATU N C
II / CAT IIIA WEATHER
i t a
S .................................................................
6
II INSERVICE
l o r a
MONITORING
1 - 2 5 9
n F
aIN NARROW RUNWAY1 7 - 0
6.5.7 OPERATING
e l y 2 0 ............................................................ 9
R s RATING (open) ............................................................................... 9

6.5.8 oDOUBLE
6.6 CREW RESOURCE MANAGEMENT (CRM) ............................................................. 1
■
01 Oct 2016 Page 2
OM – A PERSONNEL
6.1 QUALIFICATION OF FLIGHT HIRE
CREWMEMBER
6.1 QUALIFICATION OF FLIGHT CREWMEMBER

6.1.1 INITIAL NEW HIRE CREWMEMBER
The initial new hire crewmember with previous experience with turbo prop engine, jet
engine, or rated with Garuda aircraft must undergo and pass the following process
prior to joining the company:
a. Flight Operations Management interview and/or Human Resource interview and/or
psychological analysis.
b. Security background check.
c. Sufficient English fluency, with minimum TOEIC level of 405 to ensure effective
communication among flight crewmember, between flight crewmember and flight
attendant and adequate understanding of company manuals and documentations.
d. Medical fitness.
e. Psychoactive substances test.
f. Technical competencies and skills.
g. Aviation experience.
h. Credentials and Licenses.
i. Interpersonal skills.
The newly hire flight crewmember (fresh graduated from flying school) shall possess
a current CPL with instrument rating.
C O PY 4 4 9
ED
Details of the process are on the HRD documentations.
L 5 .0 1
RO L n g /
FIRST OFFICER CO N T n g g a
6.1.2
a. Unless U
N S i t a
l o
dictated different due afleet“Narrow
rtofrom - 2 5 requirements,
expansion and company
1 First
n a
Officer assignment shallF start
1 7 - 0
Body” (e.g. CRJ-1000 or B-737).
l y
se to be assigned for 0
2 initial FO:
R oCPL
b. The requirement
with IR
 Pass the requirement of OM-A Chapter
c. The requirement to be assigned as FO on wide body:
 Minimum 1 year of continues service as FO in the company (PT. Garuda
Indonesia Persero Tbk.);
 Minimum 1000 hours flight experience in narrow body aircraft under operation
by company (PT. Garuda Indonesia Persero Tbk.).
 Selected by pilots board.
6.1.3 CAPTAIN
a. Unless dictated different due to fleet expansion and company requirements, the
initial captain assignment shall start from “Narrow Body” (e.g. ATR72-600, CRJ-
1000 or B-737).
b. The requirement for initial captain promotion are:
 Basic requirements:
 Minimum 23 years of age;
 TOEIC minimum 505.
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OM – A PERSONNEL
6.1 QUALIFICATION OF FLIGHT HIRE
CREWMEMBER
 Selected by pilots board

 Minimum Frozen ATPL;
 Additional requirements for ATR72-600:
 Minimum 3 years of continues service as FO in the company (PT. Garuda
Indonesia Persero Tbk.);;
 Minimum 2000 hours flight experience in aircraft under operation by
company (PT. Garuda Indonesia Persero Tbk.);
 Additional requirements for CRJ-1000 and B737:
 Minimum 5 years of continues service as FO in the company (PT. Garuda
Indonesia Persero Tbk.);
 Minimum 3000 hours flight experience in aircraft under operation by
company (PT. Garuda Indonesia Persero Tbk.).
c. The requirement to be assigned as Captain on wide body aircraft in operations:
 Minimum 1 year of continues service as Captain in jet narrow body aircraft
under operation by company (PT. Garuda Indonesia Persero Tbk.).
 Minimum 1000 hours flight experience as PIC in the company (PT. Garuda
Indonesia Persero Tbk.).
 Selected by pilots board.
C O PY 4 4 9
L ED 5 .0 1
6.1.4 HIRING PILOTS
RO L n g /
a. Captain:
O N T g
n andg a
 Minimum N C S i t a
 500 U
3000 hours flight time experience;
l o
hours flight time as
F raon type. -01-25
PIC
e l y
b. First Officer: na 2 0 1 7
s 1000 hours flight time experience; and
R oMinimum
500 hours flight time on type.
END OF 6.1
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OM – A PERSONNEL
6.2 QUALIFICATION OF FLIGHT ATTENDANT

In order to become a Flight Attendant with certain ranks (Flight Service Manager and
Flight Attendant), the candidate (male or female) is required to:
 Possess a minimum education of High School or equivalent (preferably a Diploma)
 Have a minimum height of 165 cm, maximum 178 cm for male and a minimum
height of 158 cm, maximum 172 cm for female with proportional posture (refer to
BMI)
 Not wearing glasses
 Be fluent in English (spoken and written)
 And meet certain requirements as explain below
6.2.1 INITIAL FLIGHT ATTENDANT

a. General Requirements
Initial/New Hire Flight Attendant who has credibility, capability, good attitude, good
performance, initiative & proactive, holding valid FA certificate, good
communication in English, with minimum TOEIC score of 600.
b. Technical Requirement
 Pass the Physical/appearance test
 Pass the Psychological test
C O PY 4 4 9
 Pass the General Interview test by team
L ED 5 .0 1
 Pass the Medical test
RO L n g /
N T
 Pass the Internal/Company Security test
O n g g a
U N C i t a
 Pass the initial/New Hire Ground Training with passing grade point of 80%
S
l o
 Pass the Flight Trainingra 1 - 2 5
n a F 1 7 - 0
l
c. Competency
e y 2 0
osknowledge
RBasic for flight attendant:
 Company Organization awareness & organization behavior
 Company Product Knowledge
 Rules & Regulation / Management Policy
 Duty & responsibility
 Flight safety
For additional knowledge refer to FASGB Chapter 2.3.1.
6.2.2 FLIGHT SERVICE MANAGER

In order to become Flight Service Manager, the candidate (male or female) should
have credibility, capability, good attitude, initiative & proactive, holding valid FA
Certificate, good appearance, good impression and have leadership qualities.
b. Specific Requirements
 Minimum 6 (six) years’ experience continuously as FA (permanent employee)
 Minimum SMK score 85 in 2 (two) years period
 Minimum TOEIC score of 600
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OM – A PERSONNEL
 No disciplinary sanctions for at last 2 (two) years

 Have at least 5 (five) remaining years of service
c. Technical Requirements
 Pass the psychological test
 Pass the competency test
 Pass the internal interview selection by the team
 Pass final selection by Panitia Penentu Akhir (Pantuhir)
 Pass the Management Ground & Flight Training
d. Competency
Basic knowledge for Flight Service Manager:
 Company product knowledge
 Rules & regulation / management policy
 Duty & Responsibility
 Safety & Service management
 Safety Management System
 CASR
For additional knowledge, refer to FASGB Chapter 2.3.4
C O PY 4 4 9
L ED 5 .0 1
6.2.3 FA-1 for CRJ and ATR
RO L n g /
O N T n g g a
U N C S i t a
ra capability, -good -25 initiative & proactive,
In order to become FA-1 for CRJ and ATR Type of Aircraft, the candidate (male or
F l o
female) should have credibility,
holding valid n aCertificate, good 7 0 1 attitude,
e l y FA
2 0 1
appearance, good impression and have
Ros
leadership qualities.
b. Specific Requirements
 Minimum 2 (two) years’ experience as FA
 Minimum SMK score 80 in 2 (two) years period
 Minimum TOEIC score of 600
 No disciplinary sanctions for at last 2 (two) years
c. Technical Requirements
 Pass the administrative/internal selection process
 Pass the ground training
 Pass the flight training
 Pass KSDM/evaluation of training results
d. Competency
Basic Knowledge:
 Company product knowledge
 Rules & regulation / management policy
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OM – A PERSONNEL
 Duty & Responsibility

 Safety & Service management
 Safety Management System
 CASR
For additional knowledge, refer to FASGB Chapter 2.3.5
END OF 6.2
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
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OM – A PERSONNEL
C O PY 4 4 9
L ED 5 .0 1
L
RO LEFT n g /
O N T
INTENTIONALLY
n g g a
BLANK
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
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OM – A PERSONNEL
6.3 QUALIFICATION OF FOO
6.3 QUALIFICATION OF FLIGHT OPERATIONS OFFICER

01. QUALIFICATION
Flight Operations Officer (FOO), employed by Garuda Indonesia, are company
trained and licensed by the DGCA as prescribed in Civil Aviation Safety Regulation
(CASR) of Indonesia Part 121.
Garuda FOO are licensed to perform all duties, concerning operational handling,
load planning, load sheet preparation and all duties related to flight preparation,
such as establishing performance for limited weights, interpretation of weather and
NOTAM data, flight planning, crew briefing, etc. (in respect of which aircraft type
qualification as prescribed in the license).
Garuda Indonesia Station Managers should be qualified Flight Operations Officers.
Garuda Indonesia shall provide enough qualified flight operations officers at each
dispatch center to ensure proper operational control of each flight.
No FOO license holder may conduct his/her duties unless he/she has satisfactorily
completed the following programs:
• Recurrent and competency check.
• Maintenance foo qualifications (MFQ)
• Route familiarization flights
• Re-qualification course
C O PY 4 4 9
•
ED
Dispatcher resource management (DRM)
L 5 .0 1
•
RO L
Dangerous goods & aviation security program
n g /
•
O N T
Annual medical examination
n g g a
U N C S i t a
l o ra 1 - 2 5
02. REQUIREMENT
a. Age lyna
F 1 7 - 0
0
se of FOO shall be not2less than 21 (twenty-one) years age.
RoCandidate
b. Knowledge
FOO shall able demonstrate the capability of speaking and reading in English
(grade of TOEIC subject company policy) and Indonesian language.
He shall satisfy the licensing authority at a level of knowledge appropriate to
the privileges to be granted to the holder of a flight operations officer license,
in at least the following subjects:
 Company Operation Manual indoctrination
 Radio equipment and communication
 Aviation Indoctrination
 Navigation, equipment and special navigation
 Meteorological conditions, Hazards and effects to the radio on the aircraft
used
 Meteorological Information source
 Operational procedures for DG, Cargo, and emergency.
 Aircraft performance, mass balance and control
 Flight calculation, planning and monitoring procedures
 Human Performance and Limitation (CRM/DRM),
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OM – A PERSONNEL
 Security procedures
 Navigation and special Navigation
 Civil Air law,
 Air traffic management
 Special Airports
 De-Icing/anti-icing procedures
 Aircraft systems
 ETOPS procedures
 Fuel supply
c. Experience
He shall have satisfactorily completed an approved Training Course including
served under the supervision of a Qualified Flight Operation Officer at least 90
training days immediately preceding the application.
d. Skill
He shall have demonstrated with ability to perform those functions applicable
to the privileges to be granted, in at least the following skills:
1) Make an accurate and operationally acceptable weather analysis from a
series of daily weather maps and weather reports; provide an operationally
C O PY 4 4 9
valid briefing on weather conditions prevailing in the general neighborhood
L 5 .0 1
of a specific air route; forecast weather trends pertinent to air transportation
ED
RO L n g /
with particular reference to destination and alternates;
O N T n g g a
2) Determine the optimum flight path for a given segment, and create accurate
manual and/or computer generated flight plans; and
U N C S i t a
3) Provide operating supervision and all other assistance to a flight in actual
l o ra 1 - 2 5
or simulated adverse weather conditions as appropriate to the duties of the
n a F 1 7 - 0
holder of a flight operation officer license holder.
l y
se Examination 2 0
Re.oMedical
The applicant FOO shall have established his medical fitness on the basis of
compliance with requirements for the issue of a class 3 Medical Assessment.
The applicant FOO shall have no established medical history or clinical
diagnosis of:
1) A psychosis;
2) Alcoholism;
3) Drug dependence;
4) Any personality disorder, particularly if severe enough to have repeatedly
resulted in overt acts;
5) A mental abnormality or neurosis of a significant degree.
03. MAINTAINING FOO QUALIFICATION

In order to maintain and/or update the proficiency, FOO shall be given a periodical
recurrent and proficiency check at regular intervals.
This task is delegated to the Flight Dispatch c q: FOO Standards (JKTDOP-5).
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OM – A PERSONNEL
The FOO license holder, who has not been act simultaneously in the provision of
flight operations services, shall exercise his/her knowledge and skills in dispatching
activities at least 8 (eight) hours in a month in any one of GA operations control
unit at station level.
Those activities should be fully recorded and a copy of such record should be
forwarded to FOO Standardization Unit.
04. REQUALIFICATION
To regain his qualification, disqualified FOO license holder should be successfully
attended the requalification program.
The contents of re-qualification program depend on the course of the non-
proficiency, i.e. failed written knowledge/proficiency check, prolonged non-
exposure, etc.
Note: Requalification syllabus refer to OM-D3 Chapter 6.5
05. ROUTE FAMILIARIZATION FLIGHT

In order to comply with provision as prescribed in the ICAO Annex 6 and Civil
C O PY
Aviation Safety Regulation of Indonesia (CASR) Part 121 Route Familiarization
4 4 9
L 5 .0 1
Flight shall be carried out by FOO actively employed in the provision of flight
ED
operations services with the purpose of:
RO L n g /
O N T n g g a
 Giving him insight to the extent practicable in the actual flight execution in view
U N C S i a
of this engagement in flight planning.
t
 Enabling him to establish and maintain a proper coordination of operations
l o ra 1 - 2 5
n F
control actives.
aRoute Familiarization
1 7 0
- he shall possess a valid ticket on
l y 0
e and treated as normal2passenger with seat allocation in the cabin.
osflight
When conducting Flight,
Rsuch
For conducting the Route Familiarization Flight, refer to Flight Operations Officer
Manual.
06. DUTY AND REST TIME REGULATION

 DUTY TIMES
Maximum duty time is 10 hours of duty in 24 consecutive hours, of which
sufficient time will be allocated to allow the FOO to become thoroughly familiar
with existing and anticipated weather conditions along the route before he
dispatches any airplane.
He will remain on duty until each airplane dispatched has completed its flight,
or has gone beyond his jurisdiction, or until he is relieved by another qualified
FOO.
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OM – A PERSONNEL
Except in cases where circumstances or emergency conditions beyond the

control of the air carrier require otherwise:
1. Garuda Indonesia may not schedule a flight operations officer for more than
10 consecutive hours of duty
2. If a flight operations officer is scheduled for more than 10 hours of duty in
24 consecutive hours, the company shall provide him a rest period of at
least eight hours at or before the end of 10 hours of duty.
3. Each flight operations officer must be relieved of all duty for at least 24
consecutive hours during any 7 (seven) consecutive days or for the
equivalent time period within any calendar month.
 REST TIME
Each FOO must be relieved of all FOO activities for at least 24 consecutive
C O PY 4 4 9
hours during any 7 consecutive days or for the equivalent time period within
any calendar month.
L ED 5 .0 1
RO L g /
nbeyond the control of the
Note:
N T
In case where circumstances or emergencyg g a
n for more than 10 hours of duty in
Othe FOO maySbeitscheduledcondition
U
company N C
occurs, a
24 consecutive
l
hours.o r a he shall be1given
However, - 2 5rest period of at least 8
a
n
hours at or beforeF
a the end of 2 10 hours7
1 0
of-duty.
l y 0
Rose END OF 6.3
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OM – A PERSONNEL
6.4 TRAINING AND SUPERVISION

6.4.1 TRAINING POLICY AND PROGRAM
6.4.1.1 TRAINING POLICY
Crewmember / FOO and Operations Personnel shall participate on required training
programs to maintain professional experience and acquaintance with recent
development.
No emergency or abnormal simulation shall be simulated by crewmembers when
passenger or cargo is being carried.
No crewmember /FOO / operations personnel may report for duty if aware of any lack
experience or knowledge.
(a) Approval and Supervision
(1) All Instructors / Examiners / Check Airmen / Crewmembers (whether employed
or subcontracted) / Training Facility / Devices / Equipment / and Course
Material (whether owned or contracted) shall:
 Have the required certification(s) and approval or acceptance from DGCA
as applicable;
 Meet the required qualification and performance standards of Garuda or
DGCA, as applicable;
C O PY 4 4 9
 Be periodically evaluated to ensure compliance with required qualification
ED
and performance standards.
L 5 .0 1
RO L n g /
(2) All Instructors / Examiner / Check Airmen / Crewmembers / FOO and
O N T n g g a
Operations Personnel shall be trained for their assigned tasks, appropriately by
U N C i t a
using the approved Ground Training, Flight Training and Examination program.
S
l o ra 1 - 2 5
(3) All Instructors / Examiner / Check Airmen / Crewmembers / FOO and
n a F 1 7 - 0
Operations Personnel shall be qualified and standardize for their assigned
l y 2 0
R ose
tasks, and are certified by the company or approved by the DGCA.
(4) New policies, rules, instructions and procedures, new aircraft type, system and
fleet modifications/upgrade shall be introduced to applicable personnel
through:
 Operations/Technical or administrative notice;
 Class room session;
 TR/PC or ground recurrent training;
(5) To achieve continuous improvement of ground, simulator and aircraft training
and improvement on line operations, the formal feedback mechanism is
recognized through:
 Regular meeting.
 Feedback during training
 Feedback form
(6) Flight crewmember is prohibited to operate previous aircraft type once training
is completed on new aircraft type without appropriate training and examination.
(7) The scheduling department shall be informed following flight crewmember
qualification change.
(8) The company shall provide sufficient instructors and support personnel to
conduct the training and examination program.
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OM – A PERSONNEL
(b) Document Management

(1) The Training manual shall be distributed to all relevant personnel.
(2) All Instructors / Examiner / Check Airmen / Crewmember / FOO and Operations
Personnel shall use those documents authorized and published by the
company for training and examination purposes.
(c) Equipment Interchange
(1) The procedures for the interchange operation conform with the CASRs and
with safe operating practices;
(2) Required crewmembers and flight operations officers meet approved training
requirements for the airplanes and equipment to be used and are familiar with
the communications and dispatch procedures to be used;
(3) Maintenance personnel meet training requirements for the airplanes and
equipment, and are familiar with the maintenance procedures to be used;
(4) Flight crewmembers and flight operations officers meet appropriate route and
airport qualifications; and
(5) The airplanes to be operated are essentially similar to the airplanes of the
Garuda Indonesia with whom the interchange is effected with respect to the
arrangement of flight instruments and the arrangement and motion of controls
that are critical to safety unless the DGCA determines that the Garuda
Indonesia has adequate training programs to ensure that any potentially
C O PY
hazardous dissimilarities are safely overcome by flight crew familiarization.
4 4 9
L ED 5 .0 1
6.4.1.2 TRAINING IMPROVEMENT & SURVEILLANCE
RO L n g /
N T g galla
N C O
Periodic audit of the training
S i t a n
organization including contracted training provision
U
shall be established by the flight operations quality assurance system:
lortoa beginning7-the01new-2training5
 Training facility a FPrior
e l y n 2 0 1 season (may be
Ro s combined
DGCA).
with the certification period if required by
 Training personnel Every 12 consecutive months, or prior to LOA renewal.

 Training Program Every 24 consecutive months, or prior to launching new
training program
Formal documentation of training audit shall be retained at least 5 years.

The result of all successful and unsuccessful ground and flight training examination
shall be monitored intensely be related chief, in coordination with flight standards.
Training development shall use trend analysis for training program improvement by
using at least the following data:
 The flight crewmember operational non-compliance
 Training deficiency and examination trends in Simulator (training devices/mockup),
aircraft and line operations.
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6.4.1.3 TRAINING PROGRAM OUTLINE

The training program is established and maintained in accordance with the CASR part
121, to ensure compliance with the training policy.
(a) In establishing the training program, the following aspects is considered:
 Training program approval
 Simulator and other training devices approval
 Training curriculum
 Syllabus
 Training and checking requirements
 Qualifications
(b) The training is divided in to the following category:
 Initial Training;
 Transition Training;
 Upgrade Training;
 Flight Training;
 Recurrent training;
 Re-qualification training;
 Differences Training;
 Special training;
 Instructor training,
C O PY 4 4 9
L ED
(c) Each training curriculum segment will be elaborated in to
5
following .0 1
steps:
 Objectives
RO L n g /
 Completion standards
O N T n g g a
N
 Preparations
U C S i t a
 Implementations lora 1 - 2 5
 Facilities / n a F 1 7 - 0
l y Equipment
se / Checking 2 0
R oTesting
Record keeping.
(d) The curriculum segment for each category of training will consist of Ground
Training, Flight Training (as appropriate), and qualification.
(e) The Flight Training include simulator training for airplane, airplane type
endorsement, and route training.
6.4.1.4 TRAINING PROGRAM AND REVISION: INITIAL AND FINAL APPROVAL

a. An outline of the proposed program or revision, including an outline of the proposed
or revised curriculum, that provides enough information for a preliminary evaluation
of the proposed training program or revised training program and additional
relevant information as may be requested by the Director must be submitted to
DGCA to obtain initial and final approval of a training program or a revision to an
approved training program.
b. The initial approval in writing will be granted by the DGCA if the proposed training
program or revision complies with the requirements of DGCA, thereafter the
certificate holder may conduct the training in accordance with that program. The
DGCA then evaluates the effectiveness of the training program and advises the
certificate holder of deficiencies, if any that must be corrected.
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c. The final approval of the training program or revision will be granted by the DGCA
if it is shown that the training conducted under the initial approval ensures that each
person that successfully completes the training is adequately trained to perform his
assigned duties.
Details of the training programs are incorporated in the OM-D1, OM-D2, and OM-D3.
6.4.1.5 E-LEARNING
E- LEARNING is a method of distance learning and/or distance evaluation in the
Crewmembers / FOO / Operation Personnel training and qualification program by
using an electronic means or web based media.The students/participants obtain
instructions or tutorials required, given by instructors/facilitators from a distance via
web site. It should provide an interactive comunications beetween
students/participants and the assigned instructors/facilitators.
The system shall be able to ensure continual improvement of the Crewmembers / FOO
/ Operation Personnel training and evaluation program, to include, as a minimum,
monitoring, recording and evaluation of results of successful and unsuccessful
Crewmembers / FOO / Operation Personnel evaluations.
The system shall also record the required duration of attendance and the performance
result of the training. The e-learning may be used for initial/recurrent ground training
and/or evaluations.
C O PY 4 4 9
L ED 5 .0 1
L
ROAIRMEN ggan g /
N
6.4.1.6 INSTRUCTOR, EXAMINER, CHECK
O : T n
N C
(a) Basic selection criteria
Ugood moral character. S i t a
 Be of
l o r a 1 - 2 5
n
 Good reputation. F
a by Garuda20 1 7 - 0
s
 Has e l y
o been employed
RAdditional selection criteria:
for at least 6 months.
 Flight crewmembers :
 Read, write, and converse fluently in English with minimum 605 TOEIC
level.
 Has a thorough knowledge of the company general policy and applicable
FCOM/AOM
 Not less than 500 hours on type, except for new type of aircraft in Garuda,
at least 100 hours.
 Flight attendant :
level.
 Has a thorough knowledge of the company general policy and applicable
cabin related manual.
 Flight Operations Officer :
level.
 Has a thorough knowledge of the company general policy and all
operations dispatch related manual.
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 Others (Person who assigned to be an instructor for flight operation area other
than Flight crewmembers, Flight attendant or Flight Operation Officer) :
level.
 Has a thorough knowledge of the company general policy and training
subjects related.
(b) Selection Process

The selection process for instructor, examiner and check airmen shall take due
consideration of:
 Training records review
 Recommendations from management and training departments (e.g.: board of
instructor meeting, nominated by respective chief, approved by respective VP,
etc.)
 Neutral assessment by more than one person in the selection board.
(c) Initial Training Program

The initial training program for Instructors, Examiners, Evaluators and Line Check
Airmen shall include:
 An instructor course, that addresses as a minimum:
O PY
 The fundamentals of teaching and evaluation;
C 4 4 9
 Time management;
L ED 5 .0 1
RO L
 Lesson plan management;
n g /
N T
 Briefing and debriefing;
O n g g a
U N C i t
 Human performance issues;
S a
ra - 2 5
 Garuda Indonesia policies and procedures;
l o 1
a F
 For flight crewmembers :
n 1 7 - 0
l y 2 0
R ose  Simulator serviceability and training in simulator operation;
 Training in simulator operation;
 Dangers associated with simulating system failures in flight.
 The simulated or actual, as applicable, weather and environmental
conditions necessary to conduct each simulator or aircraft
training/evaluation session to be administered.
 Formal observation program that permits supervised practical instruction and
observation of experienced instructors administering the course and syllabus
lessons;
 A seat-specific (right or left) qualification program for instructors, examiners,
check-airman, and any other pilots so designated by the company who perform
duties from either seat.
 A jump-seat observation program or equivalent for non-line qualified instructors
to provide familiarity with current and type related line operations (includes
FOO familiarization flight).
(d) Instructor recurrent

All Instructor, Examiner, and Check Airmen shall participate in the instructor
recurrent training in order to maintain qualification.
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The qualification process shall include participation in the following standardization

functions:
 Standardization meeting (BOI, Syllabi creation, etc.)
 Conduct training under supervision;
 Participate training activities at least 8 X within the current year for flight crew.
 A seat-specific recurrent program if performing duties from either seat.
 A jump-seat observation program for non-line qualified instructors to provide
familiarity with current and type related line operations (includes FOO
familiarization flight).
6.4.1.7 EXAMINATION AND CERTIFICATION

(a) Flight crewmembers, Flight Attendant and FOO shall be trained and objectively
examined according to published standards developed by the company:
(1) Training and examination shall be conducted by separate organization or by
different individuals within the same organizations:
(i) Person conducting training may not do the qualification check for the
following category of training: Initial, Transition, Upgrade, and Re-
qualification.
(ii) Person conducting training may do the qualification for the following
C O PY 4 4 9
category of training: Recurrent, Recency, Familiarization, Differences, and
all special training.
L ED 5 .0 1
RO L g /
(2) Instructor, Examiner, and Check Airmen shall perform their work without
n
O N T n g g a
inappropriate interference from management and /or external organizations.
N C S i t a
(b) Company requires that all examinations are administered by a suitably qualified
U
examiner.
l o ra 1 - 2 5
n a F 1 7 - 0
(c) Company requires that piloting technique and the ability to execute normal and
l y 2 0
R ose
non-normal procedures are checked in such a way as to demonstrate each pilot’s
competence.
6.4.1.8 TRAINING AIDS / FACILITIES / EQUIPMENT

To achieve the optimum result and best training value in accordance with the current
and future development in the training industry, the company shall assure of the
following:
(a) Training aids and equipment, to include mock-ups, flight deck procedure trainers
and other devices and/or course materials used in the flight crew training and
evaluation program, reasonably reflect the configuration of the fleet(s) for which
the respective training is being conducted.
(b) Provision of the minimum serviceability requirements for training devices for each
specific device such that serviceability does not adversely affect training and/or
examination (e.g. Simulator MEL).
(c) If approved by the DGCA, the Zero flight-time simulator training may only be
conducted in level D simulator.
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6.4.1.9 MULTI RATING

Flight crewmembers may not qualify and operates more than one aircraft type at the
same time.
6.4.1.10 TYPE VARIANT

The A330-200/300 is classified as same type. The differences in operating
limitation shall be incorporated in FCOM.
6.4.2 TRAINING SYLLABUS

6.4.2.1 GROUND TRAINING SYLLABUS
(a) Flight Crewmembers / Flight Attendant / Flight Operation Officer shall be trained
and examined (as applicable) in accordance with the schedule outlined in
respective training manual.
(b) All flight crewmembers shall be trained in the following subject:
(1) Basic Indoctrination, in the duties and responsibilities of crewmember,
appropriate provisions of state regulations, authorized operations and
appropriate portions of the Operations Manual;
(2) Aircraft systems and limitations;
C O PY 4 4 9
(3) Non-normal procedures, including instruction in the use of all emergency and
ED .0 1
life-saving equipment required to be carried, coordination among
L 5
RO L g /
crewmembers, and drills in the emergency evacuation from the aircraft;
n
N T g a
(4) Joint Safety and Emergency training, or joint discussion of emergency
O n g
U C i t a
scenarios with the flight attendants, emphasizing coordination procedures and
N S
l o ra 1 - 2 5
two-way communication between the flight deck and the cabin;
n a F 1 7 - 0
(5) Recognition and associated emergency drills;
l y 2 0
(6) Procedures related to the transport of Dangerous Goods;
R ose
(7) All aspect of aircraft performance including:
 Weight and Balance calculations;
 Takeoff-climb-cruise-landing performance;
 Obstacle clearance;
 Fuel Plan;
 Diversion Planning;
 Effect of Inoperative or missing components;
 Engine-out drift down.
(8) Adverse weather operations, to include as applicable:
 Anti-ice / de-ice policy;
 Contaminated runway operations;
 Thunderstorm avoidance;
 Hot and cold weather operations;
 Operations near volcanic ash;
 Wind shear avoidance and recovery.
(9) Low visibility operations, as applicable to include operations with inoperative
ground and/or flight equipment.
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(10) Long Range Navigation (LRN) procedures, as applicable to include:

 MNPS;
 RVSM / RNP procedures;
 ETOPS.
(11) Crew Resource Management
(12) Aircraft Upset Recovery.
(c) The CRM training:
(1) Shall be provided by a specially trained facilitator during initial and recurrent,
and,
(2) Where possible, a combined CRM training between flight crewmembers, flight
attendant and flight dispatcher should be provided.
(d) All Captains shall have completed a Command Training Program.
(e) English Language
All flight crewmembers are required to demonstrate The ICAO Standards on
English language proficiency as a minimum of Operational Level (Level 4) in
accordance with ICAO Annex 1.2.9.6, 1.2.9.7 and ICAO Annex Attachment 1.1,
(ICAO Language Proficiency Rating Scale), to ensure effective communication,
including with ATC during the performance of duties.
The flight crewmembers who have not demonstrated expert English language
O
proficiency (Level 6) shall be evaluated periodically as follows:
C PY 4 4 9
L EofDat6 Years.
interval of 3 years.and
5 1
0 Extended
Operational Level (Level 4) shall be evaluated
R O L n g /
Level (Level 5) shall be evaluated
OunderN T at interval
n g g a
U N C
(f) All flight crewmembers
i t a
are required to demonstrate
S
adequate knowledge of the
operations approved
l o ra
the AOC, includes:
1 - 2 5
F
a requirements
(1) Approaches authorized
n by the state;
1 7 0
- approach and landing;
(2) Ceiling l y
se for inoperative ground
and visibility 0
2 equipment;
for takeoff,
R(3)oAllowance
(4) Crosswind limitations and required runway lighting.
6.4.2.2 FLIGHT TRAINING SYLLABUS

Flight Training in this term includes simulator and/or aircraft as applicable.
The company requires, and personnel involved in the activity shall ensure that any
Flight Training and examinations programs are approved or accepted by the State and
published in the Training Manual or equivalent documents.
(a) Flight crewmembers / FA / FOO shall be trained and examined (as applicable) in
accordance with the schedule outlined in respective training manual.
(b) All flight crewmembers are required to be trained in CRM, includes a LOFT (LOS)
profile which during initial simulator or aircraft training, and subsequently during
recurrent training once every calendar year:
(1) Shall be administered real-time, in a line environment setting, following an
approved script to require consistency and fairness;
(2) An uninterrupted planned scenario with specific CRM objectives where such
skills are observed and debriefed upon completion.
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(c) All flight crewmembers shall be trained in adverse weather operations, to include
as applicable:
(1) Anti-ice / de-ice policy;
(2) Contaminated runway operations;
(3) Thunderstorm avoidance;
(4) Hot and cold weather operations;
(5) Operations near volcanic ash;
(6) Wind shear avoidance and recovery.
(d) All flight crewmembers shall be trained and demonstrate proficiency on the
following:
(1) Terrain awareness procedures, including GPWS/EGPWS alerts and the
avoidance of Controlled Flight Into Terrain (CFIT);
(2) Procedures for upset and abnormal/unusual attitude recovery;
(3) Low visibility operations, including operations with inoperative ground and/or
flight equipment;
(4) Procedures to properly respond to TCAS/ACAS alerts;
(e) When required so in-flight, all flight crewmembers shall be trained in RVSM/RNP
procedures;
(f) Flight crewmembers shall conduct the seat-specific qualification program when
designated to perform duties from either seat.
C O PY
(g) Required maneuvers and procedures that cannot be safely accomplished in the
4 4 9
L ED 5 .0 1
aircraft and ensure such maneuvers and procedures are trained and evaluated in
RO L n g /
a simulator / representative flight training device that has been approved and/or
certified by the DGCA.
N T g g a
Maneuvers andC
as N
include,U
O that cannot
procedures
S i t an
be safely accomplished in an aircraft shall
a minimum:
l o ra 1 - 2 5
n a F
i) Wind shear avoidance and recovery;
1 7 0
-and the avoidance of Controlled Flight
l y
seTerrain (CFIT);
ii) Response to GPWS alerts 2
and 0
warnings
RoInto
iii) Response to TCAS/ACAS alerts.
iv) Emergency Descend;
v) unusual Attitude;
vi) Stalls;
vii) steep turn;
viii) Engine–out;
ix) Rejected Takeoff;
When conducting training flights, engine failures shall be simulated for the purpose
of accomplishing maneuvers that involve a failed or inoperative engine.
(h) If the required training flights are unable to be conducted due to the non-existence
of a representative flight training device, Garuda shall utilize an alternative means
for ensuring a demonstration of pilot competence in the applicable maneuvers and
procedures. Any alternative means shall be approved or accepted by the State,
and require a demonstration of competence through a combination of methods, to
include:
i) generic flight training devices;
ii) additional ground and line training and evaluation;
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OM – A PERSONNEL
iii) as applicable, any other means that ensures a demonstration of pilot

competence in the applicable maneuvers and procedures.
(i) Flight crewmembers shall be trained and, when applicable, an evaluation that
includes a demonstration of competence in duties and procedures related to flight
crewmembers incapacitation. Such training and, when applicable, evaluation shall
be completed during initial ground training and subsequently during recurrent
training once every three (3) calendar years.
6.4.2.3 ZERO FLIGHT TRAINING (ZFTT) PROGRAM

Zero Flight Time Training (ZFTT) refers to the training given on an aircraft type rating
course that is carried out entirely in a simulator. This method of training is not
applicable for each pilot but only for the pilot who meets the requirements stipulated in
OM-A Chapter 6.4.3.5; 6.4.3.6 and Garuda OM-D1.
6.4.2.4 LINE TRAINING SYLLABUS

The company requires, and personnel involved in the activity shall ensure that the line
training and examinations programs are approved by state and published in the
Training Manual or equivalent documents.
(a) The Line Training shall include operational aspects on the special training: LRN
O PY
(FMS, INS, and etc.), MNPS, RVSM, RNP, and ETOPS.
C 4 4 9
ED .0 1
(b) Before starting Line Training, flight crewmembers shall have successfully
L 5
RO L g /
completed the proficiency examination and demonstrated the skill and knowledge
n
O N T n g g a
level adequate for operating the aircraft at or above the standards stipulated in the
C
training syllabus.
U N S i t a
l o ra 1 - 2 5
(c) Line Training for the co-pilot shall include an amount of PF/Pilot Monitoring duties
a F - 0
sufficient to develop and display proficiency.
n 1 7
l y 2 0
ose
(d) no person is allowed to carried out an abnormal or emergency situations in flight
R while passenger/ cargo is being carried.
6.4.3 TRAINING AND CHECKING PROCEDURES

6.4.3.1 TRAINING PROCEDURES
(a) Proficiency Training
 Sufficient training shall be provided so that every crewmember is able to
maintain and increase his proficiency.
 Such a training shall be provided twice a year and shall contain a review on
normal and non-normal procedures.
(b) Training Captain (IOE or Route Training)
To act as Training Captain a pilot must either be a check airman (flight instructor
who is allowed to conduct proficiency checks according to LoA) or a flight instructor
airplane having the following experience:
 ≥3000 hrs total aeronautical including ≥200 hrs as PIC on type (company new
type of fleet).
 ≥1000 hrs total on type including ≥500 hrs as PIC, which ever applicable.
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(c) Presence of other personnel

No persons other than those required for the operation of the aircraft, trainees and
official members of the DGCA may be on board the aircraft during a training or
check flight. If one pilot is a member of the DGCA, then there should be in addition
one observer of the company nominated by the VP Flight Operations on board.
(d) In acquiring route training, crewmembers must comply with the following :
 In the case of flight crewmember, he must hold the appropriate certificates and
ratings for the crewmember position and the airplane, except that a pilot who
meets the PIC requirements must hold the appropriate certificates and ratings
for a PIC in the airplane.
 It must be acquired after satisfactory completion of the appropriate ground and
flight training for the type and position.
 The experience must be acquired – in flight
 In the case of aircraft not previously used by Garuda Indonesia such as
incoming new aircraft type, the operating experience acquired during proving
flight or ferry flight may be used to meet the requirement.
6.4.3.2 CHECKING PROCEDURES

Garuda Indonesia will not assign a person for duties on an airplane unless he has
O PY 9
satisfactorily completed the route/line training and qualification (Initial operating
C 4 4
ED .0 1
experience, operating cycles and line operating flight time for consolidation of
L 5
knowledge and skills).
RO L n g /
O N T n g g a
Except for pilot line checks, the person being trained or checked may not be used as
C
a required crewmember.
U N S i t a
l o ra - 2 5
(a) Pilot must acquire operating experience and operating cycles as follows:
1
n a F 7 - 0
 A Pilot in Command must perform duties of a PIC under the supervision of
1
l y 2 0
R ose
Company Check Pilot (CCP).
 PIC candidate from Initial, Upgrade, and transitioning training shall be observed
in the performance of described duties by CCP, who is acting as PIC during at
least one flight leg which includes a takeoff and landing.
 A First Officer must perform his duties under the supervision of CCP during at
least one flight leg which includes a takeoff and landing.
(b) Flight Attendant must perform the assigned duties under the supervision of
Designated Flight Attendant Examiner Representative (DFER) or Company
Checker.
(c) Flight Operations Officer must perform the assigned duties under the supervision
of Designated Flight Operations Officer Examiner Representative (DFOOER) or
CC.
(d) A briefing and debriefing shall take place before and after the check.
 Prior to the check, flight crewmembers shall have a clear understanding of the
required maneuvers to be performed in their respective examination, without
providing the flight crew the detailed chronological sequence of the maneuvers
or malfunction prior to the respective maneuvers or malfunction being
administered.
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OM – A PERSONNEL
 A report shall be prepared by the check airman and be signed by the pilot
undergoing the check.
 This report shall be kept on file.
(e) For repetition of a check, a different check airman shall be assigned.
6.4.3.3 PROCEDURES IF PERSONNEL DO NOT ACHIEVE OR MAINTAIN STANDARDS

Any crewmember whose performance is found to be below company standard shall be
immediately withheld from flight duties.
If a crewmember did not pass a check, The pilot must be informed why his performance
was considered to be insufficient.
6.4.3.4 REMEDIAL TRAINING

The failed crewmember must receive the appropriate remedial training on the subject/
exercise he has failed, either through briefing, self study or returning to ground class
session. Human factor consideration including facility of coaching and councelling shall
be provided.
The check shall be repeated by another check airman within 7-30 days after the first
PY
check took place.
C O 1 4 4 9
L L ED g / 5 .0
RisO
6.4.3.5 SUMMARY OF ZERO FLIGHT TIME TRAINING (ZFTT) PROGRAM
Zero Flight Time Training N T a training given gona ann
C O (ZFTT)
in an advancedit a n g aircraft type rating course
of training U
N
that is carried out entirely
r a Spilot but only -for25
simulator (Level D Simulator). This method
is not applicable for
requirements stipulated F
a l o each
7 -
in this manual. The entry 0 1 the pilot who meets the
requirements are only for the
e l y n 2 0 1
R
500 o s
experienced pilot,
hours flight
who
time for
has a
training
minimum
SIC, on
of 1000
the same
hours flight
category
time
and
for
class
training PIC and
of civil turbo-jet
transport airplane.
If the Pilot does not meet the entry requirements above, the pilot must complete the
training stipulated in OM-D1.
INITIAL NEW
HIRE INITIAL REQUALIFI
A/C TYPE TRANSITION UPGRADE
NON EQUIPMENT -CATION
RATED
RATED
CRJ 1000  X    
B 737-800  X    
A 330-  X   N/A 
200/300
B-747-400  X   N/A 
B777-300ER  X   N/A 
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OM – A PERSONNEL
Note:
 : ZFTT program is applicable, provided minimum Flight time log is 1000 hours for training PIC
and 500 hours for SIC on the same category and class of civil turbo-jet transport airplane.
X : ZFTT program is not required, see FCTM curricula/syllabi;
 : For unqualified pilot more than 24 months, ZFTT program is applicable;
N/A : Not Applicable
6.4.3.6 SUMMARY OF A/C ROUTE TRAINING DURATION AND NUMBER OF CHECK FOR
TYPE RATING
(1)
ROUTE TRAINING (Hours) (3) (4) ROUTE CHECK
Duty Category of Training Category of Training
A/C Type Position
Initial Transition Upgrade Initial Transition Upgrade
CRJ 1000 PIC 180 75 / 25 150 2X 1X 2X
(2)
FO 220 / 180 75 / 25 - 2X 1X -
ATR72- PIC 180 75 / 25 150 2X 1X 2X
600 (2)
FO 200 / 180 75 / 25 - 2X 1X -
B 737-800 PIC 180 75 / 25 150 2X 1X 2X
(2)
FO 300 / 180 75 / 25 - 2X 1X -
A 330 - PIC - 75 -
C O PY- 1X
4 4 9 -
200/300 FO - 75
L ED - -
5 .0 11X -
B 747-400 PIC -
R O L75 -
n g-/ 1X -
FO -
O N T 75
n g-
g a - 1X -
B 777- PIC
U N C -
S i
75
t a - - 1X -
300ER FO -
l o r a 75 -
1 - 2 5 - 1X -
The route training may not a F
n be standardized due to 7
1 0
- in route structure according to
variation
aircraft type, level e
s l y
of difficulties, 2
and category 0
of training.
Note: R o
(1) : Route check is done 2 X (by different instructor) or 1 X as applicable, on selected
sector as determined by Chief Pilot.
(2) : For Ab-Initio FO.
(3) : For ZFTT Program, The training Pilot shall commence Route Training (Line Flying
Under Supervision) as soon as possible within 21 days after completion of the
Proficiency Check (skill test).
For B737-800: The training Pilot shall conduct the first four take-offs and landings of
the Route Training (Line Flying Under Supervision) in the airplane under the
supervision of a FIA occupying a pilot’s seat, and a safety pilot.
For B747-400 and A330-200/300: The training Pilot shall conduct the first two take-
offs and landings of the Route Training (Line Flying Under Supervision) in the airplane
under the supervision of a FIA occupying a pilot’s seat, and a safety pilot.
If Route Training (Line Flying Under Supervision) has not been commenced within
the 21 days, the Training Pilot shall be provided an appropriate training acceptable
to the Authority.
(4) Minimum required : - 10 operating cycle for Transition training
- 100 operating cycle for Initial and Upgrade training
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Circumstances allows, reduced training hours can be applied, however they cannot be
less than the Authority minimum requirements (CASR 121.438 (b)
Flight Attendant Operational training:

Flight Attendant shall perform the assigned duties of a flight attendant on board an
aircraft, while under supervision of flight attendant supervisor qualified on that aircraft
type, for minimum of 10 sectors.
6.4.4 RECURRENT TRAINING

6.4.4.1 FLIGHT CREWMEMBERS
(a) Proficiency Checks
 All pilots shall pass two proficiency checks during each calendar year at interval
of not less than 4 (four) consecutive months and not more than 6 (six) months
in addition to the remainder of the month of issue.
 Such a check shall be conducted by an approved Check Airman on the same
type of aircraft and should contain two instrument approaches.
 Items to be checked shall cover at least:
 Standard Company Procedures for pre-flight, in-flight and post-flight duties.
 Radio Communication Procedures.
C O PY 4 4 9
 Aircraft handling during normal flight.
L ED 5 .0 1
L
 Aircraft handling during non-normal operation.
RO Training ggan g /
O N T n
U N C
(b) Safety and Emergency Procedure
S i t a
Every crewmember
o ra Safety and-0Emergency
shall receive
l 1 5 Procedure Training at
-not2only
least once once everyF
y n a but also preventive
an in-flightlemergency
12
2 0 1 7
calendar months covering procedures in case of
s e safety measures, procedures related to
o on the ramp and training regarding the handling of dangerous goods.
Rsafety
(c) Crew Resource Management Training/LOFT
Every crewmember shall receive Crew Resource Management (CRM) training
including Threat and Error Management (TEM) at least once every calendar year
in form of ground recurrent and once every calendar year in form of simulator LOFT
covering not only development of non-technical skills but also preventive and the
best safety practices.
(d) Wind-shear Training
Every flight crewmember shall receive a wind-shear training at least once a year in
the form of audio visual presentations and simulator exercise.
(e) Dangerous Goods Training

Before transporting dangerous goods all personnel involved must have received
appropriate training as specified in CASR part 121.433 and 121 Appendix C.
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Recurrent training shall be provided every 24 calendar months to ensure sufficient

knowledge of the applicable regulations and procedures by all personnel involved
in the transportation of dangerous goods.
In all training special emphasis should be laid on those goods which are most likely
to be carried in regular, charter or technical ferry operations. ICAO Doc 9284
(Technical Instructions for the safe Transport of Dangerous Goods by Air) is
applicable and shall be referred to in the training programme.
Flight crewmembers must receive training covering at least the areas specified in
CASR part 121 in the following way:
 General philosophy
 Limitations
 Classification
 List of Dangerous goods
 Labelling and marking
 Recognition of undeclared dangerous goods
 Packaging, storage and loading procedures
 Pilot’s notification
 Provisions for passengers and crew
 Emergency procedures
(f) Technical Knowledge Review
C O PY 4 4 9
ED 5 .0 1
Flight crewmembers shall review and verify the knowledge by passing the quiz of
L
RO L n g /
selected ATA Chapter at least once a year. The whole ATA Chapter shall be
N T
completed in 24 calendar months.
O n g g a
U N C S i t a
(g) Aviation Security Training
l o r a 1 - 2 5
n F
aregulations
All operations personnel
1 7 0
- have to ensure their knowledge
including crewmembers
s e l y 2 0
R o
about any
manual.
relevant especially those contained in the Garuda Security
Training in aviation security, to include policies and procedures that address

appropriate crew communication, coordination and action in response to acts of
unlawful interference to be completed during initial ground training and
subsequently once every 1 calendar year.
(h) Recent Experience; Flight crew member shall fulfill the Recency requirements as
laid down in OM-A Chapter 6.5.
(i) Airport Qualification
All pilots have to familiarize themselves with all items of OM-A Chapter 6.5 for the
specific flight as well as the regulations contained in the Route Manual. This
comprises especially: the availability of airport facilities (fire, fuel, de-icing), the
applicable minima (approach, minimum safe altitude), the route to be flown and
nav-aids available en-route and for approach and other possible restrictions
(operating hours).
6.4.4.2 FLIGHT ATTENDANTS
Every Flight Attendant shall receive and pass recurrent ground training once every 12
calendar months on the following subjects:
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 Safety Emergency Procedures;

 Crew Resource Management (CRM);
 Aviation Medical Knowledge;
 Aviation Security (AvSec);
And pass recurrent ground training once every 24 calendar months on the following
subject:
 Crewmember Emergency Training;
 Dangerous Goods (DG);
And also pass Competency (in flight recurrent) check once every 24 calendar months;
And other Service related subjects as define in OM-D2.
6.4.4.3 FLIGHT OPERATIONS OFFICER

Every Flight Operations Officer shall receive recurrent training and pass the
competency check once every 12 calendar months on the following subjects:
 Conduct of Flight Operations according CASR 121.422 (a) (b).
 Dispatchers Resource Management (DRM) course;
 Except Dangerous Goods recurrent is required once every 24 calendar months.
C O PY 4 4 9
Every Flight Operations Officer shall undergo a route familiarization flight that include
ED 5 .0 1
operational flight deck familiarization activities once every 12 calendar months.
L
L
O examinationgonce
Rclass g /
nevery 12 calendar months
O N T
Every FOO shall pass medical 3rd
n g a
(Ref : CASR 63)
U N C S i t a
l o ra 1 - 2 5
6.4.4.4 JOINT CRM lyna
F 1 7 - 0
ose 2 0
ToRensure continuous enhancement in coordination and mutual understanding of the
human factors involved in joint operational control, a joint CRM training between:
1. Flight Crewmembers and FOO;
2. Flight Crewmembers and Flight Attendants
shall be conducted during recurrent training once every three (3) calendar year.
Circumstances permit, the Flight Dispatcher should attend joint participation between
flight crewmembers and flight attendant on CRM recurrent ground training.
6.4.4.5 TRAINING RECORDS

All training records shall be signed by the instructor. All complete check forms shall be
signed by the check airman. All forms shall be kept in the crewmember´s personal file
as long as they served as Company employee.
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6.4.4.6 ELIGIBILITY PERIOD

The eligibility period is three calendar months (the calendar month before the
“training/checking month,” the “training /checking month,” and the calendar month after
the “training/checking” month).
During this period a crewmember or aircraft dispatcher must receive required recurrent
training.
The required recurrent training or checking that is completed any time during the
eligibility period is considered to be completed during the “training/checking month”.
A flight crewmember who fails to complete all required training and qualification
modules within the eligibility period must complete re-qualification training before
serving in revenue operations.
Note: “Training/checking month” is the calendar month during which a crewmember
or aircraft dispatcher is due to receive required recurrent training, flight check,
competency check, or required operating familiarization.
END OF 6.4
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
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C O PY 4 4 9
L D
EBLANK 5 .0 1
INTENTIONALLYLLEFT
RO n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
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6.5 CREW QUALIFICATION

6.5.1 CREW COMPOSITION
After completion of the route training a flight crewmember may operate the aircraft
within the scope of the qualifications mentioned in this sub-section. The Chief Pilot may
impose further restrictions to the composition of the flight crew and to individual
crewmembers.
6.5.2 OPERATING LIMITATION AND PAIRING REQUIREMENTS

If the PIC has not reached 100 hours as pilot in command in the type of airplane he is
operating, the MDA or DA/DH and visibility landing minimums are increased by 100
feet and 800 meters (or the RVR equivalent). It is not applicable for Alternate but
Alternate Minimum not less than 300 Feet and 1600 meters.
The 100 hours of PIC experience required above may be reduced (not to exceed 50
percent) by substituting one landing in the type of airplane for 1 required hour of PIC
experience, if the pilot has at least 100 hours as pilot in command of another type of
airplane.
Captain and FO just checked-out from route training shall not be paired together, if
both have not reached the minimum of 100 hours flight times operating with an
experienced flight crewmembers.
C O PY 4 4 9
L ED
If the FO has less 100 hours flight time on type and the PIC is not an
5 .0 1
appropriate check
pilot, the PIC must make all Takeoff andL
R O Landing
n g
in the following /
situations:
O N
 At special airport designatedT n g g a
U
 In any of the N C by DGCA
S i t a
or Company.
following:
l o
 The prevailing visibility ra on the last-weather 1 5 for the airport is at or
-2report
a F
nreported)
value
1 7 0
l y
below 1 km.
e 2 0
s with standing water, snow, beslush
R oRunways
 The RVR (if for the runway to used is at or below 1500 m.
or conditions that may affect
performance.
 Braking action reported less than good.
 Crosswind exceeds 15 knots.
 Wind shear and, any other condition in which the PIC determines it to be
prudent to exercise the PIC‘s prerogative.
Recent Experience
A pilot does not operate the same type or variant of aircraft unless he/she has carried
out at least three takeoff and landings as pilot flying in the aircraft type or approved
flights simulator of the type to be used in the preceding 90 days.
Re-qualification is required to regain recency, refer OM-D1.
Note:
When an approved flight simulator is used:
 That pilot must have previously logged 100 hours flight times on the type.
 That pilot must be observed on the first 2 landings made in line operation by check
pilot who act, as PIC and the weather must be equal to or better than Cat I minima.
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 The takeoff and landing exercises on such simulator must include:

 At least one takes off with a simulated failure of the most critical engine.
 At least one landing from an ILS approach to the lowest ILS minimum.
 At least one full stop landing.
6.5.3 LINE CHECK

The PIC must pass a line check once every 12 months, in which he satisfactory
performs the duties and responsibilities of his/her function in one of the type of airplane
he/she is to fly.
The check must be given by a check pilot who is currently qualified on both the route
and the airplane, and consist of at least one flight over a typical part of GARUDA route,
or over a foreign or national airway, or over a direct route.
The examiner does not automatically become PIC, and apart from his qualification, line
check can be done from observer seat. In such case, the examiner will be counted as
supernumerary crew. Line check should be written in the brief report of AFL.
6.5.4 ROUTE AND AIRPORT QUALIFICATION
terrain routes, and into destinations:

C O PY
Flight crew shall be trained and obtain qualification prior to operate on difficult or high
4 4 9
L D applicable)./ 5.0
E(when 1
L
Or Special Airports as designated by the State
O Operationsgmay
RFlight a n g
Chief pilot, in consultationN T g
orn
with VP impose specific training or
C O i t a
UN
experience requirements
l o r a Sin to any area -prior
for any new airport routes.
1 2 5qualification, provided he
n F
Instructor or check airman may
a published 2
operate
1 7 0
- as Jeppesen Charts, applicable AIP
l y
has brief himself by using
0
means such
oseas may be available to obtain all relevant and pertinent data for that route.
and others
R
For VVIP, delivery, ferry flight etc., check airman rules for obtaining route and airport
qualifications apply.
As route not normally type specific, the route qualification may be transferred from one
fleet to another within the company.
(a) ROUTE QUALIFICATION
Initial qualification
The pilot-in-command may not operate on a route or route segment for
which that pilot is not currently qualified until such pilot has undergo training
and demonstrate adequate knowledge of:
(1) The route to be flown and the aerodromes which are to be used. This shall
include knowledge of:
 the terrain and minimum safe altitudes;
 the seasonal meteorological conditions;
 the meteorological, communication and air traffic facilities, services
and procedures;
 the search and rescue procedures;
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 the navigational facilities and procedures, including any long-range

navigation procedures, associated with the route along which the flight
is to take place;
 volcanic ash hazards and procedures
(2) Procedures applicable to flight paths over heavily populated areas and
areas of high air traffic density, obstructions, physical layout, lighting,
approach aids and arrival, departure, holding and instrument approach
procedures, and applicable operating minima.
The initial qualification training will include the following methods:
 Study of route and airport information programmed instruction (Route
information leaflet/RCU by means of a pictorial representation);
 Study of written material (such as Jeppesen Airway Manual); or as
applicable:
 Simulator training, or
 Line training (actual exposure under supervision of a qualified Captain).
Demonstration of adequate knowledge will be verified during simulator and/or
line checks/route checks and will be recorded in individual flight crewmembers
training records.
The route selection for checks after route training (IOE) normally performed
C O PY
with the consideration of route complexity, terrain, traffic, communication, ATC
4 4 9
L E D
procedures, and operations into Cat B and/or C airport.
5 .0 1
O L
Rrecorded n g /
O N T
Recording of route qualifications
n g g a
C
Initial route qualifications
UNby Chief lPilot.
are
S i t a
in the record of qualifications in the RCU
and controlled
o r a 1 - 2 5
n a F
Validity , Route qualifications are valid
1 for
7 -
12 0
months:
s l y 0
2 or,
ethe month of initial qualification;
R ofrom
from the latest flight along a representative part of the route.
Re qualification
An expired route qualification can only be revalidated by re-qualification. Methods
of re-qualification are identical to initial route qualification.
(b) AIRPORT QUALIFICATION

All airports to which Garuda operates scheduled services are classified for the
purposes of flight crewmembers training qualification (Refer to OM-A Chapter 9.2.4
for the criteria of determining airport classification).
Following the completion of initial training flight crewmembers is required to
undergo route and airport programmed instruction (by obtaining Route Information
Leaflet or ARI (Airport and Route Information) by means of a pictorial
representation for cat B or C airport) for the entire airport that the company is
operating (including destination, en-route alternates and destination alternates)
before flying on line training. Chief pilot or accountable representative shall sign
the route and airport qualification record form appropriately.
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Crew Qualification requirements

The required actions for crew qualification are as follows:
For Category A
If a PIC is assigned to category A airport of intended landing in areas, on routes or
route segments to be used in operations for which he is not qualified, there are four
possibilities to obtain the qualification:
 An ARI (Airport and Route Information) by means of pictorial representation; or
 The airport is considered to be adjacent to an airport for which the PIC is
already qualified. (See Table of Adjacent Airports, Areas, Route Areas and
Route segment on this section). The PIC is automatically qualified; or
 If the airport is not considered adjacent and there is no ARI presentation or
briefing available, the normal operating minima shall be adjusted by a process
that adds a margin of safety as follows:
Precision approach 100 feet to HAT - 200 m to VIS
Non precision approach 300 feet to HAA - 600 m to VIS;
Or
 Descent from the initial approach altitude to landing at the airport can be made
by day in VMC.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
Adjacent airports
N T g g a
n is located in the same area as per
C isO i t a
table of U
N
Adjacent airport category “A” airport
S
asection
which
5
the airport in the a F lortaking
adjacent airport in this
7 - 0 1 - 2
and has similar characteristics compare to
e l y n same area
2
into account
0 1 with the following aspects:
s
R oroutes;
weather characteristics;
 navigation facilities;
 communication procedures;
 air traffic control standards and practices;
 holding and approach procedure;
 Surrounding terrain.
Table of Adjacent Airports, Areas, Route Areas and Route Segments

For list of airport category A, see Attachment in OM-C Chapter 2.
For Category B airports:

If a PIC is assigned to category B airport of intended landing in areas, on routes or
route segments to be used in operations for which he is not yet qualified, the PIC
shall be briefed by using programmed instruction (Route Information Leaflet and
ARI by means of pictorial representation) on the Category B airport(s) concerned
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and the normal operating minima shall be adjusted by a process that adds a margin
of safety as follows:
Precision approach 100 feet to HAT - 200 m to VIS
Non precision approach 300 feet to HAA - 600 m to VIS;
Or
The PIC shall be briefed by using programmed instruction (Route Information
Leaflet and ARI by means of pictorial representation) on the Category B airport(s)
concerned and Descent from the initial approach altitude to landing at the airport
can be made by day in VMC.
For Category C airports:

If a PIC is assigned to category C airport of intended landing in areas, on routes or
route segments to be used in operations for which he is not yet qualified, the PIC
shall receive programmed instruction (Route Information Leaflet and ARI by means
of pictorial representation) on the Category C airport(s) concerned and He shall
either:
 Visit the airport as an observer in flight deck; or

PY
be accompanied by a pilot flight crew member or pilot observer on the flight
deck who is qualified for the airport; or
C O 1 4 4 9

ED 5 .0
Undertake instruction on airport concerned in a flight simulator approved by the
L L g /

N RO
Authority for that purpose; or
T g g a n
Descent from the initial approach altitude to landing at the airport can be
N C O
made by day in VMC.
S i t a n
U l o ra 1 - 2 5
n F
a Flying when2pairing
1 7 0
- co-pilot trainee .
l y
PIC shall be the Pilot
0 with
se are the list of airport categorized as B or C, as well as the sample of
o
RFollowings
associated particularities.
(More complete particularities are described in Route Information leaflet/Jeppesen
Route Manual/GA Route Manual/other approved chart). The airports which are not
in the table below and included in the table “c” of this section are airports category
A.
Table of Airports Category B and C

For list of airport category B and C, see Attachment in OM-C Chapter 2.
Recording of airport qualifications

The programmed instructions and Airport qualifications obtained shall be recorded
in the record of qualification in Flight Operations Training & Quality Assurance or
Chief Pilots office. Airport qualifications obtained by ARI presentation or briefing or
by raising weather minima should also be entered in the record of qualification.
The qualification records are electronically stored for the purpose of recording,
filing and controlling the documents.
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Validity
Airport qualifications are valid for 12 months:
 From the month of initial qualification; or
 From the latest flight along a representative part of the route.
Re qualification
An expired route qualification can only be revalidated by re-qualification. Methods
of re-qualification are identical to initial route qualification.
Note :
 For ATR72-600 the latest time allowed for takeoff from class C airport is 30
minutes before sunset.
 For Sunrise / sunset table see OM-C Chapter 2.2.1
(c) AIRPORT AND TYPE OF AIRCRAFT AUTHORIZED

For further detail see ROM chapter Authorization, Conditions and Limitations (ACL)
C70.
Take off from unlisted and alternate airport

C O PY 4 4 9

L 5 .0 1
The airport and related facilities are adequate for the operation of the airplane.
ED

RO n g /
The flight crew can comply with the applicable airplane operating limitation.
L
O N T
operation from an approved airport.
n g g a
The aircraft has been dispatched according to dispatching rules applicable to

U N C S i t a
The weather is equal to or better than the takeoff weather minima, or when
l o ra 1 - 2 5
minimums are not prescribed for that airport: minimum of 1000 feet ceiling and
n a F 1 7 - 0
l y
2000 meters visibility is required.
0
2 authorized unless the weather is at least equal
soffefrom alternate airport is not
o
RTake
to the minimum prescribed for alternate airport.
6.5.5 QUALIFICATION AND AUTHORIZATION REQUIREMENTS FOR CAT I / CAT II /

CAT IIIA WEATHER MINIMA
Outlined hereunder is the basic policy in terms of crew qualification, experience, status
and authorization with regard to weather minima.
a. Definition
Fully qualified crewmember: The flight crew (see OM-A Chapter 5.4-02) for a
specified type of aircraft, for which the lowest CAT II/CAT IIIA minima apply as
published in the relevant FCOM/AOM.
Practice Approach: An approach, which is planned and executed in accordance
with the prescribed CAT II/CAT IIIA Crew Coordination Procedure. Such an
approach may be made to an ILS equipped runway, which is suitable for an auto
pilot-coupled approach and for types of aircraft with auto land capability for auto
land as well.
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Note: It is strictly necessary to fulfill all requirements weather or ground equipment-

wise, as for an actual CAT II/CAT IIIA approach. For limits, see under “Requirements”
below.
b. Requirements
CAT I weather conditions
Operations shall not be conducted to minima lower than those dictated by the
Captain’s qualification.
Lower minima:Group C & D: 200-ft/800 m or applicable RVR down to 550 m.
CAT II/CAT IIIA weather conditions

Operations shall not be conducted to minima lower than those dictated by the
qualification of each member of the basic crew.
Lower minima: Per aircraft type specified in the relevant FCOM/AOM.
Practice approaches are necessary to become and remain qualified for the lowest
minima, applicable per type of aircraft.
Limitations for practice approaches:
 Fully qualified crew
C O PY 4 4 9
(1) -
ED .0 1
For an approach to a runway equipped with a CAT II/CAT III ILS the
L 5
L g /
published minima for that runway should be used.
RO n
-
T g a
For an approach to a runway not equipped with a CAT II/CAT III ILS
O N n g
U N C S i t a
(either CAT I or downgraded to CAT I):
l o ra 1 - 5
 the applicable limits should be used and;
2
n a F 1 7 0
 the radio altimeter should be set at 100 feet for a practice CAT IIIA
-
l y approach.
2 0
R ose
Note: For this approach the actual weather should be 500feet / 2500 m or
better. The actual decision to land should be based on the Pressure
Altimeter bug setting.
(2) For an approach to runway as mentioned under 1 or 2, apply wind - and
precipitation- limits as for an autopilot coupled approach, or auto land
(FCOM/AOM respective aircraft type).
 Not fully qualified crew
For an approach as mentioned under 1 the actual weather should be CAT I or
better, and for an approach as mentioned under 500 feet/2500 m or better.
c. Crew Qualification
CAT I qualification apply to captains as well as for First Officer after completion of
route training.
CAT II qualifications apply when CAT II training for the aircraft type concerned and
route training has been completed and the following requirements are met:
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 Training
CAT II/ IIIA training for Captains and First Officers without previous CAT II/ IIIA
experience shall include 10 practices approach in the simulator.
With previous CAT II/ IIIA experience shall include 5 practices approach in the
simulator.
 Practice approaches on the aircraft
For Captains without previous CAT II/ IIIA experience, 10 practice approaches,
with previous CAT II/ IIIA experience, 5 practice approaches, are required for
the lowest minima.
For First Officers without previous CAT II/ IIIA experience 5 practice
approaches, with previous CAT II/ IIIA experience, 5 practice approaches, are
required.
 Type and command experience
Before commencing CAT II / III operations, the following additional
requirements are applicable to captains and first officers as authorized to
operate as pilot flying during CAT II/ III operations who are new to the type:
 50 hours or 20 sectors on the type, including line flying under supervision;

and
C O PY 4 4 9
L 5 .0 1
Unless he has previously qualified for CAT II / III operations on Garuda
ED
RO n g /
Indonesia aircraft, 100m must be added to the applicable CAT II / III RVR
L
O N T n g g a
minima until total of 100 hours or 40 sectors, including line flying under
supervision has been achieved on the type
U N C S i t a
A reduction of 50%
l
in
o r
thea experience
2
requirements
1 - 5above will be applied for
aircraft.yna
F
captains, who have CAT II / III
-
command
1 7 0 experience on Garuda Indonesia
s e l 2 0
RoCAT IIIA qualifications (DAH < 100) apply, when CAT IIIA training for the
aircraft type concerned has been completed and a total of 200 flying hours has
been accumulated after being CAT I qualified.
Note:
 Practice approaches during route training are included in above
requirements.
 Flying hours must be self-recorded.
 Initial qualification for CAT II/IIIA operation is obtained by completion of a
CAT II/IIA Qualification form. The completed form must be sent to the
relevant chief pilot’s office.
 Maintaining qualification
Validity of qualification for Captains and First Officers will be maintained
through annual simulator sessions and continued return of automatic approach
(Land) questionnaires. For all aircraft types an absolute minimum of 5 CAT
II/CAT IIIA approaches (practice or actual) per calendar half year is required.
Captains and First Officers A-330, B747-400 may include CAT II/CAT IIIA
simulator approaches in the number of practice approaches required to remain
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qualified, with a maximum of three simulator approaches per calendar half year.
The relevant questionnaire should be completed.
d. Crew authorization
With weather conditions at or above published CAT I minima:
Either automatic or manual approaches/landings are authorized; the Captain or
First Officer may be the Pilot Flying. Auto approach and auto land capacity, if
available, must be used as prescribed in OM-A Chapter 11.5.3.
With weather conditions below published CAT I minima:
All approaches must be conducted using Autopilot system(s). Auto-throttle(s) and
Auto-land system(s) (if installed), and the Captain must be the Pilot Flying as per
FCOM/AOM section Flight Techniques and Crew Coordination Procedures.
The CAT II Approach may be conducted with N-1 condition in accordance with
related AFM.
6.5.6 CAT II INSERVICE MONITORING

Flight
P Dispatch
I
C O PY 4 4 9
L
L ED 5 .0 1
O
RO L n g /
T Aircraft
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
Engineering
l y 2 0 Dept.
R ose Crew
Flight
Administration Flight Standard DKPPU
Scheduling
Officer
6.5.7 OPERATING IN NARROW RUNWAY

Operation to a narrow runway shall be incorporated with the operating procedures and
limitation stated in the related FCOM/AOM.
6.5.8 DOUBLE RATING (open)

END OF 6.5
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C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T g g
nBLANK a
U N C i t a
INTENTIONALLY LEFT
S
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
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6.6 CREW RESOURCE MANAGEMENT (CRM)

The Principles, Philosophy, Policies, Procedures and Practices (Behaviours) define
the Garuda Indonesia approach to CRM. Principles form the basis for our philosophy;
our philosophy shapes our policies; policies guide the development of procedures and
practices.
01. PRINCIPLES
One principle, thoroughly understood, can help solve many problems.
Crewmembers should think deeply about this idea, particularly in light of the
Garuda Indonesia CRM principles.
(a) Safety is my duty.
(b) No one is perfect, everybody makes mistakes.
(c) CRM is the way to correct mistakes.
(d) Teamwork is the result of cooperation, not competition.
(e) It is what is right, not who is right, that matters.
(f) Do first things first.
(g) Encourage open discussion
(h) Be self-critical and self-correcting.
(i) Good EQ (emotional intelligence) enhances crew performance.
(j) When in doubt, check it out.
(k) Don’t rush! Stay cool! Think it out!
C O PY 4 4 9
(l) Take care of each other.
L ED 5 .0 1
RO L n g /
O N T n g g a
02. CRM PHILOSOPHY
N C
Uis the effectivelo S i t a
(a) CRM aall available resources
userof
1 - 2 5people,
-- equipment, and
n F
aand a facility for20teamwork
information -- to achieve
1 7 0
- shall be selection criteria
the highest possible levels of safety and efficiency.
(b) CRM l
s e y
ability for all
R(c)oCRM is based on the principle of synergy (teamwork) functioning within a
crewmembers.
cultural environment that supports and encourages human growth and

commitment.
(d) CRM involves the continuous improvement of procedures, attitudes, and
behaviours, applying human factor concepts to enhance individual and crew
performance.
(e) CRM training is focused on specific teamwork, communication, decision-
making, and workload management behaviours that have been proven to
enhance personal effectiveness and job satisfaction. As a result of CRM
training, employees will be better able to function as members of self-criticizing,
self-correcting teams.
03. CRM POLICY

(a) CRM principles and behaviours must be fully integrated into all aspects of flight
operations training.
(b) Periodic CRM assessments and performance feedback will be conducted for
all flight crewmembers, flight-attendants, and dispatchers, in order to assure
effective teamwork.
01 Oct 2016 Page 1

▲
OM – A PERSONNEL
(c) Flight schedules for crewmembers will be prepared and administered to assure
adequate rest and safe crew pairings (i.e., new captains will not be scheduled
with new first officers unless a DGCP/CCP or FIA is part of the crew).
(d) The PIC shall be responsible for establishing an environment of trust and
mutual-commitment prior to each flight, encouraging his fellow crewmembers
to speak up and to accept mutual responsibility for the safety and well-being of
the passengers, cargo, and equipment entrusted to them.
“What’s right, not who’s right” shall be the motto of all members of the
Garuda Indonesia operating team.
(e) Each Garuda Indonesia crewmember shall be responsible for notifying the
pilot-in-command of any condition or circumstance that might endanger the
aircraft or impair the performance of any flight crewmember.
(f) CRM skills and performance will be periodically evaluated at all organizational
levels to provide regular feedback and ensure continuous improvement.
(g) CRM skills and performance will be a factor in the promotion of all Garuda
Indonesia crewmembers.
04. CRM BEHAVIOURS
C O PY 4 4 9
Garuda Indonesia CRM training is designed to provide participants with a clear
ED 5 .0 1
understanding of CRM Behavioural Objectives. These behavioural objectives fall
L
RO
into four major categories: L n g /
 Teamwork,
O N T n g g a
N C
 Communication,
U S i t a
l
 Decision-making, ando ra 1 - 2 5
n a F
 Workload management.
1 7 - 0
l y
se are expected to master 0
2 these behaviours in the course of CRM and
o
RCrewmembers
CRM LOFT training and to apply them during flight operations.
END OF 6.6
01 Oct 2016 Page 2

▲
7. FLIGHT TIME, FLIGHT DUTY TIME,
OM – A AND REST REQUIREMENTS
TABLE OF CONTENT
CHAPTER 7
7.1 DUTY SCHEDULE ..................................................................................................... 1
7.2 FLIGHT TIME AND FLIGHT DUTY TIME .................................................................. 1
7.2.1 GENERAL ...................................................................................................... 1
7.2.2 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR
CREWMEMBER ............................................................................................. 1
7.2.3 DUTY TIME LIMITATION FOR CREWMEMBER ........................................... 1
7.2.4 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR TWO PILOTS
....................................................................................................................... 4
7.2.5 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR TWO PILOTS
AND ONE ADDITIONAL FLIGHT CREWMEMBER ........................................ 5
7.2.6 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR THREE OR
MORE PILOTS AND AN ADDITIONAL FLIGHT CREWMEMBER ................. 5
7.2.7 FLIGHT ATTENDANT DUTY PERIOD LIMITATION AND REST
REQUIREMENT ............................................................................................. 6
7.2.8 FLIGHT TIME LIMITATIONS: OTHER COMMERCIAL FLYING .................... 7
7.2.9
C O
FLIGHT TIME LIMITATIONS: DEADHEAD TRANSPORTATION .................. 7 PY 4 4 9
L ED 5 .0 1
7.2.10 IRREGULARITIES BEYOND COMPANY
RO L n g /
CONTROL .................................... 7
7.3
N T g g a
REPORTING TIME ....................................................................................................
O n
1
7.4 TRANSIT TIMEN
U C S ita 5
..........................................................................................................
a 1
F lo r - 0 1- 2
7.5
l a
POST FLIGHT ...........................................................................................................
7
yn TIME.........................................................................................
2 0 1
1
7.6
s e
TRANSPORTATION
o
R REQUIREMENTS............................................................................................ 1
1
7.7 REST
7.7.1 REST PERIOD ............................................................................................... 1
7.7.2 APPLICATION OF REST REQUIREMENT .................................................... 3
7.8 SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST ............... 7
7.9 FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM ................................................. 1
■
01 Oct 2016 Page 1
TABLE OF CONTENT
C O PY 4 4 9
L ED 5 .0 1
L
ROLEFT BLANK n g /
O N T
INTENTIONALLY
n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 2
▲
7.1 DUTY SCHEDULE
7.1 DUTY SCHEDULE

01. GENERAL
A Duty Schedule is a monthly assignment that is given to the crewmember as a
responsibility that has to be carried out according to their respective functions.
Flight Crewmember schedule is made by the Crew Scheduling Section, the Cabin
Crew Scheduling Section prepares Flight Attendant schedule, and each Chief
conducts monitoring.
Each crewmember will obtain the above mentioned schedule at least two days prior
to the end of the ongoing schedule via internet/NetLine Crew (crewlink.garuda-
indonesia.com) or may be via other electronics means of communication
individually.
Basically, the assignments of the crewmember are divided into:
 The assignments in the Crew Operating Pattern (CROPA); or
 The assignments in the Ground Pattern (GP).
The aircrew has to be given a Rest Period according to the valid regulations
A CROPA may be a combination of the Crew’s Duty Assignment as an Active Crew
(ACT), an ordinary passenger or as a Dead Heading Crew (DHC).
C O PY 4 4 9
02. CREW OPERATING PATTERN (CROPA)
L ED 5 .0 1
RO L g /
A CROPA, also known as Crew Rotation, is a Duty Schedule that consists of 1
n
O N T n g g a
(one) Journey or more operated by the crewmember starting from departure from
U N C i t a
Base in the first Journey until the return to the Base in the last Journey. Each
S
ra - 2 5
CROPA has a Pattern Identifier (PID) that consists of 5 alphanumerical characters.
l o 1
n F
aalsothat
as the Duty Cycle,7
1 is - 0
s e l y
A Journey, known
0
2 completed
a flight activity (including Transit Time
R o
between two
continuously.
sectors)
A journey is
begins at
considered
the first Sector and ends at the last Sector
if ended by a Lay-Over Time. A
Journey does not include crewmember activities prior to the first sector and after
the last sector.
Company policy enables Rest Time given in a hotel if Transit Time is perceived to
be possible although the mentioned Rest Time will not be considered as a 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. If that happen, that does not
make the Journey end. The length of a Journey is determined & limited by Flight
Time, Flight Duty Time and/or Flight Duty Period.
A Sector is the smallest flight module of a CROPA. A Sector begins at the 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.

01 Oct 2016 Page 1
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7.1 DUTY SCHEDULE
03. GROUND PATTERN

A Ground Pattern are activities that supporting flight operation such as activities
that is closely related to Flight Duty (such as Reserve and Standby) including
certain Company activities that is not directly related with the flight such as
attending a seminar or a course. Each Ground Pattern has a Pattern Identifier (PID)
that consists of two to five alphanumerical characters.
Type Qualification Course, Cockpit Procedures Training, Cockpit System
Simulator, Aircraft Flight Training, Route Clearance Unit, Recurrent Flight Safety,
and other courses are included in Duty Schedule.
04. RESERVE AND STANDBY

Reserve and Standby is an assignment in which a crewmember is considered as
a back-up Crew Resource for a certain period of time.
The main duty is to replace crewmember who due to a certain reason cannot
perform his Flight Duty, or as a new crewmember in a flight that has not been
planned yet.
Other than the above reason, crewmember can also be assigned to be a Stand-In
in a simulator and/or other duties given by the Chief or Vice President Flight
Operations.
C O PY 4 4 9
ED .0 1
Every crewmember assigned for Reserve or Standby is obliged to manage his rest
L 5
RO L n g /
by considering the worst possibility in the CROPA assignment according to his
N T
O Crew Resource g g a
qualifications. The same also applies in preparing clothing and other travel gear.
nairport. Maximum Reserve duty time
Reserve is theC
N backup
U To calculateloFlight S i t a
in an
is 6 hours. raDuty Time,-the 1 5 on toReserve
time2spent
-notification Duty is
concerninglyan
a F
counted 100% Duty Time.
7 0
Following Crew Dispatch
1 a crewmember
e 2 0
os is given the latest 20 minutes to be ready aboard the aircraft.
Revision from Reserve to be active in a CROPA assignment, the
Rcrewmember
Standby is the back-up Crew Resource other than at the Airport duties that give
flexibility to the crewmember to conduct their normal social activities, as long as
the particular crewmember is ready to be picked up at the Pick-Up Point written in
the Crewlink system (or a Pick-Up Point already agreed between the particular
crewmember and Crew Scheduler) within 30 minutes after notification is received.
Should notification is received less than 3 hours before ETD, and the crewmember
had decided to use own vehicle (EV), that particular crewmember must report at
the airport at the latest 90 minutes after notification is received.
Notification can be given more than 3 hours before ETD, as long as that is done
during Standby period. Should this happen, the crewmember must be ready to be
picked up 3 hours before ETD. If the crewmember decided to EV, the general
regulation concerning report time at the airport applies.
Notification can be sent before the start of Standby period, however it has to
consider reasonable rest limits. For which, the crewmember cannot be blamed if
they cannot be reached before the scheduled Standby period.
As a general rule Standby period lasts for maximum of 12 hours.

01 Oct 2016 Page 2
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7.1 DUTY SCHEDULE
During the 12-hours period, the crewmember has to be reachable, by either

internet/NetLine crew (crewlink.garuda-indonesia.com), telephone/Mobile Phone.
In unexpected circumstances, The Revision can be notified when the crew
transportation reached the Pick-Up Point as written in Data Base Crewlink, and
relayed by the driver of the crew bus.
Generally, Standby period is divided by two, as follows:
a. STB09 starts at 09.00 (West Indonesia Time) until the next 12 hours
b. STB21 starts at 21.00 (West Indonesia Time) until the next 12 hours
Under certain conditions, Crew Scheduling can determine Standby schedule
outside of the general rules above, with a 12-hours length limit.
It is the responsibility of the crewmember to check that their Mobile Phone is
functioning well. If the Mobile Phone needs to be repaired during Standby period,
the crewmember shall give an alternative telephone number that can be reached
by Crew Scheduling and/or Crew Dispatch.
If the crewmember cannot give an alternative telephone number that can be
reached by Crew scheduling, it is the obligation of crewmember to contact Crew
Scheduling every hour to check their Standby status.
For as long as possible, ETD CROPA will fall within the 12 hours Standby period,
O PY
however under Crew shortage conditions, ETD is allowed up to 3 hours after the
C 4 4 9
ED crewmember 1
.0at the airport
end of Standby period, provided that notification must fall during Standby period.
L 5
Flight Duty Time starts at the time L
RObefore ETD,gandgended
the particular g /
n at the end of post flight
report
and at the maximum 90 N T
minutes
O in the last n a
N
(30 minutes after
U C Block-on
S i t a
sector).
These limitations above lare o a to clarify back up1-Crew
rmade 2 5Resource Duty (Reserve
n a F while at the 1 7 0
-time giving the crewmember flexibility
l y
& Standby) interpretations,
secontribution 0 same
2 for their social lives, without reducing their
outilize
Rtopotential their time during standby
to the Company.
Standby can also be changed to Reserve at the airport. Should this happen, then
Pick-Up Time is 90 minutes before the start of Reserve Schedule.
At the instance that Standby is revised to CROPA or Reserve Schedules, the valid
one is the newest schedule. This means that time revisions for rest and other social
activities are arranged by the particular crewmember by referring to the new
schedule.
The cancellation of the new schedule back to Standby can only be done starting
from the schedule’s Pick-Up time.
All Revisions from Standby should refer to the Actual Arrival Time (ATA) of the
previous CROPA of each crewmember or the end of other Ground Pattern to fulfill
the requirement of the available Rest Period limitations.

01 Oct 2016 Page 3
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7.1 DUTY SCHEDULE
05. MEDICAL EXAMINATION

Medical Check-Up is a Duty Schedule that is given periodically:
 for flight crewmembers, once every 6 months,
 for flight attendants, once every 12 months.
06. DUTY SCHEDULE REVISIONS

With consideration of crew Rest Period, basically a revise could be done at any
time especially for Duty Reserve and Duty Standby.
Due to circumstances outside the original planning, the Duty Schedule may be
revised before or during the ongoing schedule.
The Duty Schedule Revision can be notified either by electronic means or paper
means such as internet/NetLine crew (crewlink.garuda-indonesia.com), telephone/
mobile phone or telex.
The primary means for schedule revision is by using internet/NetLine crew
(crewlink.garuda-indonesia.com). Each changing of schedule either cancellation or
revision of more than 30 minutes from original schedule shall be backed up by
telephone.
PY
The latest time for schedule revision notification by crew scheduler to crewmember
is at 22.00 LT.
C O 1 4 4 9
L L
Crewmember must check the internet/NetLineE D crew 5
/ .0
(crewlink.garuda-
T ROLT.
indonesia.com) at or before 22.00
g a n g
C O N
that Standard Time t a g
n at 22.00 – 09.00 LT will be given
U N
Schedule revision
a S i Departure
5
a back up notification
F
using
l o r
telephone 4 hours
- 0 - 2
before ETD.
1
l y n a 0 1 7
ose can communicate to2crew scheduler by using:
RCrewmember
 Hotline phone 021-550 1015, 021-550 1576, 021-2560 1657, 021-2560 1633,
021-2560 1629 or;
 NetLine crew (crewlink.garuda-indonesia.com) by using menu ”message to
crew sched”, and the crew scheduler will monitor the message.
Those who are authorized to make Duty Schedule Revision are the Crew
Movement Control, Crew Dispatch, Crew Scheduler, Flight Movement Control, and
Chief or Vice President Flight Operation in special cases.
If irregularities happen, CROPA can be shortened or lengthened and can be
applied to all aircrew or only one individual case.
Notification about any changes should be done as early as possible, however, this
does not mean that notification cannot be given at the end of the ongoing
scheduled CROPA.
CROPA can be lengthened if limits are not exceeded (Flight Time, Flight Duty
Time, Duty Period, Rest Period, etc.).

16 Jan 2017 Page 4
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7.1 DUTY SCHEDULE
If CROPA is lengthened, it is the responsibility of Crew Scheduler to ascertain that

the calculation of Away From Base is still based on the start of the previous CROPA
so that the particular crewmember does not get disadvantage.
Crewmember should not refuse their new duty above, unless there are medical
reasons agreed by the Company Doctor.
Crewmember should not alter their own Duty Scheduled, or exchange duty with a
colleague without the permission of the related Chief.
Dead Heading (DH) Schedule change should fulfill the Flight Duty Time/Duty
Period requirements and should be consented by the related Chief. Available seat
in the aircraft within the Sector, Connecting Time, Rest Period and total Flight Duty
Time should also be considered in the consent of a schedule change.
The request to change DH outside the Home Base has to be approved by the local
Station Manager and can only be carried out if the Sector(s) are heading towards
Home Base, which originally was to be a DH sector, and not followed by other
Active Sector within CROPA.
DH schedule change can only be approved by local Station Manager if it functions
to shorten Lay-Over Time and there is an available seat on the Aircraft.
Change of Duty Schedule at Lay-Over Station can be conducted by Calling Time
crewmember’s room.
C O PY
Revisions and if possible a written notification will be slipped under each
4 4 9
L EDto relay thegschedule
5 1
0 orally
.change
O L
Employees/Station Manager are not permitted
Rcrewmember’s Rest a n /
O N T
or by phone as this can disrupt
n g g Period.
U N C S i t a
l o raFROM RESERVE 1 - 2 5
n F
07. FLIGHT DUTY ASSIGNMENT
a after Crew2Dispatch
1 7 0
-receives notice about the absence of
l y
A. Immediately applies 0
e crewmember or if driver has informed the Transport Desk via radio
srelated
Roathat a crewmember cannot accept their Flight Duty.
B. Applies 30 minutes before latest ETD.
 If an ex-reserve crewmember is assigned, and if by any reasons, the
original crewmember has arrived at the airport, change assignment is
considered as cancelled as long as the immigration process does not delay
departure.
 If the original crewmember arrives at the airport at the condition that an
assignment change is no longer possible, he will be given Reserve Duty as
long as that assignment will not affect the next CROPA. Then Maximum
Reserve Time for crewmember is 4 hours calculated from arrival time at the
Airport.
08. KIN PAIRING
Garuda Indonesia prohibits kin pairing whether in flight or in simulator.
END OF 7.1

15 Nov 2016 Page 5
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7.1 DUTY SCHEDULE
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 6
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7.2 FLIGHT TIME AND FLIGHT DUTY TIME

7.2.1 GENERAL
Garuda Indonesia policy regarding Work and Rest Limits is referred to CASR.
The Flight Time and Flight Duty Time for crewmember shall ensure that fatigue
occurring either in one flight, successive flights or accumulated over a period of time
is already taken into account and does not endanger the safety of the flight.
The limitations for flight crewmember are determined on the basis of Flight Time, Flight
Duty Time, and Rest Period.
The limitations for Flight Attendants are determined on the basis of Duty Period
Limitations and Rest Requirements.
Note:
 For the purpose of logging Pilot logbook, AFL, and AML, the Flight time is used.
 Block Time, Air Time and Flight Time data on the AFL are baseline data. Therefore
shall be written accurately. Rounding off the time data is prohibited.
 Logging the individual Flight Time for Enlarged Crew is equal to Flight Deck Duty
Time. Therefore to log the enlarged crew that consists of 3 Pilots is 2/3 of Total
Flight Time, and for Enlarged crew that consists of 4 Pilots is half of Total Flight
Time.
C O PY 4 4 9
L ED FORgCREWMEMBER 5 .0 1
7.2.2 FLIGHT TIME LIMITATION AND RESTL
RO REQUIREMENT /
n shall be relieved
a. Each crewmember N T in scheduled g
O for at least S
engaged airg a
n hours during any 7 consecutive
transportation
N C
from all further duty t a
24 iconsecutive
days.U r a - 2 5
F l o
A crewmemberashall not assigned to any -
7 0 1
b.
e l y n 2 0 1 duty during any required rest period.
c.
R o s
A crewmember
period.
may not accept assignment to any duty during any required rest
d. Time spent in transportation for a crewmember to transport to an airport at which

he is to serve on a flight as a crewmember, or from an airport at which he was
relieved from duty to return to his home, is not considered part of a rest period.
7.2.3 DUTY TIME LIMITATION FOR CREWMEMBER

For the purpose of calculating flight crew duty limitation, the entire duration of the duty/
flight time for each operating flight crewmember shall be counted as duty time.
For determining required rest periods and calculating duty time limitations:
 The entire duration of the flight;
 The entire duration of deadhead time;
 Training periods prior to a flight (such as simulator, ground training etc.);
 Administrative or office time prior to a flight (for crewmember that serve in a
management function); and
 If required by the State, flight time accrued by flight crewmember in operations
other than Garuda Indonesia’s flight shall be calculated as Flight Duty Time.

01 Oct 2016 Page 1
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The maximum assignment for FDT or FT within 24 consecutive hours herewith means
that crewmember can be scheduled up to FDT or FT limit (depend on composition)
continuously without rest. Once the journey completed and followed by rest, the 24
consecutive-hours period is then starting from the following reporting time for the next
journey.
a. Flight duty time is defined as the total elapsed period from the time a crewmember
is required to report for duty, to the time that crewmember has completed all official
duties with respect to a flight or series of flights and is released for an official crew
rest.
Post
Reporting Time 1 Journey Flight
FLIGHT DUTY TIME
b. The maximum Flight Duty Time scheduled for Flight Crewmember is 14 hours
within 24 consecutive hours.
c. The scheduled flight duty time for flight crewmember may be exceed 14 hours
within 24 consecutive hours provided:
C O PY 4 4 9
1) Where a flight crewmember is augmented by the addition of one pilot, flight
L ED 5 .0 1
duty time may be extended beyond 14 hours up to 16 hours if:
L g /
a) A passenger seat for the off-duty pilot is available in the passenger
RO n
O N T
compartment;
n g g a
U N C S i t a
b) The additional pilot occupies a flight deck observer seat during take-off
and landing;
l o ra 1 - 2 5
n a F 1 7 - 0
c) The maximum flight deck duty time for any pilot is 12 hours; and
l y 0
d) Two hours are added to the required rest period prior to the next flight
2
R ose duty period
2) Where rest is taken during a flight duty period, flight duty time may be extended
beyond the 14 hours in Point b of this section if:
a) Garuda Indonesia provides the flight crewmember with advance notice of
the split flight duty time;
b) One-third of the flight duty time precedes the rest period;
c) A rest period of at least 4 (four) hours in suitable accommodation is
provided;
d) The flight crewmember’s rest is not interrupted during the rest period;
e) The flight duty time is extended by one-half the length of the rest period
referred to in (2)-c, to a maximum of three hours; and
f) The required rest period following the split flight duty time and prior to the
next flight duty period is increased by an amount equal to the extension
to the flight duty time.

01 Oct 2016 Page 2
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Split Flight Duty Time
Reporting Flight Post Prone Prone Reporting Flight Post

Trans Rest Trans
Time Time Flight Rest Rest Time Time Flight
90 min XX 30 45 30 Minimum 30 45 60 min XX 30

min min min 4 hours min min min
1/3 of the Flight Duty

Time (FDT) must REST PERIOD
precedes the rest
period (*)
TOTAL FDT (Extended by one-half the length of the rest period referred to
in (2)-c, to a maximum of three hours) (**)
(*) 1/3 of the Flight Duty Time (FDT) that precedes the rest period is a maximum value.
(**) The extension of FDT is not mandatory.
Note:
 A CROPA utilizes Split Flight Duty Time shall approved by VP Flight
Operations (CGKOFGA);
C O PY 4 4
 The utilization of Split Flight Duty Time cannot be done On the Spot. Should9
L ED 5 .0 1
RO L n g /
there be any irregularities, all Crew shall be informed at reporting time at
the airport.
O N T n g g a
 The required rest period following the split flight duty time and prior to the
U N C S i t a
l o ra 1 - 2 5
next flight duty period is increased by an amount equal to the extension to
n a F
the flight duty time.
1 7 - 0
l y 0
se a flight crewmember is2augmented by the addition of at least one pilot
R3)oWhere
and a flight relief facility is provided, flight duty time may be extended beyond
the 14 hours in Point b of this section if:
a) The flight relief facility is classified as a “flight relief facility-seat”, and it
meets the requirements of the DGCA, the flight duty time may be extended
to 17 hours, in which case the maximum flight deck duty time for any pilot
is 12 hours or;
Post
Reporting Time Flight Deck Duty Time for any pilot: 12 hours
Flight
Flight Duty Time (FDT) may be extended to 17 hours
Note:
Limitation for FRFS applicable for any augmented composition (enlarge 3
pilot and enlarge 4 pilot or more).

01 Oct 2016 Page 3
▲
b) The flight relief facility is classified as a “flight relief facility-bunk”, and it

meets the requirements of the DGCA, the flight duty time may be extended
to 20 hours, in which case the maximum flight deck duty time for any pilot
is 14 hours;
Reporting Post
Flight Deck Duty Time for any pilot: 14 hours
Time Flight
Flight Duty Time (FDT) may be extended to 20 hours
Note:
Limitation for FRFB applicable for three or more pilots and an additional
flight crewmember composition (enlarge 4 pilot or more)
c) A rest period equal to the length of the previous flight duty period shall be
provided prior to the next flight duty period, which shall be at least 12 hours;
and
d) The maximum number of sectors that may be completed is three.
e) The seat in the aircraft cabin is still required/ reserved for the purpose of
Enlarged Crew rest.
f) The CROPA preparation that utilizes an Enlarged Crew must be approved
by Chief Pilot.
O P Y 4 9
Note: C
EDFlight Time/gFlight 1 4
.0Time limits,
 Pilot shall hold responsible not toO L Lthese / 5Duty
by informing the Chief N T R exceed limit g
exceed
g a nor likely to occur.
N
 As long as FlightC Duty
Pilot when
O Time for StandardS i t a n Complement is not exceeded, the
Crew
is proved
numberU ra - 2 5
a F l o
of Sectors is not limiting.
7 - 0 1
FLIGHT s l y n
e LIMITATION AND REST 0 1
2 REQUIREMENT FOR TWO PILOTS
7.2.4
R o TIME
a. A flight crewmember may be scheduled to fly in an airplane that has a crewmember
of two pilots for 9 (nine) hours or less during any 24 consecutive hours without a
rest period during these nine hours.
b. No flight crewmember may be scheduled and no flight crewmember may accept
an assignment for flight if that crewmember's total flight time will exceed:
1) 1,050 hours in (any 12 calendar month);
2) 110 hours in any calendar month;
3) 30 hours in any 7 consecutive days; (the 30 hours are calculated from the first
flight time after the last rest period of minimum 24 hours)
c. No flight crewmember may be scheduled and no flight crewmember may accept
an assignment for flight time during the 24 consecutive hours preceding the
scheduled completion of any flight segment that consist of 9 hours or less of
scheduled flight time, unless there is a scheduled rest period of at least 9
consecutive hours of rest during that 24 hours.

01 Oct 2016 Page 4
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7.2.5 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR TWO PILOTS AND
ONE ADDITIONAL FLIGHT CREWMEMBER
a. No flight crewmember may be scheduled to fly, in an airplane that has a
crewmember of two pilots and at least one additional flight crewmember, for a total
of more than 12 hours flight time during any 24 consecutive hours.
b. If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or more
hours during any 72 consecutive hours, he must be given at least 18 hours of rest
before being assigned to any duty. In any case, he must be given at least 24
consecutive hours of rest during any seven consecutive days.
1) 120 hours during any 30 consecutive days;
2) 300 hours during any 90 consecutive days; or
3) 1,050 hours during any 12 calendar month period.
d. If half the flight crewmembers flight time during any calendar month is as part of a
crew composed of two Pilots then that crewmember is limited to 110 hours in any
calendar month.
PY
7.2.6 FLIGHT TIME LIMITATION AND REST REQUIREMENT FOR THREE OR MORE
PILOTS AND AN ADDITIONAL FLIGHT CREWMEMBER
C O 1 4 4 9
L
a. Garuda Indonesia scheduled its flight hours L ED /
to provide adequate
g 5 .0periods on
rest
the ground for each pilot who is
T R O away from his
g a
basenand who is a pilot on an
O N
airplane that has a crewmember
C of three or g
t a n more pilots and an additional flight
UaN
crewmember. It shall also provide
a S i
adequate sleeping quarters on the airplane
5 any 24 consecutive
whenever
F l o
pilot is scheduled r to fly more than
- 012
1 - 2
hours during
hours.
l y n a 0 1 7
2crewmember, upon return to his base from any
osoreseries
b. Garuda
Rflight Indonesia gives each flight
of flights, a rest period that is at least twice the total number of hours
he flew since the last rest period at his base. During the rest period required by this
paragraph, the air carrier may not require him to perform any duty for it. If the
required rest period is more than seven days, that part of the rest period in excess
of seven days may be given at any time before the pilot is again scheduled for flight
duty on any route.
1) 120 hours during any 30 consecutive days;
2) 350 hours during any 90 consecutive days; or
3) 1,050 hours during any 12 calendar month period.
d. If half the flight crewmember flight time during any calendar month is as part of a
crewmember composed of two Pilots then that crewmember is limited to 110 hours
in any calendar month.
e. If half the flight crewmember flight time during any 90 consecutive days is as part
of a crewmember composed of two pilots and one additional crewmember then
that crewmember is limited to 300 hours in any 90 consecutive days.

01 Oct 2016 Page 5
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7.2.7 FLIGHT ATTENDANT DUTY PERIOD LIMITATION AND REST REQUIREMENT

Flight attendant may be assigned to a duty period, only when the applicable duty period
limitations and rest requirements of this paragraph are met.
1. Except paragraph 4, 5 and 6 of this section, the scheduled Duty Period within 24
consecutive hours for Flight Attendant with a Minimum Flight Attendant (Standard
Crew Complement) is maximum 14 hours.
2. For paragraph 1 of this section, a Rest Period of minimum 9 consecutive hours
must be scheduled after the completion of a Journey before the next Journey is
scheduled.
3. The Rest Period for paragraph 2 of this section maybe reduced to 8 hours provided
that a total Rest Period of 10 hours must be given after the end of the following
Journey. The mentioned compensation has to start at the latest 24 hours after the
beginning of the Rest Period that has been reduced to 8 hours.
4. The scheduled Duty Period of more than 14 hours up to 16 hours may be assigned
to Flight Attendant composed with Minimum Flight Attendant (Standard
complement) plus at least one additional Flight Attendant.
5. The scheduled Duty Period of more than 16 hours up to 18 hours may be assigned
to Flight Attendant composed with Minimum Flight Attendant (Standard
complement) plus at least two additional Flight Attendants.
6. Except as provided in paragraph 7 of this section, if a Flight Attendant scheduled
C O PY 4 4 9
to Duty Period of more than 14 hours up to 18 hours, as paragraph 4 and 5 of this
ED .0 1
section, the scheduled Rest Period must be given at least 12 consecutive hours
L 5
L g /
after the completion of a Journey before the next Journey is scheduled.
RO n
O N T n g g a
7. The Rest Period for paragraph 6 of this section may be reduced to 10 consecutive
U N C S i t a
hours provided that a total Rest Period of 14 consecutive hours must be given after
l o ra 1 - 2 5
the end of the following Journey. The subsequent Rest Period has to start no later
n a F 1 7 - 0
24 hours after the beginning of the reduced Rest Period and must occur between
l y 0
the completion of the scheduled Duty Period and the next scheduled.
2
R ose
8. Notwithstanding Paragraph 4 and 5 of this section, if a reduced Rest Period to 10
hours as paragraph 7 of this section, the Flight Attendant may not be scheduled
more than 14 hours during 24-hour period commencing after the beginning of the
reduced rest period.
9. A Flight Attendant is not considered to be exceeding Duty Period 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) is unexpected.
10. In the case of the scheduled duty period extended of more than 18 hours but not
more than 20 hours, it may only be assigned to Flight Attendant composed with
standard complement plus at least three additional Flight Attendants, provided if
and only if a minimum of one sector departs or lands outside the Republic of
Indonesia and CROPA preparation that consist of duty period of more than 18
hours but not more than 20 hours can only be done with the written approval from
the Chief Flight Attendant.
11. In relation with paragraph 10 of this section, the scheduled Rest Period of at least
12 concecutive hours after the completion of a journey before the next journey is
scheduled.

15 Nov 2016 Page 6
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Duty Period Diagram
Post
Reporting Time 1 Journey Flight

DUTY PERIOD

7.2.8 FLIGHT TIME LIMITATIONS: OTHER COMMERCIAL FLYING
No pilot of Garuda Indonesia may do any other commercial flying if that commercial
flying plus his flying in air transportation will exceed any flight time limitation in this part.
7.2.9 FLIGHT TIME LIMITATIONS: DEADHEAD TRANSPORTATION

Time spent by a crewmember in deadhead transportation to or from a duty assignment
is not considered to be part of any rest period.
7.2.10 IRREGULARITIES BEYOND COMPANY CONTROL

a) For domestic flights only, where unforeseen operational circumstances occur
PY
beyond air carrier control (such as bad weather), a flight duty period may be
O
extended by up to 3 consecutive hours to continue the journey provided that:
C 1 4 4 9
 The flight crewmembers involved are
L L E
of Dopinion that flight
the
/ 5 .0 will not be
safety
adversely effected by theR
T O duty, gan
extended g
 The crewmember
C O N
shall be given
a n
a minimum
t grest of 18 hours following the time
overrun,N
U and
a S i 5 surrounding the
 The PIC submits a full
F l o r
report
0 1
on the delays or
- - 2
circumstances
extension.na 1 7
l y
se flights: when operational 0
2 circumstances occur beyond air carrier
ointernational
Rcontrol
b) For
(such as bad weather) after the aircraft move under its own power:
- The crewmember may exceed flight duty time, only to finish their sector,
- The crewmember shall be given a minimum rest of 18 hours following the time
overrun, and
- The PIC submits a full report on the delays or circumstances surrounding the
extension.
END OF 7.2

15 Nov 2016 Page 7
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C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o r a 1 - 2 5
n F
aINTENTIONALLY LEFT7
1 - 0
BLANK
l y 2 0
R ose

01 Oct 2016 Page 1
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7.3 REPORTING TIME
7.3 REPORTING TIME

For calculations and planning Flight Duty Time, the following minimum reporting time
at the airport applies:
Home base (CGK) 90 minutes before ETD of the first sector;

DPS, SUB, UPG, MES, BPN (for
90 minutes before ETD of the first sector;
associated based crewmember)
Other Lay Over station 60 minutes before ETD of the first sector
Before Dead Heading 60 minutes before ETD of the flight as Dead
Heading Crew
For foreign FA (Japan, Korea and China based FA) the following minimum reporting
time at the airport applies:
CGK 90 minutes before ETD of the first sector;

DPS 90 minutes before ETD of the first sector;
60 minutes before ETD of the first sector.
Japan, Korea and China
(For associated based FA).
Minimum Reporting Time at the Aircraft, all stations:

C O PY 4 4 9
45L ED 5 .0 1
Narrow body L
RO 60 minutesggan
minutes
g /
Wide body
O N T n
U N C S i t a
l is r
o a or expected, the1 - 2 5 of Flight Duty Time
n a F
If for some reason flight delay known
1 7 - 0 calculation
is as follow:
R If o
l y
seis known after crew boarded
delay
0
2 company pick up van, the flight duty time
calculated start from the normal reporting time.
 If delay is known, and crew has not boarded company pick up van, the flight duty
time will be calculated start from the new / delayed reporting time.
END OF 7.3

01 Oct 2016 Page 1
▲
7.3 REPORTING TIME
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra
1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 2
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7.4 TRANSIT TIME
7.4 TRANSIT TIME

Transit is the activity between two Sectors in a Journey. It is counted as Transit Time.
Minimum Scheduled Transit Time

ATR 72-600 30 minutes
CRJ 1000 40 minutes
B 737-800 45 minutes
A 330-200/300, B 747-400, B 777-300 60 minutes
END OF 7.4
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 1
▲
7.4 TRANSIT TIME
C O PY 4 4 9
L E D 5 .0 1
RO L
n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 2
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7.5 POST FLIGHT
7.5 POST FLIGHT

Post flight is the time used for crewmember after Block-on in the last sector of 1 journey
to do post flight activity such as checklist reading, flight documents completion, etc.
Post flight started from Block-on in the last sector of 1 journey.
The end of post flight is counted as the end of Flight Duty Time (FDT).
Post flight time for all station 30 minutes.
END OF 7.5
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 1
▲
7.5 POST FLIGHT
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 2
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7.6 TRANSPORTATION TIME

For the purpose of calculating Rest Period following a Journey, the Transportation
Time to and from the airport is not included into the Rest Period.
01. TRANSPORTATION TIME FROM AIRPORT

Calculate from the end of post flight until arrived at home or company designated
rest facility.
The transportation time from airport is calculated as follows:
At Home Base 150 minutes

At Home Base (for other than CGK based
120 minutes
crewmember)
At DPS (for DPS based crewmember only) 150 minutes
SUB, UPG, MES and BPN
60 minutes
(for associated based crewmember)
Other Lay Over station 45 minutes
PY(For associated
For foreign FA (Japan, Korea and China based FA)
C O 1 4 4 9
Japan, Korea and China
L L ED 45 minutes.
based FA).
g / 5 .0
N T RO g g a n
CGK
N C O S i t a n 120 minutes
U l o raAIRPORT -01-25
02. TRANSPORTATION
Calculate fromn
FTIME TO
aof rest period2to 0reporting
1 7 time.
s e l y end
RTheotransportation time to airport is calculated as follows:
At Home Base 90 minutes

At Home Base (for other than CGK based
60 minutes
crewmember)
At DPS (for DPS based crewmember only) 90 minutes
SUB, UPG, MES and BPN
60 minutes
(for associated based crewmember)
Other Lay Over station 45 minutes
For foreign FA (Japan, Korea and China based FA)
Japan, Korea and China 45 minutes. (For associated

based FA).
CGK 60 minutes
END OF 7.6

01 Oct 2016 Page 1
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C O PY 4 4 9
L E D 5 .0 1
RO L
n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 2
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7.7 REST REQUIREMENTS

7.7.1 REST PERIOD
As stated in CASR, the minimum rest period of 9 hours shall be given to crewmember
who has performed an assignment involving flight time / flight segment prior to the next
assignment.
An additional 1 hour of prone rest is given to provide time for physiological needs.
The rest period in this context is the period of time during which a crewmember is
released from all official duty or contact by the company. This period is excluding all
time spent commuting by the most direct route, between the company designated rest
facility and assigned duty station
START OF REST PERIOD
180 minutes after the last Block-On of a
At Home base (CGK)
CROPA
180 minutes after the last Block-On of
At DPS for DPS crew only
a CROPA
At SUB, UPG, MES, and BPN (for 90 minutes after the last Block-On of a
associated based crewmember) CROPA.
At Home base (CGK) for other than CGK 150 minutes after the last Block-On of
based crewmember
C O PY
a CROPA
4 4 9
At lay-over station
L ED .0 1
75 minutes after the last Block-On of a
5
RO L g
CROPA
n /
N T
Between 2 journeys outside CGK, DPS,
O n g g a 75 minutes after the last Block-On of a
U N C i t a
SUB, UPG, MES and BPN (for DPS, SUB,
S CROPA
ra
UPG, MES and BPN based crewmember)
l o 1 - 2 5
n a F 1 7 - 0
At Home base (CGK) for Ground Pattern 180 minutes after the last Block-On of
l y 2 0
ose
after CROPA a CROPA
R
After Ground Pattern at Home base (CGK)
90 minutes after the end of a Ground
Pattern activity
After Ground Pattern at DPS for DPS based 90 minutes after the end of a Ground
crewmember Pattern activity
After Ground Pattern in SUB, UPG, MES, 60 minutes after the end of a Ground
BPN (for associated based crewmember) Pattern activity
When rest is following Standby starts right after Standby ends
150 minutes from ATA of the flight as
After Dead Heading to Home base (CGK)
Dead Heading Crew
At Home Base (for other than CGK based 120 minutes from ATA of the flight as
crewmember) Dead Heading Crew
At DPS (for DPS based crewmember only) 150 minutes from ATA of the flight as
Dead Heading Crew
SUB, UPG, MES and BPN 60 minutes from ATA of the flight as
(for associated based crewmember) Dead Heading Crew
Other Lay Over station 45 minutes from ATA of the flight as
Dead Heading Crew

01 Oct 2016 Page 1
▲
END OF REST PERIOD

At Home base (CGK) 180 minutes before next ETD CROPA
At DPS for DPS crew only 180 minutes before next ETD CROPA
At SUB, UPG, MES, and BPN (for
150 minutes before next ETD CROPA
associated based crewmember)
At Home base (CGK) for other than CGK
based crewmember
At lay-over station 105 minutes before next ETD CROPA
Between 2 journeys outside CGK, DPS,
SUB, UPG, MES and BPN (for DPS, SUB, 105 minutes before next ETD CROPA
UPG, MES and BPN based crewmember)
At Home base (CGK) for Ground Pattern 90 minutes before Ground Pattern
after CROPA Activity
After Ground Pattern at Home base (CGK) or 90 minutes before next Ground
PY
Pattern Activity
C O 1 4 4 9
ED
After Ground Pattern at DPS for DPS based
L L / 5 .0
or 90 minutes before next Ground
crewmember
T RO a n
Pattern Activity
g g
C N
Oin SUB, UPG,SMES,
t a g
n minutes before next ETD CROPA
BPN for U N
After Ground Pattern
i 150
5 before next Ground
SUB, UPG, MES, BPN
F l o ra based orPattern
- 0 1 - 2
60 minutes
crewmember
l y n a Standby 2017starts Activity
R o s
When reste is following right after Standby ends
150 minutes before ETD of the flight as
Before assignment as Dead Heading Crew
Dead Heading Crew
Note:
 A minimum Rest Period of 12 hours will also be given to Flight Attendants, if during
24 consecutive hours have reached 14 hours Flight Duty Time.
 In addition to the minimum Rest Period only, if there being a change of 3 time zones
differences or more, the minimum Rest Period is corrected by adding zone time
differences.
 In an Enlarged Crew Composition, the Rest Period is equal to the length of
preceding Flight Duty Time that has been done, with the minimum of 12 hours
before the next Journey.

01 Oct 2016 Page 2
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Summary Diagram of Work and Rest

 For Rest Followed By Flight Activity Or Reserve
Prone Rest Rest Prone Rest Reporting

Transportation
(30 minutes) (minimum 9 hours) (30 minutes) Time
REST PERIOD
 For Rest Followed By Ground Activity
Prone Rest Rest Prone Rest Ground

Transportation
(30 minutes) (minimum 9 hours) (30 minutes) Activity
REST PERIOD
PY
7.7.2 APPLICATION OF REST REQUIREMENT
01. DUTY FREE (DF) C O 1 4 4 9
L L ED g / 5 .0
The length of Rest Period required between 2 Journeys or between 2 Duty
N T RO g g a n
Schedules may vary depends on several variables, including regulations
N C O S i t a n
requirement to grant undisputed Rest Period of 24 consecutive hours (not 1
U l o ra 1 - 2 5
calendar day) during any 7 consecutive days, which can be granted at Home Base,
n a F 1 7 - 0
Base or at Lay-Over Station. The Rest Period of 24 consecutive hours or more is
l y
termed as Duty Free (DF).
0
2 scheduled as DFSXX, where SXX represents
e is written in the published
osFree
RDuty
the early plan of Duty Free (e.g. DFS19 means Duty Free starts from 19:00) and
DFEXX represent end of Duty Free. Therefore, crewmember might see 2
schedules on the same calendar day, which is a PID with arrival date as well as
the particular DFSXX schedule.
Duty Free at Lay-over Station can be cancelled at a certain CROPA without
planned if:
 A change in CROPA is a result of irregularities,
 The Crewmember still possess 1 DF within 7 consecutive days, and
 The minimum required Rest Period is not violated.
02. DAY OFF (DO)

To accommodate the social interest of crewmember at Home Base (CGK) or Base
DPS, SUB, UPG, MES or BPN (for associated based crewmember), Garuda
Indonesia grants additional rest called Day Off (DO) as follows:
 A Day Off starts from 00.00 until 23.59.

01 Oct 2016 Page 3
▲
 Crewmember will be given a total of 8 (eight) Days Off within one calendar
month unless on leave or due to medical reason then the following formula
below is applied,
 Number of Days Off within one calendar month
Assignable day in a month
= Total days in a month
x 8 days
 For crewmember who has a schedule of 1(one) Day Off between two CROPA,
the company guarantees 1 (one) Local Night on the night of the next date when
the last Block On, or any other assignment (excluding Standby) ended after
19.00 Local Time on the day prior to Day Off.
 1 (One) Local Night is a period of 8 consecutive hours between 22.00 until
06.00 local night.
 One Day Off will be given following assignment on the last 6 continuous days.
 2 (Two) Days Off will be given following assignment on the last 7 continuous
days. The minimum regulated rest requirements within the 7 consecutive days
shall be complied.
 The end period of a Day Off is the start of pick up time for the next assignment,
or the start period of Standby duty.
 The rest or duty free period may be embedded within Day Off period.

C O PY
Minimum Day Off following multi-days CROPA:
4 4 9
Away From Base AFB
ED
Minimum Day
L Off
5 .0 1
(Days) L
RO 2 ggan
(Days)
g /
O N T n
N C 5
U 6-8 lora S i t a3
1 - 2 5
n a F 1 74- 0
l y 9-10
0
2 5
R ose 11-12
13-15 6
16-18 7
19-20 8
Note: The number of day off and Company guarantees 1 (one) Local Night
formulated above is not applicable for expatriate crewmember in which he is
given according to his contract agreement
 Guarantee Day Off is a Day Off which is requested by crewmember and
appeared on schedule as DO01.
 After attending Training, Courses, Seminar, or activity other than Flight Duty
purposes (including teaching), the Day Off at Home Base is as follows:
Days of Training
3–6 7 – 14 15 – 22 23 – 30 Over 30
(including Trip days)
Day Off 1 2 3 5 7

01 Oct 2016 Page 4
▲
The implementation of Work and Rest limitation for DPS, SUB, UPG, MES or BPN
based crew are the same as Home Base (CGK). For the purpose of calculation,
refers to Local Time (anywhere).
Note:
A crewmember might theoretically performed 2 CROPA on the same calendar day.
A given Duty Free, although not written on the published Schedule, as long as has
met requirements as stated above, will still be calculated as part of the allocated
Duty Free every 7 consecutive Calendar Days.
Revision of Day-Off Schedule

A Day Off schedule can only be revised if:
a. A Crew stills possess DF within 7 consecutive days,
b. Minimum Rest Period requirement is not violated, and
c. The particular Crew has been contacted orally and agreed to such revision.
03. DEAD HEADING

Dead Heading (DH) is the term used when crewmember conducts a flight mission
on one or more sector without actively working, and receives the same treatment
as common passengers onboard the aircraft.
C O PY 4 4 9
L ED
DH crew names list must be included in the General Declaration
5
of .0
that 1
sector.
Traveling crewmember for theR L
O of duty other g /
nflight duty, e.g. Simulator
O N T purpose
n g g athan
training, is excluded
For the U N C of the dead heading
S i t a
crew.
l o 5 the entire duty time

purpose of calculatingacrewmember duty limitation,
rshall be counted-0as1duty
-2time.
F
naof FDT and Rest2Period,
associated with deadheading
1 7these are calculated as follows:
s e l y 0
Ra.oWhen
For the purposes
deadheading followed by active duty involving flight the deadheading
sector is included in total flight duty time/ flight duty calculation.
b. When active duty followed by deadheading, the flight duty time calculation is
start from reporting time to arrival time of deadheading sector.
c. If the total Journey is traveled as DH, the flight duty time calculation is start
from reporting time to arrival time of deadheading sector.
d. For the calculation of Flight Time Component in to Flight Allowance System,
DH is counted as 0% Flight Time.
END OF 7.7

15 Nov 2016 Page 5
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C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o r a 1 - 2 5
n F
aINTENTIONALLY 1
LEFT7 - 0
BLANK
l y 2 0
R ose

01 Oct 2016 Page 6
▲
AND REST REQUIREMENTS
OM – A 7.8 SUMMARY DIAGRAM FOR FLIGHT
CREWMEMBER AND REST
7.8 SUMMARY DIAGRAM FOR FLIGHT CREWMEMBER WORK AND REST

ASSIGNMENT
Have you flown 1050 hours in any calendar

Yes
year?
No
Rest for 24
No Have you had 24 hours OFF in past 7 days? Yes
hours
Yes
Have you flown more than 300 hours (For 3
Pilots) or 350 hours (For 4 Pilots) during 90 Yes Go Home
consecutive days?
No
Have you flown more than 110 hours (2
Pilots) in any calendar month or more than
Yes
120 hours (For enlarged crewmember) in
any 30 consecutive days?
No
For enlarged 3 Pilots
Rest for 18
Yes Have you flown more than 24 hours in past
hours
72 hours?
No
C O PY 4 4
For enlarged 3 Pilots
9
Yes
L 5 .0
48 hours? 1
Have you flown more than 20 hours in past
ED
RO L n g /No
O N T n g g a
Is your assignment in the next 24
U N C S i t a consecutive hours?
Flight Time 9 hours and/or Flight Duty Time
l o ra 1 - 2 514 hours
n a F 1 7 - 0
l y 2 0
R ose LESS MORE
3 PILOTS 4 PILOTS
FRFS: FRFS:
Flight Duty Time 17 hours Flight Duty Time 17 hours
2 Pilot or Flight Deck Duty Time 12 hours Flight Deck Duty Time 12 hours
more FRFB:
Flight Duty Time 20 hours
Flight Deck Duty Time 14 hours
Fly the
aircraft
Check your limit:

- Flight Time
- Flight Deck Duty Time
- Flight Duty Time
- Is it split flight duty time?
Take
sufficient rest
END OF 7.8

01 Oct 2016 Page 7
▲
OM – A 7.8 SUMMARY DIAGRAM FOR FLIGHT
CREWMEMBER AND REST
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 8
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OM – A 7.9 FLIGHT CREWMEMBER ASSIGNMENT
DIAGRAM
7.9 FLIGHT CREWMEMBER ASSIGNMENT DIAGRAM
Valid License/Medical? No DKPPU/Medex
Yes
Simulator check No Pass Type Qualification Check? Yes
Yes
Specific qualification as per OM- Classroom/

Yes No
D1 4.1.1 simulator
Yes
Classroom/ Equipment qualification as per

No Yes
simulator OM-D1 4.1.1
Yes
Yes Pass route Qualification check No Route check
Yes
Classroom/
No Pass TR/PC Yes
simulator
C O PY
Yes
4 4 9
L ED 5 .0 1
Yes
RO L n
Competency /
Route and Auto Pilot
g No
RCU/Class/
Observation
O N T n g g a
U N C S i t a Yes
Route training/
l o ra
No
1 - 2 5
Fulfill recency requirement Yes
simulator
n a F 1 7 - 0
l y 2 0
ose
Yes
R Yes
Instructor Qualification (as
applicable)
No
Instructor
Recurrent
Yes
Crew Composition
Scheduling No Yes
Requirement?
Yes
Yes Inexperience and/or Kin pairing Yes Scheduling
No
Verify No Fitness for Duty Yes
Yes
Refer to
Yes Flight Duty Time Requirement?
OM-A Chapter 7.8
FLIGHT
ASSIGNMENT
END OF 7.9

01 Oct 2016 Page 1
▲
OM – A 7.9 FLIGHT CREWMEMBER ASSIGNMENT
DIAGRAM
C O PY 4 4 9
L E D 5 .0 1
RO L
n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose

01 Oct 2016 Page 2
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OM – A 8. HEALTH
TABLE OF CONTENT
CHAPTER 8
8.1 CREW HEALTH PRECAUTION ..................................................................................1
8.1.1 GENERAL PRECAUTIONS .............................................................................1
8.1.2 INFECTIOUS/CONTAGIOUS DISEASES ON BOARD ...................................1
8.1.2.1 GENERAL............................................................................................ 1
8.1.2.2 TYPES OF INFECTIOUS/CONTAGIOUS DISEASES ........................ 1
8.2 QUARANTINE MEASURES ........................................................................................1
8.3 ELEMENTARY FIRST AID MEASURES .....................................................................1
8.3.1 EMERGENCY MEDICAL EQUIPMENT ...........................................................1
8.3.2 CREWMEMBER TRAINING FOR IN-FLIGHT MEDICAL EVENTS .................1
8.4 DIRECTIONS FOR USE OF OXYGEN APPARATUS .................................................1
8.5 MOUTH-TO-MOUTH RESCUE BREATHING..............................................................1
8.6 DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURRING DISEASES ........1
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TABLE OF CONTENT
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8.1 CREW HEALTH PRECAUTION

8.1.1 GENERAL PRECAUTIONS
(1) Crew Meals
The objective is to maintain all crew member physically fit and alert. For flight
crew preferably the quality of the meals is equivalent to C-class and could be
served base on individual schedule. For safety reason the PIC and First Officer
shall therefore have different main dish.
(2) Food Poisoning
Food poisoning is among the most frequent cases of in-flight incapacitation.
Although caterer and catering supplies are frequently and thoroughly inspected,
it cannot be guaranteed that all food is always safe. In general fish and shellfish
pose the highest risk, however, meat and meat products cannot be excluded. If
at all possible the same applies to meals taken shortly before flight. The special
meals or crew box for one of the pilots will be mark.
Note: For incapacitation of crewmember refer to OM-A chapter 15.
8.1.2 INFECTIOUS/CONTAGIOUS DISEASES ON BOARD

8.1.2.1 GENERAL
C O PY 4 4 9
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If a passenger or crewmember seems to show symptoms of a contagious disease (e.g.
L 5
L g /
cholera, plague, small pox, typhoid, yellow fever), the PIC must comply with the
RO n
N T
international sanitary regulations as follows:
Oor representative g g a
n next station of call shall be notified
 The StationN C
Manager
S i t a
at the
at once U ra - 2 5
by radio.
F l o
a except the2public 7 0 1
- officer shall be admitted on board.
y-n 1
l
 After landing nobody
0 health
se or crewmember shall disembark without the permission of the public
opassenger
 RNo
health officer.
 Any cases of illness and the sanitary action taken shall be entered on the health
copy of the general declaration, stating the name(s) of the person(s) concerned.
For further particulars on the occurrence and initial symptoms of infectious diseases
see OM-A Chapter 8.1.2.2 below. For quarantine measures see OM-A Chapter 8.2.3.
8.1.2.2 TYPES OF INFECTIOUS/CONTAGIOUS DISEASES

When a taking decision as to whether there is a possible case of one of the infectious
or contagious diseases mentioned below, the PIC will consider the following:
 Whether the passenger has been stayed in the area of disease
For this reason the sick passenger should be asked where he has stayed during
the preceding fortnight, and it should be considered whether there is a possibility
of infection.
In the affirmative case it is necessary to know where the disease in question has
recently been discovered. It is hardly possible to keep abreast of these facts,
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although in board outline infection areas of these diseases may be listed,

accompanied by the manner of infection.
DISEASE SYMPTOMS TRANSMISSION INFECTED AREA
H1N1 Skin rash, cough, Spreads from Mexico, USA,

(SWINE obviously unwell, person to person, Canada, Costarica,
FLU) fever, Bruising or either by inhaling Australia, Austria,
bleeding without the virus or by Brazil, China,
previous injury, touching surfaces Hongkong,
Persistent diarrhea, contaminated Columbia,
Persistent Vomiting with the virus, Denmark,
then touching the Elsavador, France,
mouth or nose. Germany,
Infected droplets Guatemalla,
are expelled into Ireland, Israel,
the air through Italia, Japan,
coughing or Nederland, New
sneezing. Zealand, Panama,
Poland, Portugal,
Republic of Korea,
C O PY Spain, Sweden,
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Switzerland, and
RO L n g / United Kingdom,
N T
O watery SitaTransmitted n g g a Thailand.
N C profuse
U diarrhea,lovomiting,
CHOLERA
5 Far Eastern
F r a between
1 - 2
humans countries.
n a
rapid heart rate, loss
1 7 0
- route;the afecal-
through
l y 0
2 of contaminated
R ose mucous membranes,
of skin elasticity, dry oral bite
low blood pressure, food or a sip of

thirst, muscle contaminated
cramps, restlessness water can cause
or irritability infection.
YELLOW Fever, chills, severe Transmitted by Central Africa and

FEVER headache, back pain, mosquitoes. the tropical part of
general body aches, South and Middle
nausea, and America.
vomiting, fatigue, and
weakness.
TYPHUS or Fever, Rash (occurs Nowadays it is a the Near East, the

SPOTTED 2-5 days after fever), very rare disease. Balkans, Poland,
FEVER Headache, Nausea, The disease is Russia, North
Vomiting, Abdominal carried by clothes Africa, a few North-
pain (may mimic lese and Westerly states of
appendicitis or other consequently South America and
causes of acute only found with Central America,
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DISEASE SYMPTOMS TRANSMISSION INFECTED AREA

abdominal pain), people who are Korea and
Muscle pain, Lack of living in bordering countries.
appetite, Conjunctiva unsanitary
injection (red eyes) conditions.
SMALLPOX High fever, Head and Transmitted by Central and West

body aches, direct contact. Africa, Northern part
Sometimes vomiting of South Africa, Far
East, Ecuador.
ZIKA fever, skin rashes, Spread primarily Africa, the

VIRUS joint pain, or through the bite of Americas, Asia and
conjunctivitis (red an infected Aides the Pacific Islands
eyes), muscle pain species mosquito.
and headache
In respect of yellow fever, cholera and small pox, vaccination offers sufficient
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protection. If there is a doubt, crewmembers should find out whether the
4 4 9
passengers has been vaccinated or not.
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O L n g /
INCUBATION PERIOD NTR g g a
N C O and outbreak S i t a nthe disease, there is a lapse called the
Between theU times of infection
l o ra of
1 - 2 5
incubation period.
n a F 1 7 - 0
l y 2 0
ose
The periods are:
R
Swine Flu 3 - 5 days for adults but children expected take longer than
adult
Cholera 1 – 6 days
Yellow fever 6 days
Typhus or spotted 5 - 12 days

fever
Smallpox 8 – 14 days
Zika Virus not yet known but it is likely to be a few days to a week
If there is a patient on board who is suspected of suffering from one of the above
mentioned diseases, he has to be isolated immediately after landing. Passengers and
crewmember can be put under observation during the incubation period of the disease,
and the aircraft is des-infected or disinfected (in case of plague, fumigated against
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rats), whereas with respect to the unloading of freight, special precautionary measures
may be prescribed.
Note:
People infected with seasonal and 2009 H1N1 flu shed virus and may be able to infect
others from 1 day before getting sick to 5 to 7 days after. This can be longer for some
people, especially children and people with weakened immune systems and people
infected with 2009 H1N1 viruses.
END OF 8.1
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8.2 QUARANTINE MEASURES

01. GENERAL
An aircraft may be submitted to quarantine measure without passenger suffering
from an infectious disease being carried.
In principle, every State is free to take any measures it may deem necessary to
prevent infectious disease entering its territory. However, for the uniformity of the
measures taken, many States have agreed to submit themselves to the regulation
of the World Health Organization. All States concerned agree to report the
occurrence of infectious diseases to the World Health Organizations, which takes
care of the publication. As a consequence of this information, any State may
declare certain areas outside its own territory to be infected, and consequently be
free to issue restrictions of aerial traffic.
An aircraft arriving from infected areas may only land at certain airports, the so-
called sanitary airports, where measures have been taken to prevent infectious
diseases from spreading.
For aircraft leaving for and arriving from an infected area, the following actions may
be taken:
 disinfection of articles which are potential to spread the disease;
 medical examination of passengers and crew;
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 prohibition to leave the country of all persons showing symptoms of the
C 4 4 9
infectious disease;
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 in case of plague fumigation, destroying of any rats in the aircraft;
n
N T
O may be taken g g a
 in case of typhus or spotted fever, examine the suspected passenger.
naircraft arriving from an infected area
U N C S i t a
The following measures
l o ra if the
1 - 2 5
n a F
is declared to be infected with:
1 7 - 0
s e l y 2 0
o DISEASE
RH1N1 (Swine Flu)
ACTION MAY BE TAKEN
Medical Examination of passengers and crew.
CHOLERA  Medical examination of passengers and crew.
 Observation of passengers and crew within 5 days
after departure from the infected area, unless the
passenger has an International Certificate of
Inoculation against cholera which issued not more
than 6 months, and not less than 6 days prior to
arrival. In case of revaccination, this period should
start immediately after the latter.
YELLOW FEVER Insulation in screened localities of those passengers
and crew, who are not in possession of a valid
International Inoculation Certificate against yellow
fever, may be ordered for a period not exceeding 6
days.
They are allowed to continue the journey by the same
aircraft provided the medical authorities of the next
airport have been notified.
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DISEASE ACTION MAY BE TAKEN

THYPUS OR SPOTTED Observations only for the passenger who have left an
FEVER area infected with spotted fever less than 12 days and
have actually stayed there for some time.
SMALLPOX No measures, with the exception of vaccination and
possible observation for passengers and/or crew who
have left an infected area less than 14 days, and are
not in possession of a valid vaccination certificate.
ZIKA VIRUS Observation only for the passenger who have the ZIka
symptom and have left an area infected with Zika Virus
for about a week.
02. INOCULATION CERTIFICATE

It is necessary, that on certain routes, both passengers and crew are provided with
valid inoculation certificates.
Currently, only the International Certificate of Inoculation and Vaccination as
prescribed by the World Health Organization is recognized.
O PY
According to International regulation, the validity of the certificates is:
C 4 4 9
L D 6 month and
Ebetween 1
0 of age.
24.years
5
L
H1N1 (Swine Should be given to people
O produce protective
Radults g /
nantibodies in 21 days.
Flu)
T
98% healthy
N
O 6 days upStoitmonth g g a
n after the inoculation. In case of
CHOLERANC
U revaccination
From a
l o r awithin the period1-validity
2 5 of the vaccination,
n a F 1 7
immediately after the latter.- 0
s l y 0
e Up to 10 years2after the inoculation. In case of revaccination
o
RYELLOW
FEVER within the period of validity of the vaccination, immediately after
the latter.
SMALLPOX From 8 days after the vaccination (in case of revaccination,
immediately after the vaccination).
Inoculations against spotted fever (typhus), whilst being important as a personal

protection, play no part in quarantine matters.
Inoculations against yellow fever may only be administered by authorities
recognized for this specific purpose by the World Health Organization.
In many countries, inoculation given by general practitioners are no longer
recognized, a stamp of an official authority (e.g. Municipal Health Service of
Department of Public Health) is required.
END OF 8.2
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8.3 ELEMENTARY FIRST AID MEASURES

8.3.1 EMERGENCY MEDICAL EQUIPMENT
a. No person may operate a passenger-carrying airplane under this part unless it is
equipped with the emergency medical equipment listed in this section.
b. Each equipment item listed in this section
1) Must be inspected regularly in accordance with inspection periods established
in the operations specifications to ensure its condition for continued
serviceability and immediate readiness to perform its intended emergency
purposes;
2) Must be readily accessible to the crew and, with regard to equipment located
in the passenger compartment, to passengers;
3) Must be clearly identified and clearly marked to indicate its method of operation;
and
4) When carried in a compartment or container, must be carried in a compartment
or container marked as to contents and the compartment or container, or the
item itself, must be marked as to date of last inspection.
c. For treatment of injuries, medical events, or minor accidents that might occur during
flight time each airplane must have the following equipment that meets the
specifications and requirements of Appendix A of this part:
PY
1) Approved first-aid kits.
C O 4
2) In airplanes for which a flight attendant is required, an approved emergency
1 4 9
medical kit.
L L ED g / 5 .0
N T RO g g a n
8.3.2
N C
CREWMEMBER TRAINING O FOR IN-FLIGHT S i t a n
MEDICAL EVENTS
U program lmust
a. Each training o r a the instruction
provide
1 - set5
2 forth in this section with
n
respect to each F
aeach kind of 2operation
airplane type,
1 7
model, - 0
and configuration, each required
s e l y 0
R o
crewmember,
each
and
crewmember and the certificate
conducted,
holder.
insofar as appropriate for
b. Training must provide the following:

1) Instruction in emergency medical event procedures, including coordination
crewmembers.
2) Instruction in the location, function, and intended operation of emergency
medical equipment.
3) Instruction to familiarize crewmembers with the content of the emergency
medical kit.
(4) For each flight attendant:
Instruction, to include performance drills, in cardiopulmonary resuscitation.
The crewmember instruction, performance drills, and recurrent training required
under this section are not required to be equivalent to the expert level of proficiency
attained by professional emergency medical personnel.
A complete first aid course is beyond the scope of this manual. Reference is made to
the customary booklets, which can easily be taken along on journeys.
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Only the essentials of wound treatment, and a few hints concerning first aid in case of
injuries, are stated below:
 Minor injuries
After disinfecting the surrounding part with sterilon, cover wounds with envoplast
or salve-kwik. In the case of somewhat larger wounds, which are bleeding
profusely, apply on top, sterilized gauze (16 x 16) and finish up with a layer of
cotton wool and a firm bandage. Never use cotton wool directly on wounds.
 Splinters
Remove with the aid pointed tweezers, after disinfecting the wound with sterilon.
 Large wound
Use the special bandages contained in the large first aid kit, and then raise the
wounded part of the body to a comfortable position.
 Venous bleeding
Apply emergency dressing firmly to the wound.
 Arterial bleeding
To be recognized by the bright red blood gushing forcefully from the wound.
Fortunately, these types of wound do not frequently occur. An emergency dressing
C O PY
firmly applied, should be used first. If the bleeding does not stop, a tourniquet
4 4 9
should be applied; after half an hour unfastens the tourniquet; if the bleeding starts
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again, the tourniquet should be fastened again. After another half hour the same
R
procedure should be repeated. O L n g /
 Contusion, sprainO N T n g g a
ArrangeUforN
C S i t arefraining
on the spot if there isF l o r a
rest and cool dressings, whilst
a considerable swelling 0 - 2 5
from
1 pain.
exercising any pressure
y n a 1 7 - or violent
s e
 Fracture
o l 20
R Simple fracture : without injury of the skin.
 Complex fracture : with injury of the skin.
Patient should on no account be moved unless a splint has been applied. For the
application of the application of various splint bandages, one should refer to the
first aid instructions.
 Fracture of one or several of the dorsal vertebrae
Patient experiences violent pain in the back after falling down and landing on his
back or buttocks. Any incautious movement in such cases may cause injury of the
special marrow, resulting in permanent paralysis. The patient should therefore be
treated with the utmost care and laid down flat on his back, whereupon expert
assistance should be awaited.
 Unconsciousness after injuries may be caused by :
 injury of the head - concussion of the brain
In case of a slight concussion of the brain the patient is unconscious for a short
time only, after which he may suffer from severe headaches, feel sick and
sometimes vomit. The patient should be laid down flat and his head protected
against vibration of the aircraft, whilst performing any further movements very
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cautiously in this stretched out position. If the patient is conscious he should

not be given anything by mouth until a doctor has seen him.
In case of severe consumption of the brain the patient remains unconscious for
a longer period, and sometimes bleeds from the mouth, nose or ears; this
generally indicates a cranial fracture.
 indication of a cranial fracture
This is sufficient reason to request the PIC to land as soon as possible in order
to have the patient conveyed to a hospital.
 Shock
Shock symptoms are: unconsciousness and pale face, cold perspiration, weak
pulse, shivers, sickness.
Shock is a likely feature in all cases of serious external injuries or burning, and of
internal injuries. In this case medical attendance should be provided as soon as
possible ; pending this the patient should be kept warm and laid down flat ; when
the patient returns to consciousness he should not be given anything by mouth.
Oxygen can be administered.
 Serious loss of blood
In this case something like a state of shock occurs. Apart from measures to staunch
C O PY 4 4 9
the bleeding, correct treatment consist of administering oxygen, keeping the patient
ED .0 1
warm, and letting him take as many warm drinks (coffee) as possible, provided he
L 5
RO L g /
can hold his own cup. In the case of stomach bleeding (vomiting of blood) nothing
n
N T
should be given by mouth.
n g g a
 Fainting NCO i t a
U o
This may occur upon thelsight
S
rofablood, from fright, - 2 5
F
a be reminded2quickly - 0 1 from
7bycupkeeping
excitement etc. A harmless
e l y
condition whichn can
0 1 the head low, making the
Rwithos
patient drink, provided
cold water.
he can hold his own and sponging his face and neck
If the patient turns blue, oxygen should be administered at once.
END OF 8.3
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8. HEALTH
OM – A 8.4 DIRECTIONS FOR USE OF OXYGEN
APPARATUS
8.4 DIRECTIONS FOR USE OF OXYGEN APPARATUS

01. GENERAL
If the Medical Department deems it necessary to provide oxygen for one or more
passengers, the Medical Department will supply so called “oxygen cases”. An
oxygen case contains an oxygen cylinder, an oxygen mask (1) and a plastic oxygen
mask (2).
The latter is a spare one to use when the other becomes dirty or is not usable for
other reasons. The oxygen flow amounts to 3 or 7 liters per minute, automatically
controlled by a regulator at the top of the cylinder. If the mask is connected with
the green painted connector (G) the flow amounts to 3 liters per minute and if the
mask is connected with the red connector (R), the flow amounts to 7 liters per
minute. A method of rough determination of the quantity available in litters is to
divide the pressure in psi, indicated by the gauge (*) with the number 15 and
multiply this with the volume of the cylinder, i.e. 2.6.
If the plastic mask has to be used, disconnect the tube of the other mask and
connect it to the plastic one. Other procedures are the same.
If not strictly necessary, the pressure in the cylinder should not come under 50 psi.
Smoking is prohibited within 10 feet of oxygen storage and dispensing equipment.
C O PY 4 4 9
02. INSTALLATION
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RO L
and take the mask out.n g /
O N T
Open the upper part of the case
n g g a The lower part of the case
is sealed and must
UN C not be opened.
S
Open
i t a the valve by slowly turning the yellow
knob (y) a few turns
liters per minute; red: 7 l o r a
anticlockwise. Connect the mask
1 2 5
with the cylinder (green: 3
- by giving
n a F liters per minute).
1 7 - 0
Press the plug (4) in the connection and
l y
turn it a quarter-turn
e(3) iscause
clock wise.
0
Check the connection an outward pull
2movement. Check if oxygen is flowing. A flow
osshould
which
Rindicator
no noticeable
installed in the tube. When oxygen is flowing, the red part is partly
visible only.
03. AFTER USE

Remove the mask from the passenger’s face. Close the valve by turning the yellow
knob clockwise. Disconnect the mask. Put it in the case and close it.
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8. HEALTH
OM – A 8.4 DIRECTIONS FOR USE OF OXYGEN
APPARATUS
04. PORTABLE OXYGEN CONCENTRATOR (POC)
C O PY 4 4 9
Definition: POCs are small, portable devices that work by separating oxygen from
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nitrogen and other gasses in the air and providing the user with oxygen at a
RO L n g /
concentration of more than 90 percent. The POCs operate using either
N T
O the Portable g g a
n Bottle required by passenger with
rechargeable batteries or aircraft electrical power.
U N C S i t a
The POC may subtitude
prior arrangement andlo ra by Garuda-0Sentra
Oxygen
1 5 (GSM). However
-2Medika
Garuda does n
F approval
notaprovide the POC rather
1 7 than passenger itself provide it with
s e l y 2 0
RTheodetail
standard FAA approved POC.
procedure carrying passenger with POC is on OM-B2 chapter 2.1.14.
Here are the recommended and FAA approved POC that may be used in flight:
 AirSep FreeStyle
 AirSep LifeStyle
 Invacare Solo2
 Inova Labs LifeChoice
 Oxlife Independence Oxygen Concentrator
 SeQual Eclipse Portable Oxygen Concentrator Units
 Devillbiss Healthcare IGo
 Inogen One G2
 Inogen One
 Invacare XPO2
 International Biophysics LifeChoice
 Delphi RS-00400
 Respironics EverGo
 Oxus.
END OF 8.4
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8. HEALTH
OM – A 8.5 MOUTH-TO-MOUTH RESCUE
BREATHING
8.5 MOUTH-TO-MOUTH RESCUE BREATHING

When, by any reason, breathing stops, a simple procedure called mouth-to-mouth
rescue breathing often restores the breath of life. This method is described below.
Place one hand under victim’s neck
and lift. Tilt head back as far as
possible by holding the crown of the
head with your other hand.
Pull chin upward until the head is

tilted back fully. This is essential for
keeping the air passage
C O PY 4 4 9
L D your mouth /tightly
EPlace 5 .over1
0 victim’s
RO L a g
n nostrils shut. Breathe
O N T g
mouth.g Pinch
nout hard enough to make the chest
U N C S i t a
l o ra - 2 5 bothand
rise. For babies
1 very young
n a F 1 7 - 0
children, cover nose and mouth
s e l y 2 0 tightly with your mouth. Should there

R o be any aesthetically objections, then
cover nose and mouth with the
handkerchief and breathe through it.
Remove your mouth. Listen for sound
of returning air. If you don’t hear it,
recheck head position. Breathe
again. If you still get no air exchange,
turn victim on side and slap between
shoulders to dislodge possible
foreign matters, if necessary remove
with fingers. Afterwards put head
back in former position, see Fig.1.
Remove mouth each time to let
escape returning air.
For an adult, breathe vigorously about 16-18 times a minute. For a small child, take
relatively short breaths, about 10-12 per minute.
Don’t give up until the victim begins to breathe himself. If possible, call a doctor or
ambulance promptly. Keep the victim warm and quite.
END OF 8.5
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OM – A 8.5 MOUTH-TO-MOUTH RESCUE
BREATHING
C O PY 4 4 9
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L
RO LEFTgBLANK n g /
O N T
INTENTIONALLY
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8. HEALTH
OM – A 8.6 DIAGNOSIS AND TREATMENT OF
FREQUENTLY OCCURING DISEASE
8.6 DIAGNOSIS AND TREATMENT OF FREQUENTLY OCCURRING DISEASES

01. GENERAL
In order to be able to deal with illness and accidents on board, cabin crew
members, and for cargo flights the cockpit crew, should have some knowledge of
the symptoms of frequently occurring diseases, and of possible treatment. It should
always be realized that this knowledge is very limited, and that, whenever
necessary and possible, advice of a doctor or nurse should be sought.
02. AIRSICKNESS
The symptoms are the same as for seasickness: dizziness and in some cases
vomiting. The following cures may be tried:
 administer anti-airsickness tablets,
 make the patient shut the eyes and try to sleep,
 administer fresh air by means of the individual ventilator,
 sponge face and hands with cold water,
 give a blanket and pillow and draw the curtain,
 in case of vomiting, keep paper bags and napkins ready, let the patient
rinse his/her mouth,
 Offer dry crackers.
C O PY 4 4 9
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RO L n g /
03. EARACHE
N T
O in airSpressure, g g a
nresulting in abnormal pressure on the
This is caused C
U N by differences
i t a obtained by5swallowing or yawning.
eardrum. Relief of this
F l r a
pressure
o may be
1 -2is swallowing with the nose
a and pressing2with
Sweets or drinks may
nclimb the7
- 0
be served. The best remedy
1
e l y
closed during
ofo s 0 nose closed during descent. Swellings
RSleeping passengers should be awakened prior to descent.
the mucous membranes may be alleviated by administering a nose spray.
04. NERVOUSNESS
Persons, susceptible to emotional circumstances, may appear excited, agitated,
depressed or whimpering. A quiet attitude is the best treatment. A sedative (1 tablet
carbromal, three times daily) may be given, Hysterical fits should not be mistaken
for fainting due to other causes, such as genuine fits of epilepsy, or apoplectic fits,
or paralytic strokes.
A patient suffering from a hysterical fit is not always entirely unconscious; the
complexion does not change considerably (contrary to pallor in fainting, blueness
in epileptic fits, and redness in apoplectic fits). The hysterical patient drops
cautiously and refuses to have his eyes opened. As little attention as possible
should be paid to such a case.
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8. HEALTH
05. DIGESTIVE TROUBLE

This may manifest in the shape of:
 Gastric complaints (heartburn, belching). Advising abstinence from food and
administration of a medicine of the following sorts may bring relief :
 Roter (1 or 2 tablets)
 Alka Seltzer (allow 1 tablet to dissolve in a glass of water)
 Norit (a few tablets).
 Hiccups (also if caused by alcohol consumption)
Therapy: make the passenger, whilst holding his/her breath, stick out his
tongue for a considerable period.
 Diarrhea
Here too, abstinence from food and administration of Norit, Enterovioform (1
tablets four times daily) at Feuilor (1 tablet three to four times daily).
 Constipation
This can, if necessary, be counteracted by a laxative (e.g. Nourilax), taking into
PY
account the length of time to elapse before the end of the journey.
C O 1 4 4 9
L L D AFFECTIONS
EPULMORY / 5 .0
06. CARDIAC AND VASCULAR DISEASES,
Passengers, sufferingN T O disease, maygashow
Rheart g
n symptoms of cardiac
C O from
i t a n g
U N
weakness (general
r a S
feeling of indisposition, weak and quick pulse, sometimes blue
2 5and, if possible, the cabin
altitude should bea F l o
lips and nails). Oxygen should
1 -
be administered at once,
- 0
l y n reduced.
0 1 7
esuffering from spasm of2the heart (angina pectoris) may be exposed to
o s
RPatients
attacks during flight. If such a patient carries medicine to be taken in case of an
attack, this may be administered. Also supply oxygen and reduce cabin altitude if
possible. If all this fails to improve the situation, no time should be lost in providing
medical attendance.
People suffering from anemia, should be given oxygen when they show symptoms
of oppression or fainting. Again, reducing of cabin altitude might help.
Passengers suffering from affection of the lungs may become short-breathed.
Administration of oxygen may be necessary.
07. ACUTE CASES OF ILLNESS

The most frequent cases of acute illness which are to be anticipated amongst
passengers and crew are:
 Appendicitis
Commences with sickness, sometimes vomiting, slight fever and pain, at first
diffusely in the abdomen, later on specifically in the right-hand lower part. The
abdomen should be kept still (deep breathing being painful) the patient cannot
01 Oct 2016 Page 2

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8. HEALTH
bear pressure on the spot. Motions are regular, or the patient may have no
motion for a whole day; diarrhea is rare. A surgical operation is necessary
although a few hours of delay will not harm the patient, so that in most cases
the flight can be continued according to schedule. Naturally a wire should be
sent requesting the present of a doctor at the next station. Treatment: no food
or drink; make the patient recline in his/her seat.
 Stomach or intestinal perforation
Sudden, very violent pain; the patient feel oppressed due to painful breathing.
He/She lies stock still, feels sick and usually vomits, his/her face pale and
drained from all color; he is frightened, his nose is cold to the touch, his/her
pulse quick and very faint.
The patient must be operated on as quickly as possible and consequently it is
justified to deviate from schedule and to land at the nearest station where
surgical attendance is available. Treatment: no food or drink whatsoever!
 Gall stone or renal (calculus) colic’s
Very violent, shooting paints, in case of gall stone colic in the right-hand part of
the upper abdomen, extending to back and shoulder; in case of renal (calculus)
colic in the right-or-left-hand part of the lumbar region extending downward,
frequently attended by vomiting. Contrary to the above, the patient does not lie
C O PY 4 4 9
still but twists and writhes with pain, frequently walking around not knowing
ED .0 1
where to turn. These conditions are not very dangerous, although speedily
L 5
L g /
medical attendance to alleviate the violent pains which can only the neutralized
RO n
T
by means of morphine - is desirable.
N g g a
Treatment: C O warm clothes i t aorn
N administer
U the patient,lo r a S hot water bottle on the painful spot;
2 5
reassure
F
administer a Bus Copan
- 0 1 -
suppository.
l y n a 0 1 7
ose HEMORRHAGE 2
RGASTRIC
08.
Patient feels sick and vomits black blood (some bright red blood in the vomit is of
no importance); he turns pale, sometimes producing black motions of a pappy
nature. Unless the vomiting is vehement, and in great quantity, the flight may
proceed according to schedule. Preferably the patient should be laid flat, ice should
be placed on the gastric region and the patient should not be given any food or
drink, although he may be allowed to melt a few pieces of ice in his mouth.
09. HEMORRHAGE OF THE LUNGS

During a coughing-fit the patient vomits red, frontly blood, frequently one or more
cupfuls. This is rarely a directly dangerous condition; the patient should be made
to relax in his seat and reassured. A drink of ice water or a few block of ice in the
mouth will do him/her no harm.
10. PAIN IN THE CHEST

Apart from the affection mentioned under 07, viz spasm of the heart, which mainly
affects elderly people, pain in the chest rarely constitutes a reason to deviate from
01 Oct 2016 Page 3

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8. HEALTH
the flight schedule. Only when the pain is attended by violent oppression and blue
lips and nails, one should be careful, in that case administration of oxygen being
necessary. As a remedy against the pain, Aspirin, Almedine or sedatives may be
administered.
11. COLDS
Colds are especially important in connection with air travel, as the latter gives rise
to inflammations of the nose-cavity. It is advisable not to fly when one has a serious
cold, the nose-passage being obstructed.
Treatment:
 throat ache : Agre Gola or Spidox tablets (four or five tablets to be sucked daily);
 cold in the nose: nose-drops, nose-spray;
 Inflammation of the nose cavities, recognizable by pain above the eyes (frontal
sinus) or in the upper jaw (cavity of the jaw): nose-drops, nose-spray. When
the condition begins during flight, the rate of climbing or descending should be
reduced as much as possible;
 Common cold: application of hot cloths on the painful spot, nose-drops, Aspirin.
C O PY 4 4 9
L ED 5 .0 1
12. TOOTH ACHE
L
ROAspirin, Almedine n g /
O N T
Administration of hot compresses,
n g g a
U N C S i t a
l o ra 1 - 2 5
13. FEVER
n a F 1 7 0
- from the flight schedule; one or
l y 2 0
se tablets should be administered
Fever is hardly ever sufficient reason to deviate
RtwooAspirin every four hours. Passengers on the
intercontinental routes may suffer from an attack of malaria. In most cases of an
attack of fever of unknown nature it is undesirable that quinine or camoquine be
administered before a blood test has been made.
14. DIABETES
It is known from experience that diabetics, used to injecting themselves with insulin,
are inclined to take an extra dose during the journey for various reasons. This may
cause an abnormal fall of the sugar contents of the blood, and result in the patient
getting into a peculiar stupefied condition (stare, perspiration, trembling). In case
of such conditions, inquiry should be made of the patient himself or his possible
escort regarding the possibility of this being the cause of the abnormal symptoms.
In case of confirmation, a few teaspoonful of sugar or some sugared water will soon
cause the symptoms to disappear.
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8. HEALTH
15. APOPLECTIC FITS

Apolectic fits may occur to elderly people during the journey, especially when the
cabin temperature is high. The patient suddenly loses consciousness the head,
however, is congestive (red) and not pale (as in the case of fainting), he/she is
breathing deeply and often snoring irregularly, whereas in most cases the pulse is
clearly perceptible.
When he/she regains consciousness he/she is apt to suffer from paralysis. This
paralysis may also occur suddenly without attending unconsciousness. These
patients should not be laid down flat, but placed in a comfortable, half-sitting
position; tight fitting garments should be loosened, and if the patient looks blue,
oxygen should be administered. Furthermore, the PIC should be requested to
decrease the flying altitude, and to apply for medical attendance at the next station.
16. EPILEPTIC FITS

The patient, whilst at first appearing entirely normal, suddenly looks around him/her
in a peculiar way. The eyeballs roll upwards, he/she sometimes cries out, and then
lose consciousness. At first the muscles are taut, later on he/she starts violent
motions with the arms, the legs and the head, whilst frothing at the mouth
(frequently the mouth is covered with blood, due to his/her biting his tongue) and
making water.
C O PY 4 4 9
After 2 to 10 minutes the attack is past andED The measures
fades
Lcondition. into a few hours’ 1
5to.0be taken are
deep sleep,
from which the patient awakes inO L
R him/herself-place
normal g /
n and blankets around
: prevent the patient fromT
N injuring
Oor handkerchief g g a pillows
n mouth to prevent him/her biting
him/her - insertC
N cork
U - quietly await S i t a
into his/her
his/her tongue
F l o a end of the attack.1-25
rthe
n a 1 7 - 0
s e y
l (due to heat) 20
R o
17. EXHAUSTION
During a journey in tropical regions the cabin temperature is apt to rise
unpleasantly. In these cases it is the steward’s duty to invoke the assistance of the
flight engineer, in order to lower the temperature to a more comfortable level. When
it is noticed that the passengers are perspiring unduly, an extra supply, however,
causes the loss of a great deal of salt, symptoms of exhaustion, sometimes
attended by spasm, may result. This may be prevented by supplying to the
passengers daily, apart from great quantities of liquids, a few salt capsules.
END OF 8.2
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8. HEALTH
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OM – A 9. OPERATING PROCEDURES
TABLE OF CONTENT
CHAPTER 9
9.1 GENERAL .................................................................................................................. 1
9.2 AERODROMES ......................................................................................................... 1
9.2.1 CRITERIA FOR DETERMINING USABLE AIRPORT ....................................... 1
9.2.2 ENROUTE EMERGENCY AIRPORT ................................................................ 4
9.2.3 APPROVAL OF ROUTE.................................................................................... 4
9.2.4 METHOD OF DETERMINING AIRPORT CATEGORIES .................................. 4
9.2.5 RESCUE AND FIRE FIGHTING SERVICE (RFFS)........................................... 5
9.2.6 NOTAM AND AIP SUPPLEMENT ..................................................................... 6
9.2.7 BRIEFING ......................................................................................................... 6
9.2.8 AERODROME PAVEMENT BEARING STRENGTH ......................................... 8
9.3 ALTERNATE AIRPORT ............................................................................................. 1
9.3.1 ALTERNATE REQUIREMENTS........................................................................ 1
9.3.2 SELECTIONS OF ALTERNATE ........................................................................ 2
P Y
9.3.3 ALTERNATE AIRPORT WEATHER MINIMA .................................................... 3
O 4 93
9.3.4 NOMINATION OF ALTERNATES TO ATC D
E C .0 1 4
.......................................................
O L L g / 5
9.4
T R g a n
MINIMUM ALTITUDE.................................................................................................
N ..........................................................................
g
1
C
9.4.1 MINIMUM FLIGHT
N O ALTITUDE
S i t a n 1
UGENERAL .............................................................................................
9.4.1.1
l o ra 1 - 2 5 1
F
na OPERATING2MINIMA 1 - 0
7........................................................... 1
l y
9.4.1.2 AIRPORT
e 0
s FLIGHT BELOW PUBLISHED MINIMUM ALTITUDE ............................ 1
Ro 9.4.1.3
9.4.1.4 RESPONSIBILITY OF THE PILOT IN COMMAND ................................ 1
9.4.1.5 MINIMUM FLIGHT ALTITUDE CORRECTION ...................................... 2
9.4.2 TYPE OF MINIMUM ALTITUDE ........................................................................ 5
9.5 WEATHER ................................................................................................................. 1
9.5.1 WEATHER MINIMA .......................................................................................... 1
9.5.2 APPLICATION FOR FLIGHT PLANNING ....................................................... 27
9.5.3 LOW VISIBILITY PROCEDURE ...................................................................... 29
9.6 FLIGHT PLANS ......................................................................................................... 1
9.6.1 OPERATIONAL FLIGHT PLAN ......................................................................... 2
9.6.2 ATC FLIGHT PLAN ........................................................................................... 3
9.6.3 COMPUTER FLIGHT PLAN .............................................................................. 5
9.7 DISPATCH RELEASE ............................................................................................... 1
9.7.1 MANUAL DISPATCH RELEASE ....................................................................... 1
■
01 Oct 2016 Page 1
TABLE OF CONTENT
9.7.2 COMPUTERIZED DISPATCH RELEASE ......................................................... 3

9.8 WEIGHT AND BALANCE .......................................................................................... 1
9.8.1 WEIGHT DETERMINATIONS ........................................................................... 1
9.8.2 STANDARD LOAD SHEET ............................................................................... 3
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01 Oct 2016 Page 2
9.1 GENERAL
9.1 GENERAL
No pilot may operate an airplane in scheduled air transportation:
(a) Over any route or route segment unless it is specified in the air carrier's operations
specifications; or
(b) Other than in accordance with the limitations in the operations specifications.
Note: for details see ACL B31 and B32.
Garuda Indonesia, through Operations Support (CGKOSGA) ensures that nothing on
the performance Operating limitations as required by Subpart I of the CASR part 121
are violated and that all departure, destination and alternate airfields are adequate for
operations.
The Technical Operations departments in charge of Aircraft Performance shall
coordinate with relevant unit, with respect to safety issues on:
 Line operation policies, rules, instructions and procedures.
 Flight crewmember training.
END OF 9.1
C O PY 4 4 9
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9.1 GENERAL
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9.2 AERODROMES
9.2 AERODROMES
9.2.1 CRITERIA FOR DETERMINING USABLE AIRPORT
A. Airport Definition
01. Adequate airport (applicable for ETOPS/EDTO and non-ETOPS/EDTO)
An adequate airport is an airport, which the operator and the authority consider
to be adequate, having regard to the performance requirement applicable at
the expected landing weight. The following considerations should be met at the
expected time of use:
 Availability of the airport, equipped with the necessary ancillary services
such as ATC, Fire brigade sufficient lighting, communications, weather
reporting, nav-aids and emergency services.
 At least one letdown aid (ground radar would qualify) will be available for
an instrument approach.
02. Suitable airport (applicable for ETOPS/EDTO and non-ETOPS/EDTO)

A suitable airport is an adequate airport with weather reports, or forecast, or
any combination thereof, indicating that the weather conditions are at or above
operating minima and the field condition reports indicate that a safe landing can
C O PY 4 4 9
be accomplished at the time of the intended operation. A check of the relevant
ED .0 1
NOTAMS is also required to check that the airfield and its equipment are
L 5
L
available for the relevant period.
RO n g /
O N T n g g a
U N C S i t a
03. Alternate Airport
l o ra 1 - 2 5
F
An airport to which
n
an aircraft may proceed0
ato proceed to2or0to1land7 - at the airport of intended landing.
when it becomes either impossible
l y
se airports include the following:
or inadvisable
RoAlternate
 Takeoff alternate is an alternate aerodrome at which an aircraft can land
should this become necessary shortly after takeoff and it is not possible to
use the aerodrome of departure.
 En-route alternate is an aerodrome at which an aircraft would be able to
land after experiencing an abnormal or emergency condition while en route.
 ETOPS/EDTO en-route alternate is a suitable aerodrome that is designated
in a dispatch or flight release for use in the event of a diversion during
ETOPS/EDTO. This definition applies to flight planning and does not in any
way limit the authority of the pilot-in-command during flight.
 Destination alternate is an alternate aerodrome to which an aircraft may
proceed should it become either impossible or inadvisable to land at the
airport of intended landing.
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9.2 AERODROMES
04. Emergency Airport

Off-line airports not typically used by Garuda for normal operations, which may
be available for use in the event of an emergency. Emergency airports are
typically categorized by the level of support, facilities and risk to be expected,
and are only used when a flight cannot continue either to its destination or to a
suitable alternate due to a specific emergency.
B. Airport Analysis
Prior to operating to any route or airport, a route and aerodrome analysis shall be
completed (including destination and alternate), including:
 Obstacle clearance for all phases of flight (minimum safe altitude);
 Runway (width, length and pavement strength);
 Navigation Aids and lighting;
 Weather reporting;
 Emergency services;
 Fuel burn calculations;
 Fuel freeze considerations;
 ETOPS requirements when applicable;
 Air Traffic Services;
 Critical engine inoperative operations;
C O PY 4 4 9
 Depressurization over critical area;
L ED 5 .0 1
 (Special) Airport classification.
RO L n g /
N T
O use is adequate
Information to enable flight g g a
nat least to include:
preparation staff, dispatch and flight crew to determine
that airport N
U C
of intended
S i t a
shall
 Runways, Taxiways,lo
F raAreas; -01-25
Ramp
 Air Traffic
l y n a & Communications;
Service
2 0 1 7
s e
 oNavigation
R Weather aids and lightings;
reporting;
 Emergency services, including temporary period of reduced Airport Rescue &
Fire Fighting (ARFF);
 Curfews;
 PPR (Prior Permission Required);
 Field conditions;
 Applicable Operating Minima;
C. Performance Calculations
It shall be ensured that by referenced only to the performance manual of each type
of aircraft, all performance calculation considers all significant factors during all
phases of flight, including:
 Aircraft weight;
 Operating procedures;
 Pressure altitude;
 Temperature;
 Wind;
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9.2 AERODROMES
 Runway gradient;
 Runway contamination/braking action;
 Obstacle data;
 NOTAMS;
 MEL/CDL information;
 Aircraft configuration, including different flap setting, anti-ice usage;
 Runway length used for aircraft alignment prior to takeoff.
D. Performance Requirements
01. Takeoff Flight Path
The takeoff flight path (hence: all performance calculations) is principally based
on the concept that: after liftoff with the critical engine inoperative, the aircraft
must:
 Meet specified climb gradient requirement to ensure adequate climb
performance (airworthiness requirement).
 Clear all obstacle in a defined area beyond the end of the runway by a safe
margin (“operational “obstacle clearance requirement).
The gross takeoff flight path may be considered to extent from liftoff to the point
PY
where a height of 1500 feet above the takeoff surface is reached, or, the point
C O 4 4
where the transition from the takeoff to the clean configuration is completed
1 9
L L ED g / 5 .0
and the speed for compliance with the final takeoff climb requirement is
reached.
N T RO g g a n
N C O S i t a n
U
02. Departure Climb
raProcedures are
Gradient
l o 1 - 2 5
n a F
The Instrument Departure
1 7 - 0 climb gradientfor isaircraft
only applicable with all
s e l
engines y
operating. 2
Therefore, 0
when minimum published on
Rocertain airport as due to obstacle or noise abatement, flight crew shall ascertain
that the requirements are complied. See FCOM/AOM for specific type of
aircraft.
Performance engineering methods will surely involving complex calculations,
but as a rule of thumb, one can determine the all engine climb gradient by using
the following formula (vary the rate of climb to obtain desired gradient):
Rate of Climb ROC
Climb Gradient =  in short: T/O Grad = in %
Ground Speed G/S
Example:
The rate of climb during takeoff has never been less than 2000 feet/min until
3000 feet AGL. Assumed V2 = 150, where climb out speed is V2 + 20, the
approximate GS will be 170. The all engine take off climb gradient will be
2000/170 = 11.8 %.
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9.2 AERODROMES
03. Landing Performance

Flight crewmember shall asses landing performance prior to arrival at the
destination or alternate airport in order to determine that sufficient landing
distance exists for a landing to be accomplished with an adequate safety
margin:
 On the runway intended use;
 In the conditions existing at the estimated time of arrival (ETA);
 In the aircraft configuration and with the means of deceleration that will be
used for the landing.
9.2.2 ENROUTE EMERGENCY AIRPORT

In the event of en-route emergency (un-fightable fire, two-engine fail, etc.) on remote
or sparsely populated areas, the flight crewmember shall be familiar with the availability
of airport for landing (see OM-C Chapter 1.1 and 1.2).
Flight crewmember shall also be familiar with certain local procedures such as PAL
(Pilot Activated Lighting) operations, CTAF (Common Traffic Advisory Frequency),
AFRU (Aerodrome Frequency Response Unit), etc.
9.2.3 APPROVAL OF ROUTE

C O PY 4 4 9
ED 5 .0 1
Subpart E of the CASR Part 121 prescribes rules for obtaining approval of routes by
L
RO L n g /
all carrier. In respect of this, Garuda Indonesia has an obligation to conduct scheduled
O N T n g g a
operation satisfactorily between airport over that route or route segment, and must
U N C i t a
ensure that the following facilities and services are available and adequate:
S
 Route width
l o ra 1 - 2 5
a F
 Required airport data
n 1 7 -0
l y 2 0
R ose
 Communication facilities
 Weather reporting facilities
 En-route navigational facilities
 Servicing and maintenance facilities
 RFFS in ETOPS Alternate Airport
 Dispatch centers.
 Flight following system and requirements
9.2.4 METHOD OF DETERMINING AIRPORT CATEGORIES

Aerodromes are categorized in ascending order of difficulty from category A to
category C.
a. Category A aerodromes satisfy all of the following requirements:
 An approved instrument approach procedure;
 At least one runway with no performance limited procedure for takeoff and/or
landing;
 Published circling minima not higher than 1000 feet AAL; and
 Night operations capability.
01 Oct 2016 Page 4

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9.2 AERODROMES
b. Category B aerodromes do not satisfy the Category A requirements or require extra

considerations such as:
 Non-standard approach aids and/or approach patterns; or
 Unusual local weather conditions;
 Unusual characteristics or performance limitations;
 Any other relevant considerations include obstructions, physical layout,
lighting, etc.
c. Category C aerodromes require additional considerations to Category B

aerodromes.
Airport that has no instrument approach procedure is categorized as Category C
airport.
The list of aerodromes categorized as B or C, as well as the associated
particularities is given in OM-C Chapter 2.2
9.2.5 RESCUE AND FIRE FIGHTING SERVICE (RFFS)

Ref ICAO Annex 6. In principle, the published RFFS category for the aerodrome used
for a given flight should be equal to or better than the airplane RFFS category.
C O PY 4 4 9
However, if the airplane category is not available at one or more of the aerodromes,
L 5 .0 1
the operator should ensure that the aerodrome has the minimum level of RFFS which
ED
L
is deemed acceptable for the intended used.
O RFFS categories
Rwith g /
n the levels specified in
N T
Intended operations to aerodromes
O9.9.2, shouldS g g a below
n between the Garuda Dispatcher
C
Annex 14, Vol I, Chapter
U N i t a
be coordinated
and the aerodrome operator.
l o r a 1 - 2 5
n
Aircraft Type and MinimumF
a RFFS Category 1 7 -0
l y 0
2Departure and destination
Rose * Departure / aerodrome in case of temporary
ETOPS /
Destination EDTO En-
Aircraft Type downgrade and Take-off alternate,
route
destination alternate & en-route
alternate
alternate
B 747 – 400 8 7 4
B777-300ER 8 7 4
A 330 – 300 8 7 4
A 330 – 200 7 6 4
B 737-800 6 5 4
CRJ 1000 5 4 4
ATR72-600 4 4 4
* When the number of movements of aircrafts in the highest category normally using
the aerodrome is more than 700 in the busiest consecutive three months, the level of
protection provided by aerodrome authority will be one category above the table value.
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9.2 AERODROMES
If the equipment and personnel required are not immediately available at an airport,
Garuda may still list the airport on the dispatch or flight release if the airport's RFFS
can be augmented to meet the requirements from local firefighting assets. A 30
minutes response time for augmentation is adequate if the local assets can be notified
while the diverting airplane is en route. The augmenting equipment and personnel must
be available on arrival of the diverting airplane and must remain as long as the diverting
airplane needs RFFS.
9.2.6 NOTAM AND AIP SUPPLEMENT

AIP (Aeronautical Information Publication) is a legal documents issued by States and
takes priority over other source of aeronautical information. It has publication and
effective dates.
NOTAM (ICAO Annex 15): A notice, distributed by means of telecommunications,
containing information concerning the establishment, condition, or change in any
aeronautical facility service, procedure or hazard, the timely knowledge of which is
essential to personnel concerned with flight operations.
NOTAMs are presented from the ATC briefing office or approved source (Jeppesen).
Some States continue to use the name “NOTAMs Class 1”.
PY
AIP Supplements are (Annex 15): Temporary changes to the information contained in
O
the AIP, which are published by means of special pages. Some States continue to use
C 1 4 4 9
the name “NOTAMs Class 2”.
L L ED g / 5 .0
N T RO g g a n
9.2.7 BRIEFING
N C O S i t a n
U officerlo
The flight operations raprovide the pilot
shall
- 2 5of navigation
in command
1 all available current
reports or information on F - 0
y n
may affect thelsafety
a 20 1 7
airport conditions and irregularities facilities that
a. R
seoperations
oflight
The
of the flight.
officer shall provide the pilot in command all available current
reports or information on airport conditions and irregularities of navigation facilities
that may affect the safety of the flight.
b. Before beginning of each flight, the flight operation officer shall provide the pilot in
command all available weather reports and forecasts of weather phenomena that
may affect the safety of the flight, including adverse weather phenomena, such as
clear air turbulence, thunderstorms, and low altitude wind shear, for each route to
be flown and each airport to be used.
c. During flight, the flight operation officer shall provide the pilot in command any
additional available information of meteorological condition including adverse
weather phenomena, such as clear air turbulence, thunderstorms, and low altitude
wind shear, and irregularities of facilities and services that may affect the safety of
the flight
d. In order to comply with (a) and (b), FOO shall explain the information by briefing in
person to pilots.
Briefing Location
The recommended location for a proper briefing is a designated location where
required Manuals or References can be easily accessed.
01 Oct 2016 Page 6

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9.2 AERODROMES
The preference is in the Flight Operations Briefing room or onboard the aircraft. If for
some reasons this recommendation becomes impracticable, an isolated area, where
disturbances can be kept to a minimum level is considered acceptable (such as crew
lounge).
Conducting briefing in passenger lounge or in the gate is prohibited
Briefing Items
The following aspects shall be obtained and reviewed before each flight:
a) Aircraft Technical Status
Information about technical status is obtained in the Aircraft Maintenance Log and
Hold item List. The knowledge of the technical status report enables the PIC to
decide whether the technical minimum requirements for the safe performance of
the intended flight are fulfilled.
b) Meteorological Conditions
This briefing is principally available in the form of written documentation to explain
the prevailing MET situation and the expected development for the planned flight
leg(s). A sufficiently detailed MET documentation covers the requirements for MET
briefing.
The MET briefing shall include:
C O PY 4 4 9
 Forecast for the aerodrome of departure and takeoff alternate
ED .0 1
 For flights of 2 hours or less the most recent actual reports for the aerodrome
L 5
RO L n g /
of departure and takeoff alternate, trend forecast and runway reports for
O N T n g g a
destination, alternates and other aerodromes involved.
C i t a
 Runway reports and aerodrome warnings and other information on hazardous
U N S
l o ra - 2 5
weather conditions for the aerodrome of departure and takeoff alternate.
1
n a F 1 7 -0
 Information on the expected en-route upper winds and temperatures.
l y 2 0
ose
 Information on the expected significant en-route weather (preferably Significant
R Weather Charts), Jet streams and where required tropopause height.
 Adverse weather operations:
 Icing Conditions:
 The latest and the following trend weather condition;
 Taxi times;
 Hold Over Time; and
 Other relevant factor before takeoff.
 Tropical Cyclone/Typhoon
 Name;
 Speed of movement;
 Position and trajectory;
 Route to be flown;
 Suggestion for avoidance.
(Refer OM-A Chapter 14)
 Thunderstorm
 Position;
 Trend weather;
 Microburst and wind shear.
16 Jan 2017 Page 7

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9.2 AERODROMES
The documentation provided shall cover the flight in respect of time, altitude, and
geographical extent. Also shall include additional required route, e.g. routes to
Destination, Alternates and all required aerodrome for legal flight planning
(ETOPS/EDTO, en-route alternate). It shall contain the latest available information,
especially as far as aerodrome forecast and actual reports, trends and runway
reports are concerned.
The documentation may be provided in the form of:
 Standard MET documentation,
 Reduced MET documentation at stations with short transit and turnaround
stops.
c) Company Matter
Route information, flight planning, aircraft load, fueling, NOTOC etc. Any change
to existing situation that affect aircraft performance on departure, destination and /
or alternate station shall be advice to the crew, consult MEL etc.
d) ATC briefing
The ATC briefing includes SID, noise abatement, and any other local procedures,
if any.
e) NOTAMS
C O PY
Any information regarding the establishment, condition, changes in any
4 4 9
aeronautical facility, service, procedure, or hazards to such flight.
L ED 5 .0 1
L
RO STRENGTH n g /
9.2.8 AERODROME PAVEMENT
O N T
BEARING g g a
n - PAVEMENT CLASSIFICATION
N C
U(ACN/PCN) SYSTEM S i t a
01. THE AIRCRAFT CLASSIFICATION
l o ra
NUMBER
1 - 2 5
NUMBER
n F
a a single system 1 7 -0 the weight limitation of aircraft
l y
ICAO has developed
0for determining
oseon airport pavements by2procedure of comparing an Airport’s Pavement
Roperating
Classification Number (PCN) with an Aircraft’s Classification Number (ACN).
An aircraft having an ACN equal to or less than the PCN can operate without weight
restriction on the pavement. This system replaces all previous methods used by
airports to report their pavement capabilities.
The detailed procedures used for the development of the ACN/PCN numbers are
described in the appropriate ICAO documents.
02. THE AIRCRAFT CLASSIFICATION NUMBER (ACN)

The ACN is calculated taking into account the weight of the aircraft, the pavement
type, and the subgrade category.
ACN values for selected aircraft have been calculated by ICAO using two computer
programs, one for rigid pavements and one for flexible pavements.
Manufactures will calculate ACNs for new aircraft as they come into service will
publish the results in Flight manuals.
The tables give ACN values for two weights, one at maximum authorized takeoff
weight and a lower representative operating weight empty. If the aircraft is
01 Oct 2016 Page 8

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9.2 AERODROMES
operating at an intermediate weight, the ACN value can be calculated by a linear

variation between the limits.
Extrapolation is not permissible. With a known PCN value the maximum authorized
takeoff weight can be determined.
03. PAVEMENT CLASSIFICATION NUMBER (PCN)

PCN are reported in AGA 2 and AGA 3 of the AIP as a five part code.
Apart from the numerical value of the PCN the report includes the pavement type
(rigid or flexible) and the subgrade support strength category. Additionally,
provision is made in the report for the airport authority to place a limit on maximum
allowable tire pressure if this is a constraint. Finally, an indication is given whether
the pavement was evaluated by technical means or by past experience of aircraft
use of the pavement.
Details of the five elements of the code are :
a. The PCN number
b. The type of pavement :
R = Rigid
F = Flexible
c. The pavement subgrade category :
C O PY 4 4 9
L
A = High subgrade strength ED 5 .0 1
RO L
B = Medium subgrade strength
n g /
N T
C = Low subgrade strength
O n g g a
N C S i t a
D = Ultra low subgrade strength
U l o ra 1 - 2 5
d. The maximum tyre pressure authorized for the pavement :
n a F 1 7 -0
l y
W = High, no limit
2 0
R ose
X = Medium, limited to 217 psi (1.5 MPa)
Y = Low, limited to 145 psi (1.0 MPa)
Z = Very low, limited to 73 psi (0.5 MPa)
e. Pavement evaluation method :
T= Technical evaluation
U = By experience of the aircraft actually using the pavement
04. OPERATING PROCEDURES

Normal Operations
Provided a pavement PCN is equal to or greater than the ACN of the aircraft,
unlimited use of the pavement is permitted. For comparison, elements b and c in
ACN and PCN code should be similar.
Overload Operations
 for flexible pavement, occasional movements by aircraft with ACN not
exceeding 10% above the reported PCN should not adversely affect the
pavement;
 for rigid or composite pavements, in which a rigid pavement layer provides a
primary element of the structure, occasional movements by aircraft with ACN
01 Oct 2016 Page 9

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9.2 AERODROMES
not exceeding 5% above the reported PCN should not adversely affect the
pavement;
 if the pavement structure is unknown, the 5% limitation should apply; and
 the annual number of overload movements should not exceed approximately
5% of the total annual aircraft movements.
Such overload movements should not normally be permitted on pavements
exhibiting signs of distress or failure. Furthermore, overloading should be avoided
during any periods of thaw following frost penetration, or when the strength of the
pavement or its subgrade could be weakened by water.
Where overload operations are conducted, the appropriate authority should review
the relevant pavement condition regularly, and should also review the criteria for
overload operations periodically since excessive repetition of overload can cause
severe shortening of pavement life or require major rehabilitation of pavement.
Garuda Indonesia will not plan to operate into airports that do not meet the
requirement. Garuda Indonesia minimum requirements with respect to runway and
apron bearing strength. Navigation Support Department (CGKOSNGA) is in charge
with the supervision of the subject.
This implies that routine NOTAM on Load Classification Number (LCN) etc., need
not be considered for day to day flight preparation.
C O PY 4 4 9
L ED 5 1
.0END OF 9.2
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 -0
l y 2 0
R ose
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9.3 ALTERNATE AIRPORT

9.3.1 ALTERNATE REQUIREMENTS
No aerodrome shall be designated as a destination alternate unless the airplane, at
the weight anticipated at the time of arrival at such aerodrome can meet the landing
distance required as shown in the operating manual for the altitude of the aerodrome
and in accordance with other applicable operating requirements for the alternate
aerodrome.
Since the choice of alternate influences the basic block fuel, for that reason alternates
must be chosen by considering:
 Flight planning minima for alternates (visibility/ceiling: see OM-A chapter 9.5.1)
 Weather (wind and precipitation)
 Runway length and conditions.
 NOTAM information, opening hours, other ROM and aerodrome limitation
 Aircraft equipment.
Alternate will normally be selected from those listed in the ROM for each regular
aerodrome.
If weather forecasts of destination and alternate are well above limits and the area is
known for stable conditions and accurate forecasting, the alternate requiring the least
amount of alternate fuel must be selected.
C O PY 4 4 9
L ED
The alternate requiring the least amount of fuel can also be selected
5
in .0 1
conditions less
favorable, considering:
RO L n g /
 Auto-land capability NT
Oaids n g g a
N C
 Available approach
U S i t a
 Low visibility procedureslora 1 - 2 5
n a
 Likelihood of diversions
F 1 7 -0
 etc. se l y 2 0
R o
If the conditions at destination are such that the possibility of a diversion cannot be
disregarded, selection of the commercial alternate (see ROM: diversion directive)
should be considered.
The probability of a diversion (low when CAT II is available) should be weighed against
the cost of carrying extra fuel and/or leaving behind payload.
Alternate airports can be define as:
1. Destination Alternate
Normally one alternate for destination is required. If the weather forecast for the
destination airport at ETA is equal to applicable operating landing minima then one
additional alternate is required.
If the weather forecast for the destination airport at ETA is below landing minima
or the wind is in excess of the tail – or crosswind limitations, then no dispatch is
allowed.
2. Takeoff Alternate (Alternate Airport For Departure)
If the weather conditions at the airport of departure are at or below the applicable
operating landing minima or it would not be possible to return to the airport of
01 Oct 2016 Page 1

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departure for other reasons, the flight may be dispatched provided an alternative
airport is available and located within the following distances from the departure
airport:
 Two engine aircraft:
Not more than one hour flying time from the departure airport, calculated at the
single-engine cruise speed, determined from the aircraft operating manual in
ISA and still air conditions using the actual takeoff mass.
 Three or more engine aircraft:
Not more than two hours flying time from the departure airport, calculated at
one engine inoperative engine cruise speed, determined from the aircraft
operating manual in ISA and still air conditions using the actual takeoff mass.
 For aircraft engaged in ETOPS where alternative airport meeting the flight time
criteria stated above is not available, the first available airport located within the
maximum diversion flying time approved, considering the actual takeoff mass.
3. En-Route Alternate
An alternate airport, which is used for Garuda Indonesia fuel policy requirement or
as listed ACL 70.
The en-route alternate shall be a suitable airport and the location can be checked
C O PY
by means of the flight planning computer and/or Route Operation Manual (ROM).
4 4 9
4. Operation To an Isolated Airport
L ED 5 .0 1
RO L n g /
Operation to an isolated airport where no suitable destination alternate airport is
O N T n g g a
available is permitted only when the weather forecast for such airport is CAVOK
U N C i t a
for a period of 2 hours prior to until 2 hours after ETA.
S
l o ra must ensure: 1 - 2 5
n F
For each flight into isolated airport,
a of a point of 2 1 7 0
-(PSR).
l y
 The designation
0
safe return
seflight does not continue past the PSR unless a current assessment of
R oThe
meteorological condition, traffic, and other operational conditions indicate that
a safe landing can be made.
9.3.2 SELECTIONS OF ALTERNATE

Alternates will normally be selected from those listed in the ROM for each regular
airport. If none of these alternates can be used, any other suitable airport may be
selected in accordance with ACL C70.
If the conditions at destinations are such that the possibility of diversion cannot be
disregarded, the following consideration should be taken into account when selecting
alternate:
A. Operational Requirements
 Weather condition is forecasted above minima within one hour before and one
hour after the estimate earliest and latest time of arrival
 Runway conditions and length
 Approach facilities
 Availability of fuel and starting equipment
 Ground Handling / Aircraft handling facilities.
15 Nov 2016 Page 2

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B. Commercial Considerations
 Distance from destination
 Passenger handling facilities
 Final destination of disembarking passengers
 Ground connections and/or hotel accommodations
 Schedule regularity
 Political aspects.
In case of a very good weather forecast for a destination, situated in a normally reliable
weather area, planning of a close-by alternate in recommended to avoid unnecessary
carriage of fuel.
When the chance of an actual diversion in such a case in remote. Therefore, the
requirements for the availability of fuel and/or starting equipment at the alternate
station is not necessary, provided the destination airport has more than one runway.
In the Alternate tables, an alternate is specified for the calculation of the basic booking
payloads. In most cases it will be possible to use this alternate or an alternate at shorter
distance for flight planning.
9.3.3 ALTERNATE AIRPORT WEATHER MINIMA

C O PY 4 4 9
ED .0 1
No person may list an airport as an alternate airport in the dispatch or flight release
L 5
L g /
unless the appropriate weather reports or forecasts, or any combination of those
RO n
O N T n g g a
reports and forecasts, indicate that the weather conditions will be at or above the
U N C S i t a
alternate weather minimums specified in the certificate holder's operations
l o ra
specifications for that airport when the flight arrives.
1 - 2 5
n a F 1 7 -0
l y 0
9.3.4
ose OF ALTERNATES TO2ATC
NOMINATION
R
The name(s)) of the alternate airport(s) must be inserted in the ATC flight plan.
If at any time the usability of the planned alternate should become impaired (e.g.
weather deterioration, premature consumption of fuel reserve or performance loss) a
new alternate must be nominated to ATC. In this case, any airport into which the aircraft
can safely be operated may be selected.
END OF 9.3
01 Oct 2016 Page 3

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C O PY 4 4 9
L EDBLANK g / 5.0 1
RO L
INTENTIONALLY LEFT
a n
O N T n g g
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 -0
l y 2 0
R ose
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9.4 MINIMUM ALTITUDE

9.4.1 MINIMUM FLIGHT ALTITUDE
9.4.1.1 GENERAL
Garuda Indonesia establish Minimum Flight Altitude (MFA) and the method to
determine them for all routes to be flown, which provide the required terrain clearance
taking into account the applicable performance requirements. Where MFA is
established by over-flying States are higher than those established by Garuda
Indonesia, the higher value shall be applied. Minimum altitude information is provided
in OFP, Approach and Route Charts.
 The following shall be taken into account when establishing MFA:
 The accuracy with which the position of the aircraft can be determined.
 The probable inaccuracies in the indications of the altimeter used.
 The characteristics of the terrain along the routes or in the areas where operations
are to be conducted (e.g. sudden changes in the elevations).
 The probability of encountering unfavorable meteorological conditions.
 Possible inaccuracies of aeronautical charts.
In fulfilling the above requirements, due considerations shall be given to:
 Correction for temperature and pressure variation from standards.
 ATC requirements; and
C O PY 4 4 9
 Any possible contingencies along planned route.
L ED 5 .0 1
RO L n g /
O N T n g g a
9.4.1.2 AIRPORT OPERATING
N C MINIMA
U operating minima S i t a
The published
l o aforairport
rthe -
each airport shall
1 2 5 notChapter
be lower than those
n a F
established by the state in which
1 7 - 0
is located (see OM-A 9.5.1-01).
o s e ly 20
R
9.4.1.3 FLIGHT BELOW PUBLISHED MINIMUM ALTITUDE
Except for the purpose of takeoff and landing, a flight shall not be operated below the
applicable published minimum altitude.
When conducted visual or circling approaches, adequate visual reference shall be
maintained.
When being radar vectored, minimum vectoring altitudes apply which are the
responsibilities of the radar controller.
9.4.1.4 RESPONSIBILITY OF THE PILOT IN COMMAND

The Pilot in Command shall determine all the minimum safe altitude of the flight in
accordance with the reference as specified in the route chart of Jeppesen / Garuda
Indonesia /or other approved chart (such as Indo Avis), area chart, approach chart,
SID, STAR and the information provided in the operational flight plan.
Application of the lateral navigation procedures in combination with respective
FCOM/AOM procedures should ensure that the required navigational accuracy is
maintained under all conditions.
01 Oct 2016 Page 1

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All published altitude are true altitude, therefore when using a pressure altimeter in
determining aircraft altitude, it is the pilot’s responsibility to correct the altimeter reading
as appropriate for pressure, temperature, wind and terrain effects.
Altitude associated with procedures (e.g. initial or intermediate approach) normally
contains sufficient obstacle clearance and correction should not be necessary.
However, when cleared to an altitude found unacceptable /doubtful to the pilot-in-
command due to low temperature or any other reason, he is expected to request
higher. If such request is not received, ATC will consider the clearance to be accepted
and to be complied with.
When being radar vectored, ATC is responsible for terrain clearance, including cold
temperature correction.
Note:
 In order to enhance situational awareness and enable to verify ATC clearance in
relation to terrain, airport charts are provided with relevant terrain contour.
 Terrain clearance should be used for contingency planning such as engine failure
after V1.
 For selected areas, the route documentation provide terrain contour for the en-
route phase of flight.
 In order to be prepared for emergency conditions, it is recommended to count the
PY
required correction before entering an area where minimum altitude is high.
O 4 9
 At high altitude and under very low temperature conditions, the required corrections
C 1 4
L L ED
may equal or exceed the vertical clearance of certain MFA.
g / 5 .0
N T RO
 Some states may also prescribe pressure altimeter corrections.
g g a n
N C O S i t a n
U ALTITUDE
9.4.1.5 MINIMUM FLIGHT
l o r a
CORRECTION
1 - 2 5
n a
a. Pressure Correction F 1 7 -0
l y 0
2 hPa) must be corrected for pressure
ose to obtain
An altimeter
Rdeviations
set to standard (1013.2
true altitude. When QNH is above 1013.2 hPa, true altitude will
be higher than indicated and a correction may safely be omitted. When QNH is
below 1013.2 hPa, true altitude will be lower than indicated and the minimum safe
altitude should be increased. An appropriate correction is 30 feet per hPa below
1013.2 hPa.
When obstacle clearance becomes a factor, try to obtain a local or regional QNH
as soon as possible. A pressure correction is not required for QNH and QFE
altimeter setting.
Low (sudden) Barometric Pressure Correction
The procedure outlines are to be followed when calculating the minimum altitude
for the safe avoidance of en-route terrain and obstacle.
When flying at levels with altimeter set to 1013 hPa / 29.92 InHg, the minimum safe
altitude must be corrected for deviation in pressure when the pressure is lower than
ISA.
The following correction is to be applied to the indicated altitude (reference to 1013
hPa) to determine the geometrical aircraft altitude.
01 Oct 2016 Page 2

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QNH Correction
Values to be added by Pilots
QNH of Nearest Station
to Minimum Safe Altitude
1013 0
1010 80
1005 220
1000 380
995 510
990 630
985 780
980 920
975 1080
Example:
Planned FL : FL160, ISA Temp
MEA : 15.000 Feet
Local QNH : 975 hPa = minus 1080 feet, meaning True Altitude only 14.920 feet.
If MEA would be 15.000 feet, the minimum required Obstacle Clearance will not be
assured. The next higher flight level must be used.
See also OM-A Ch 12.5.5 correction when barometric pressure is above 1013 hPa.
b. Temperature Correction
C O PY 4 4 9
ED
Calculated Minimum Safe Altitudes must be adjusted when the ambient
L 5 .0 1
L
O per 10ºCgbelow
temperature on the surface is below ISA.
Rincrease g /
n ISA may be used for
A correction of 4% N T
Ominus 15ºC.Sforitalower
height g a
n temperatures; a more accurate
C
temperatureNabove
Ushould be obtained 5 are calculated at sea
correction
F l o r afrom tables below.1-Values
2
n aconservative when
level, and they are
l y 0 1 7 -0at higher altitude.
applied
o sofethumb: for each ºC below2 standard, add 4 feet per 1000 feet to the
RRule
published altitude.
Table 1 Low temperature altitude correction EN-ROUTE
MORA (feet)
5000 10.000 15.000 20.000 25.000
Temp ºC
Std – 5 90 190 300 410 540
Std – 10 190 390 600 840 1090
Std – 15 290 590 920 1290 1680
Std – 20 390 800 1260 1750 2290
Std – 25 490 1030 1610 2240 2930
Std – 30 600 1260 1970 2750 3600
Example:
MORA = 15000 feet, temp = STD – 20, area QNH = 983 hPa.
Pressure correction (altimeter at 1013.2) : 900 feet (30 X 30).
Temp. correction (table 1): 1260 feet (compare with rule of thumb = 1200 feet).
Conclusion: Route MORA must be increased by at least 2200 feet (rounded off to
the next higher 100).
01 Oct 2016 Page 3

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Table 2 Low Temperature Altitude Correction Terminal Area

A/D Temp
(ºC)
0 - 10 - 20 - 30 - 40 - 50
HAA (feet)
200 20 20 30 40 50 60
300 20 30 50 60 80 90
400 30 40 60 80 100 120
500 30 50 70 100 120 150
600 40 60 90 120 150 180
800 50 80 120 150 190 240
1000 60 100 140 190 240 300
1500 90 150 210 280 360 450
2000 120 200 280 380 480 600
3000 170 290 430 570 720 890
4000 230 390 570 760 970 1190
5000 290 490 710 950 1210 1500
See OM-A Ch 12.5.6 for Low Temperature Altitude Correction on Departure Airport
c. Strong Wind over Mountainous Terrain Area
C O PY 4 4 9
ED .0
The combination of wind and mountainous terrain can cause local changes in
L 5 1
RO L n g /
atmospheric pressure due to Bernoulli Effect. This occurs particularly when the
O N T n g g a
wind direction is across mountain crests or ridges. It is not possible to make an
U N C S i a
exact calculation, but studies have indicated that under extreme conditions (80
t
l o ramountain waves 1 - 5reduce altitude keeping
knots wind speed at 100 feet HAA), an altimeter error of up to 800 feet are possible.
2
Severe turbulence or
n F
athis condition is2expected,
severe
1 7 0 deviation of over 2000 feet is
-altitude
may
y
capability.lWhen 0
ose
Rpossible.
Although the guidance may be provided, the Pilot in Command should evaluate
whether the combination of terrain, wind strengths and directions are such as to
make correction for winds necessary.
Strong Wind Corrections
Correction for Wind Speed should be applied in addition to the standard corrections
for pressure and temperature, and ATC shall be advised.
Altimeter Error Due To Wind Speed
Wind Speed Altimeter Error
20 53
40 201
60 455
80 812
01 Oct 2016 Page 4

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9.4.2 TYPE OF MINIMUM ALTITUDE

A. Minimum En-route Altitude (MEA)
The minimum en-route altitude (MEA) is the lowest altitude a pilot can fly en-route.
The MEA provides obstruction clearance within 5 statute miles of the airway
centerline.
MEA guarantees clearance of:
1) 1000 feet above the highest obstruction in non-mountainous terrain, or
2) 2000 feet above the highest obstruction in mountainous terrain, rounded off to
the next higher increment of 100 feet.
The lowest MEA is 2000 feet. In addition to obstruction clearance, the MEA also
guarantees reception of a navigational signal at any point along the airway. The
pilot flying at or above the MEA can be assured that proper obstruction clearance
and usable navigational signals are reliable.
On Jeppesen charts the MEA is shown the airway centerline. It is often the first of
the two altitudes listed, or, if only one is shown, it is the MEA.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 -0
l y
sewidth is actually four miles 0
2 either side of centerline, however obstruction
o
RAirway
clearance criteria is provided five SM either side of airway centerline.
B. Minimum Obstruction Clearance Altitude (MOCA)
MOCA guarantees the same obstruction clearance as MEA. The major difference
is that MOCA only assures reliable navigation signal within 22 NM of the VOR
facility.
On Jeppesen chart, MOCA identified by letter T indicates the obstruction is terrain.
01 Oct 2016 Page 5

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C. Minimum Off-Route Altitude (Route MORA)

The minimum off-route altitude (MORA) provides obstructions clearance within 10
NM of the route centerline (regardless of the route width) and fixes.
MORA guarantees clearance of:
 1000 feet above the highest obstruction up to and including 6000 feet, or
 2000 feet above the highest obstruction exceeding 6000 feet.
Figures found in a or b should be rounded off to the next higher increment of 100
feet. The lowest MORA is 2000 feet. On Jeppesen charts the MORA is identified
by letter a.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 -0
e l y 2 0
osMORA
RGrid
D. GRID
MORA is a MORA, which provides obstruction clearance within a specified
Latitude and Longitude, normally 2 degree of Lat/long.
Depending on the scale, two or more sections may be covered by one Grid MORA.
An off-route or flight diverges from designated route due to ATC, Weather,

Navigational inaccuracy or any other reason shall not be flown below MORA or
Grid MORA unless:
 Adequate visual reference can be maintained.
 The aircraft position is within an area where lower minimum altitudes are
applicable.
 When radar vectoring is provided by an ATS unit.
01 Oct 2016 Page 6

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E. Minimum Sector Altitude (MSA)

Altitude depicted on an instrument approach chart and identified as the minimum
sector altitude (MSA) which provides a 1000 feet obstacle clearance within a 25
NM radius from the primary navigational facility upon which the instrument
approach procedure is predicated. If the radius limit is other than 25 NM, it is stated.
This altitude is for emergency use only and does not necessary guarantee NAVAID
reception. When the MSA is divided into sectors, with each sector a different
altitude, the altitudes in these sectors are referred to as Minimum Sector Altitudes.
MSA is shown in a circle. When segments have different altitudes the dividing lines
are clearly shown as magnetic bearing toward the facility with MSA figures in each
segment. The facility is always identified in the procedure. The localizer facility is
not used in determining MEAs.
F. Minimum IFR Altitude

The minimum altitudes for IFR operations are published on aeronautical charts for
airways, routes and for standard instrument approach procedures.
If no applicable minimum altitude is prescribed the following minimum IFR altitudes
apply:
C O PY 4 4 9
 In designated mountainous areas, 2000 feet above the highest obstacles within
ED .0 1
a horizontal distance of 5 statute miles from the course to be flown; or
L 5
RO L n g /
 Other than mountainous areas, 1000 feet above the highest obstacle within a
O N T n g g a
horizontal distance of 5 statute miles from the course to be flown; or
U N C S i a
 As otherwise authorized by the Administrator or assigned by ATC.
t
l o ra 1 - 2 5
n a F 1 7 -0
l y
G. Related Information
se Crossing Altitude2(MCA) 0
R oMinimum
Despite using MEAs, a route segment may be defined vertically by crossing
altitude at a specified point. A MCA for a point on arrival, initial / intermediate
and non-precision approach segment provides obstacle clearance at and
before that point.
 Obstacle Clearance Height / Altitude (OCH/A)
The OCH/A is the minimum obstacle safe height / altitude of the final approach
segment. It determines the Minimum Descent Altitude (MDA) for the non-
precision approach and the Decision Altitude (DA) for the precision approach.
 Departure route
Departure routes (SIDs or omni directional departures) are protected against
obstacle by an up sloping surface. Unless otherwise indicated, the gradient of
this surface is 3.3%. It may be located below the applicable minimum en-route
altitude, but as long as the aircraft remains above the up sloping departure
surface and within the departure route limits, obstacle clearance will be
assured. Any MCA must be reached at the given point to ascertain sufficient
obstacle clearance beyond that point.
01 Oct 2016 Page 7

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 Lowest Usable Flight Level

For flight outside controlled airspace including below the lower limit of
controlled airspace, e.g. when forced to descend by system malfunctions, the
determination of the lowest usable flight level is the responsibility of PIC, taking
into account current or forecast QNH and temperature.
When operating below controlled airspace, the accumulated pressure and
temperature correction may affect a flight level or altitude in controlled airspace.
Clearance from appropriate ATC must then be obtained.
H. Minimum VFR Altitude

Day VFR operations: The minimum VFR flight altitudes during the day are 1,000
feet above the surface or mountain, hill, or other obstruction to flight.
I. Minimum Vectoring Altitude (MVA)

Established for use by ATC when radar ATC is exercised. MVA are chart prepared
by air traffic facilities at locations where there are numerous different minimum
IFR altitudes. Each MVA chart has sectors large enough to accommodate
PY
vectoring of aircraft within the sector at the MVA. Each sector boundary is at least
O 4 9
3 miles from the obstruction determining the MVA. To avoid a large sector with an
C 1 4
L L ED g / .0
excessively high MVA due to an isolated prominent obstruction, the obstruction
5
N T RO
may be enclosed in a buffer area whose boundaries are at least 3 miles from the
g g a n
obstruction. This is done to facilitate vectoring around the obstruction.
N C O i t a n
 The minimum vectoring altitude in each sector provides 1000 feet above the
S
U l o ra 1 - 2 5
highest obstacle in non-mountainous areas and 2000 feet above the highest
n a F 1 7 -0
obstacle in designated mountainous areas. Where lower MVAs are required in
l y 2 0
R ose
designated mountainous areas to achieve compatibility with terminal routes or
to permit vectoring to an IAP, 1000 feet of obstacle clearance may be
authorized with the use of Airport Surveillance Radar (ASR). The minimum
vectoring altitude will provide at least 300 feet above the floor of controlled
airspace.
 Because of differences in the areas considered for MVA, and those applied to
other minimum altitudes, and the ability to isolate specific obstacles, some
MVAs may be lower than the non-radar Minimum En-route Altitudes (MEA),
Minimum Obstruction Clearance Altitude (MOCA) or other minimum altitudes
depicted on charts for a given location. While being radar vectored, IFR altitude
assignments by ATC will be at or above MVA.
END OF 9.4
01 Oct 2016 Page 8

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9.5 WEATHER
9.5 WEATHER
9.5.1 WEATHER MINIMA
01. INTRODUCTION
No Garuda Indonesia employee may use any weather information to conduct
operations unless approved aeronautical weather information as published by the
Badan Meteorologi, Klimatologi dan Geofisika (BMKG) and/or other approved
aeronautical weather data such as Jeppesen for the control of flight operations.
The basic function of weather minima is to indicate an approach to land may be
attempted and also to control the operation of the aircraft approaching to land in
marginal weather conditions such that maximum landing rate is achieved.
This implies that violation of Garuda Indonesia published approach
chart/information weather minima regulation may not only lead to disciplinary
measures by the company but also to investigation and action by the State
concerned.
02. APPLICATION
The published approach minima on the Garuda Indonesia approach charts are
based on full operation of all components and visual aids associated with the
particular instrument approach procedure.
C O PY 4 4 9
ED .0 1
Unless otherwise required by local procedures, when commencing an Instrument
L 5
RO L g /
Approach, no pilot may continue an approach past the FAF (Final Approach Fix),
n
N T g a
or where a final approach fix is not used, begin the Final Approach Segment of an
O n g
C i t a
Instrument Approach Procedure unless the latest reported visibility to be equal to
U N S
r a 2 5
or more than the visibility minimums prescribed for that procedure.
l o 1 -
If reported Weather F
naApproach 1 7
conditions are received-0after passing FAF (Final Approach
Fix), ane
s l y
Instrument 2
may 0
be continued down to DA/H or MDA/H.
o
RHere is an example for local procedures of UK Approach Ban as follows; the
approach shall not be continued below 1000ft above the aerodrome if the relevant
RVR/Visibility for that runway is at the time less than the specified minimum for
landing. If after passing 1000 feet, the reported RVR/Visibility falls below the
applicable minimum, the approach may be continued to DA/DH or MDA/MDH.
If one or more component visual aids are inoperative or not used, the minima are
published on the appropriate column of the approach minima.
The same applies for the inoperative equipment of the related aircraft.
03. DEFINITIONS AND REGULATIONS

Ceiling
Ceiling (ICAO) is the height above the ground or water of the base of the lowest
layer of cloud below 20.000 feet covering more than half the sky.
Note: When there is no clearly defined cloud base, a vertical visibility is sometimes
reported. This shall then be taken as ceiling. The reported ceiling or vertical
visibility is normally measured above the official airport elevation.
01 Oct 2016 Page 1

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9.5 WEATHER
Decision altitude (DA) or decision height (DH)

A specified altitude or height in the precision approach or approach with vertical
guidance at which a missed approach must be initiated if the required visual
reference to continue the approach has not been established.
Note:
 Decision altitude (DA) is referenced to mean sea level and decision height (DH)
is referenced to the threshold elevation.
 The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot
to have made an assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. In Category III operations with a
decision height the required visual reference is that specified for the particular
procedure and operation.
 Level flight after reaching DH/DA is prohibited. At or before reaching the
DH/DA, the decision must be made either continue the approach to land or to
go around.
Descent limit
The descent limit is a safe altitude or height below which visual cues must permit
C O PY
assessment of aircraft position and deviation tendency in relation to the ideal
4 4 9
approach path.
L ED 5 1
.0 procedure
RO L
Descent limits are nominated and referenced
g /
according to the approach
n
being used.
N T g g a
n DESCENT LIMIT
N COFO i t a
U
CATEGORY OPERATION
o r S
a Decision height - 2 5
F
a IIIAl 7 1 (DH)
-0datum: threshold elevation
e l y n
ILS CAT II and CAT
0 1
Reference
2 Decision altitude
o s
RILS CAT I and PAR
Identified by radio altimeter (RA).
(DA)
Reference datum: mean sea level.
Identified by pressure altimeter.
Minimum descent altitude (MDA)
Non-precision Reference datum: mean sea level.
Identified by pressure altimeter.
Note: The figures between brackets published on the approach charts in the
minima box represent the difference between the DA and the threshold
elevation (HAT) and between the pertinent MDA and the aerodrome
elevation (HAA).
In those cases where the threshold elevation is more than 7 feet below the
aerodrome elevation, the figure refer to the height above threshold
elevation (HAT).
Final approach segment
That segment of an instrument approach procedure in which alignment and
descent for landing are accomplished. The final approach segment commences at
the final approach fix or facility (FAF: non-precision approaches) or final approach
01 Oct 2016 Page 2

▲
9.5 WEATHER
point (FAP: precision approaches) and is profiled on the lower part of the approach
chart.
Type of Instrument Decision Altitude/Height

Visibility
Precision Approach (DA/DH)
ILS CAT I DA ≥ 200 feet above Vis ≥ 800 m or RVR ≥ 550 m

threshold elevation
ILS CAT II 100 feet ≤ DH < 200 feet TDZ RVR ≥ 350 m
above threshold elevation
ILS CAT III A DH < 100 feet above TDZ RVR ≥ 200 m
threshold elevation
Minimum descent altitude (MDA) or minimum descent height (MDH)

A specified altitude or height in a non-precision approach or circling approach
below which descent must not be made without the required visual reference.
 Minimum descent altitude (MDA) is referenced to mean sea level.
 Minimum descent height (MDH) is referenced to the aerodrome elevation or to
the threshold elevation if that is more than 2 m (7 feet) below the aerodrome
elevation.
C O PY 4 4 9
 A minimum descent height for a circling approach is referenced to the
L ED 5 .0 1
aerodrome elevation.
RO L n g /
 The required visual reference means that section of the visual aids or of the
O N T n g g a
U N C S i t a
approach area which should have been in view for sufficient time for the pilot
l o ra 1 - 2 5
to have made an assessment of the aircraft position and rate of change of
n a F
position, in relation to the desired flight path.
1 7 -0
 In the case of a circling approach the required visual reference is the runway
l y 2 0
R ose
environment.
Missed Approach Point (MAP)

The MAP specified on an instrument approach procedure is the point in an
instrument approach, where the prescribed missed approach procedure must be
initiated if the required visual reference has not been obtained.
The missed approach point may be:
 the point intersection of an electric glide path with the applicable DA or DH, or
 a navigational facility, or a fix, or
 a specified distance from the final approach fix or facility.
 DR by timing (FRG 6.4.6.03a)
Non-precision approach
Any approach other than a FULL ILS or PAR approach, i e: VOR, ADF, PPI, DME,
RNAV, ASR or Localizer (approaches without an electronic glide slope).
The alignment of the final approach track with the runway centerline determines
whether straight-in or circling minima are applicable.
A non-precision approach can be straight -in or circling.
01 Oct 2016 Page 3

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9.5 WEATHER
 Straight-in approach
 An approach in which the final approach course intercept the extended
runway centerline under an angle of not greater than 30 degrees, at a
minimum of 1400 meters from the threshold, or
 The final approach track does not intersect the extended runway centerline
before landing threshold, but this track lies laterally within 150 m of this
extended centerline at a point 1400 meters outward from the runway
threshold.
Note: If both the alignment criteria above are not met, the straight in minima
PY
is not applicable. Use the lowest circling minima as stated on OM-A
Chapter 9.5.1-07.F.
C O 1 4 4 9
 Circling approach
L L ED g / 5 .0
T RO approach
 A combined instrument/visual
N g g a n of an instrument let
consisting
down usingO
N C S i
a ground based approach
t a nand
aid, followed by a circuit or part of a
U
circuit. The circuit
l ois
r a
flown fully visual
2 5
is intended
- to line up the aircraft
n a F
with the extended centerline of the
1 7 - 01 Approach is the obstruction
landing runway,
o
 The
s e lyVisual Maneuvering
2be0considered for aircraft maneuvering to land
Area of a Circling
R on a runway which is not aligned with the final approach course. To define
clearance area which shall
the limits of the Visual Maneuvering Area of a circling approach, draw an

arc from the center of the threshold of each runway. Join the extremities of
the adjacent arcs with lines tangent to the arcs.
The radius of aircraft are:
CATEGORY OF AIRCRAFT/IAS C/180 Knots D/205 Knots
Radius from threshold (NM) 4.20 5.28
Radius varies with the aircraft category

Visual maneuvering area of a circling approach
01 Oct 2016 Page 4

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9.5 WEATHER
Visual Maneuvering Area of a Circling Approach Not Considered For

Obstacle Clearance
It is permissible to eliminate from consideration a particular sector where a
prominent obstacle exist in the visual maneuvering area of a circling approach
outside the final approach and missed approach area. This sector, within the
circling area, is bounded by the dimensions of ICAO Annex 14, the instrument
approach surfaces.
When this option is exercised, the published procedure prohibits circling within the
total sector in which the obstacle exists.
Obstacle Clearance Limit (OCL) = OCA /OCH

C O PY 4 4 9
ED 5 .0 1
The height below which the minimum prescribed vertical clearance cannot be
L
RO L g /
nin developing instrument
maintained either on approach or in the event of a missed approach.
Obstacle clearance isN
O theT n g g a
U N C S i t a
primary safety consideration
approach procedures.
l o ra 1 - 2 5elevation and OCA is the
F
a can be used2as0a1descent
OCH is the lowest height
n 7 0limit to comply with the appropriate
above threshold or-aerodrome
l y
oseclearance criteria.
lowest altitude, which
Robstacle
On the Garuda Indonesia approach charts OCA’s or OCH’s are not published but
are incorporated in the published descent limits.
Precision approach
An instrument approach using precision (electronic) azimuth and glide path
guidance followed by an automatic or a manual landing (FULL ILS or PAR). ILS
approaches can be CAT I, CAT II or CAT III dependent on the facility and
operational performance.
Required visual reference

The visual reference on which the quality and duration must be sufficient to permit
assessment of aircraft position and the rate of change of position in relation to the
desired flight path in order to continue the approach safely to the touch down zone.
The required visual reference depends on the type of approach respectively. See
associated type of approach.
01 Oct 2016 Page 5

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9.5 WEATHER
Runway Visual Range (RVR)

RVR is an instrumentally derived value that represents the horizontal distance a
pilot will see down the runway from the approach end. It is the maximum distance
in the direction of the takeoff or landing, at which the runway or the specified lights
or markers delineating it, can be seen from a position above a specified point on
its centerline at a height corresponding to the average eye level of pilots on touch
down.
When an observer determines the visibility along the runway, the horizontal
distance is sometimes called “Runway Visibility Value” or RVV and may be used
in lieu of RVR.
On the Garuda Indonesia approach charts only the abbreviation RVR is used.
Takeoff weather minima

The minimum ceiling and visibility (or RVR), as well as maximum wind at which
pilot is allowed to make a takeoff.
Touch Down Zone (TDZ)

The portion of the runway beyond the threshold, where it is intended landing
airplanes first contact the runway. It extends starting from the threshold until
approximately 1/3 of the runway length downward.
C O PY 4 4 9
Touch Down Zone Aiming Point
L ED 5 .0 1
RO L g /
The first 300 meters (or 400 meters when runway length  2400 meters) of the
n
O N T n g g a
runway measured from the beginning of the threshold.
N C
U Zone elevation S i t a
Touch down
l o r a 1 - 2 5
n F
a on the touch2down
The highest elevation
1 7 -0
zone.
l y 0
ose(see also RVR)
RVisibility
Horizontal or general visibility, in short “Visibility”, is the ability, as determined by
atmospheric conditions and expressed in units of distance, to see and identify
prominent unlighted objects by day and lighted objects by night:
 It shall be used where no RVR exist or when weather conditions are better than
the visibility value below which RVR is reported (1500 meters).
 When the reported visibility is less than 800 m, the airport operating landing
minima shall not be used for landing operations unless RVR information is
provided, and, only when the crew and aircraft is certified for such operations.
04. APPROACH AIDS
The type of approach facility or fix and its position related to the extended runway
centerline, determine the kind of approach procedure on the minima calculation is
based. Position fixing capabilities and position accuracy are also parameters for
the calculation of weather minima.
05. AIRCRAFT (APPROACH) CATEGORIES

The type, performance, handling characteristics and airborne equipment of the
aircraft have a direct effect on the airspace and capability and visibility needed to
01 Oct 2016 Page 6

▲
9.5 WEATHER
perform certain maneuvers, such as final alignment correction to land and

circle to land.
In this respect, Garuda Indonesia has established the following 3 groups of aircraft
and will be referred to when landing minima are published in the minima box on
the approach charts.
AIRCRAFT APPROACH CATEGORY
CATEGORY B CATEGORY C CATEGORY D
ATR 72-600 A330* B747-400
B737-800** B777-300ER
CRJ-1000 B737-800**
* Although the A330 has been classified as a CAT C aircraft, the 600 feet circling
minimum HAA is considered to be too low. Therefore, CAT D circling minima
shall be applied.
** The B737-800 series airplanes are classified as Category “C” or “D” airplanes,
depending upon the maximum certified landing weight.
Category B, C and D follows the weather minima policy as laid down in this
publication OM-A Chapter 9.5.1-07.F.
C O PY 4 4 9
06. TAKEOFF MINIMA
L ED 5 .0 1
A. GENERAL L
RO in such agway n g /
O
Takeoff minima areN T
established
n g athat adequate outside visual
U N
reference C
can
S i
be expected to exist t a
when:
o rato V1 and bring
 Accelerating thelaircraft it1to-a2
5
n F
athe ground roll2and0the
1 7 -0 stop, or
l y
 Continuing takeoff.
se requirements normally result in standard takeoff minima. If state
RoTheseauthority requires higher takeoff minima, these are published in the route
documentations or Airport Charts.
Takeoff Minima will apply to whichever is higher of the local published minimum
in Route Manual and the table below.
When RVR are less than 400 m, Low Visibility Procedures must be in force.
Standard Takeoff Minima

 Standard take off minima is used when one or more of the factors required
for lower than standard take off minima do not apply, cannot be adequately
addressed or uncertain.
 If the RVR is reported for the takeoff runway the reported RVR will be used
instead of reported visibility.
01 Oct 2016 Page 7

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9.5 WEATHER
STANDARD TAKE OFF MINIMA

Aircraft TDZ RVR or
Mid RVR Rollout RVR Remarks
Condition Visibility
Standard RVR 1500 m Advisory (if Advisory (if  Use Mid if
*(1)
(2 engine) (5000 feet) reported) reported)*(1) TDZ RVR is
VI S 1600 m Inoperative
(1SM)  Lowest vis
for FO to
Takeoff
Standard RVR 750 m Advisory (if Advisory (if  Use Mid if
(3&4 (2400 feet) reported)*(1) reported)*(1) TDZ RVR is
engine) VIS 800 m Inoperative.
(1/2 SM)  Lowest vis
for FO to
Takeoff
Lower than Standard Takeoff Minima

 When the reported weather is below the Standard Takeoff Minima, the
lower than standard take off minima apply.
 Takeoff alternate is available
C O PY 4 4 9
 Captain will takeoff.
L ED 5 .0 1
RO L n g /
 Standing takeoff should be performed.
O N T n g g a
U N C i t a
LOWER THAN STANDARD TAKE OFF MINIMA
S
Marking/Lighting
l o ra
TDZ RVR or
1 -
Mid RVR2 5 Rollout
Remarks
Condition
n a F Visibility
1 7 -0 RVR
l y
(at least one must be
0
RVR 500 m
2 Use Mid if TDZ RVR is inoprative
operative):
R
CL or RCLM ose (1600 feet)
VIS 400 m
Advisory (if
reported)*(1)
Advisory (if
reported)*(1)
 Captain's Takeoff
 Standing Takeoff
or HIRL*(2) (1/4 SM)
(all must be operative): Use Mid if TDZ or Rollout RVR is
CL, and Inoperative
Two operative RVR RVR 350 m Advisory (if RVR 300 m  Captain's Takeoff
(1200 feet) reported)*(1)(3) (1000 feet)  Standing Takeoff
(all must be operative): If 3 RVR's reported, all 3 control. If

CL, RCLM, and TDZ any RVR is inop, the other two are
and Roll out RVR or RVR 150 m RVR 150 m RVR 150 m required.
three RVR (500 feet) (500 feet) (500 feet)  Captain's Takeoff
 Standing Takeoff
*(1)
:If any RVR is reported it must be at least RVR 150 m or better except if aircraft and pilot are
authorized LVTO (Low Visibility Takeoff) under less than RVR 150 m conditions (CAT IIIB).
*(2)
: In circumstances when none of the above visual aids are available, visibility or RVV 1/4 SM
may still be used, provided other runway markings or runway lighting provide pilots with
adequate visual reference to continuously identify the takeoff surface and maintain directional
control throughout the takeoff run.
*(3)
: A mid RVR report may be substituted for either:
 a touchdown zone RVR report if a touchdown zone report is not available or
 a rollout RVR report if a rollout RVR report is not available.
01 Oct 2016 Page 8

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9.5 WEATHER
Takeoff Ceiling minima

A minimum ceiling for takeoff is normally not prescribed. If minimum ceiling is
published in the charts, this is due to the requirement to see and avoid
obstacles.
Publication of takeoff minima

Usually Authority establishes takeoff minima for every airport that has
published Standard Instrument Procedures.
At airports where take-off minima are not established, the designated Standard
Takeoff Minima shown in table under OM-A Chapter 9.5.1-06.A is applied.
Only non-standard takeoff minima are published on the Route documentation
or Airport Charts.
B. OPERATIONAL APPLICATION
To commence a takeoff under conditions worse than stipulated in the takeoff
weather minima, is prohibited. It remains captain’s prerogative to delay a
takeoff even if the visibility or RVR is equal to or better than the published
minima.
All factors such as crosswind, precipitation, runway contamination, vehicular
C O PY
movement, mental/physical fatigue, etc. shall be evaluated.
4 4 9
Moreover, the following conditions must be
L D
Ecockpit
met:
5 1
.or0better than
 The visual range observed
R O L n g /
O N T
the published take-off
from the
n
visibility minimum;g g a
must be equal to
 When N C
no RVR is given, S
U in visibility i
uniformt a atmosphere must exist without sharp
variations
F l o rduea to patches of-0fog.1-25
C. THEe l y na TAKEOFF2ALTERNATE 0 1 7 MINIMA FOR TWO ENGINE
Ros The ceiling value in the weather report for the airport to be used for
STANDARD
diversion must be at least 200 feet above prescribed HAT for the approach
system to be used. Calculated values should round off to the nearest
multiple of 100 feet. (50 feet to the next higher multiple of 100 feet).
 The forecast visibility must be at least 400 m above the approach system
to be used.
 The terrain and weather conditions en-route must permit one engine
operation.
 Not more than one hour from the departure airport at normal cruising speed
in still air with one engine inoperative.
D. VISIBILITY / RVR CONVERSION
Use the following table for converting reported meteorological visibility into
RVR value.
01 Oct 2016 Page 9

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9.5 WEATHER
Reported Visibility X (...) = RVR

Lighting Elements in Operation
Day Night
High Intensity approach and runway
1.5 2.0
lighting
Any type of lighting installation other
1.0 1.5
than obove
No lighting 1.0 N/A
Caution:
The table must not be used for calculating: Takeoff minima, CAT II/III minima,
circling minima, for planning pupose, or when reported RVR is available.
07. LANDING WEATHER MINIMA

A. ESTABLISHING OF LANDING MINIMA
Landing minima are established taking into account the following components:
 Descent limit (The higher of Company minimum, State minimum or
OCH/A),
 Visibility (VIS/RVR, The higher of Company minimum or State minimum),
 Ceiling (State may establish ceiling minima. If so, such minima will be
C O PY 4
published. A ceiling minimum is not prescribed as criteria for approach 4 9
initiation).
L ED 5 .0 1
R L
O weathergcondition g /
n fordescent
O N T
The visibility or RVR is the required
n g a approach initiation
UN C
and allows an instrument approach
S i t a
down to the prescribed limit regard
to the reported ceiling.
l o r a 1 - 2 5 above threshold or
n a F
To facilitate evaluation
7 -0 limit is published on the approach
of the reported ceiling,
1 the height
l y 0
sein the minima-box (value2between brackets).
aerodrome elevation of the pertinent descent
Rochart
The published minima are based on full operation of all components and visual
aids associated with the instrument approach procedure as published on the
approach chart, assuming satisfactory operation of the required aircraft
equipment.
In case components or visual aids are inoperative or not used, see component
out table. The published minima, adjusted for “components-out” and/or aircraft
deficiencies if such should be appropriate, are referred to as “prescribed
minima”. Related wind limitations can be found in the relevant section of the
FCOM/AOM.
Application of Reported Weather Minimums

 The ceiling and visibility values in the main body of the latest weather report
control for VFR and IFR takeoffs and landings and for instrument approach
procedures on all runways of an airport. However, if the latest weather
report, including an oral report from the control tower, contains a visibility
value specified as runway visibility or runway visual range for a particular
runway of an airport, that specified value controls for VFR and IFR landings
and takeoffs and straight-in instrument approaches for that runway.
01 Oct 2016 Page 10

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9.5 WEATHER
 an instrument approach procedure may be initiated if the reported visibility

is less than the prescribed visibility
 The reported RVR prevails over the reported visibility. If for a particular
runway more than one RVR is reported, the usability of that runway for
landing must be based on the TDZ RVR.
 Reported RVR’ s along other portions of the runway control the roll-out
maneuver and 175 m is considered to be the minimum for adequate roll-
out guidance.
 In the event the TDZ RVR is not available, pilots must revert to the reported
general visibility
 Some transmissometer have a limited minimum measuring capacity,
depending on the distance between equipment components. An RVR
reading reported as “below 250 meters” may reflect any value between
0 and 250 meters.
 Transmissometer locations along a runway are being identified in
national AIP’s sometimes by letters of the alphabet. Some may be used
in R/T to aircraft, not necessarily however in the sequence of the
alphabet. Whatever method used to identify multiple RVR’s, the TDZ
RVR is always given first, followed by subsequent RVR along the
runway. The report may accordingly take the sequence C.B.A implying
PY
that C is touchdown RVR. For the opposite runway, the sequence is A.
O
B. C. Practices vary however.
C 1 4 4 9
L L ED g / .0
 Subsequent or additional RVR’ s are in some countries referred to as
5
N T RO
midpoint and roll-out RVR’ s. GARUDA INDONESIA avoids to use
g g a n
these terms as the exact locations of the associated transmissometer
N C O i t a n
are not indicated on the aerodrome chart, and the roll out length vary
S
U ra
with aircraft category.
l o 1 - 2 5
n a F 1 7 -0
 Subsequent or additional RVR values are normally not published on the
l y 2 0
ose
approach chart, unless values in excess of 175 meters are locally
R required.
Requirement for visual reference

The instrument approach shall not be continued below published operating
minima unless the required visual reference is obtained and can be maintained.
Before descending below the descent limit, the flight visibility must be equal to
or better than the prescribed visibility in order to provide an adequate visual
ground segment.
The length of the visual segment must enable pilots to see the visual cues
needed to assess the aircraft’s position, bank angle and cross track velocity
relative to the approach lights or the runway.
For roll reference, sights of one or more elements providing horizontal
information is required (cross bars, red side barrettes, and threshold).
This ground segment, which contains part of the final approach and/or
touchdown area, must be continuously in view to the pilot from the time he
reaches the descent limit up to and including touchdown and roll-out. Since for
a manual landing, the overriding requirement is for visual cues to be available,
01 Oct 2016 Page 11

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9.5 WEATHER
sufficient runway surface must be visible to manually control flare and

touchdown.
Commencement of the approach

In connection with the application of landing minima, an instrument approach
procedure is supposed to commence about 2 NM before the beginning of the
final approach segment, i.e. 2NM before the final approach facility, fix or point
(FAF, FAP).
Lighting and Marking Facilities:

Full facilities: Comprising runway markings, 720 m
or more of HI/MI approach lights,
runway edge lights, threshold lights
and runway end lights. Light must be
ON.
Intermediate facilities: Comprising runway markings, 420 -
719 m of HI/MI approach lights,
runway edge lights, threshold lights
and runway end lights. Light must be
ON.
Basic facilities: Comprising runway markings,  420
C O PY 4 4 9
m of HI/MI approach lights, any
L ED .0 1
length of approach lights, runway
5
RO L g /
edges lights, threshold lights and
n
O N T n g g arunway end lights. Light must be ON.
U N C
Nil facilities:
S i t a Comprising runway markings,
l o ra 1 - 2 5
runway edge lights, threshold lights,
n a F 1 7 -0 runway end lights or no lights at all.

l y 2 0
ose
RB. ILS CAT I OPERATION
Precision approach shall not be continued when conditions are below the
specified operating minima.
The following is applicable to operations with a DA not less than 200 feet HAT
and a visibility is not less than 800 m or not less than applicable RVR (Cat C
aircraft: 550m; Cat D aircraft: 600m).
Components-out
If one or more components of the ILS (GP-LLZ-OM) or of the visual aids
associated with the published approach procedure are reported inoperative,
the published minima may be affected. The appropriate minima may be found
by application of the components-out table.
When the OM is reported inoperative, it may be substituted, by the following
aids:
 Locator beacon on the centerline between FAP and 2 NM from touch down.
 PAR
 SRE
 DME provided equivalent DME distance is indicated on the approach chart.
01 Oct 2016 Page 12

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9.5 WEATHER
Amended CAT I OCA/H

An official CAT I OCA/H can be raised by NOTAM.
The revised OCA (or OCH + threshold elevation) must be compared with the
prescribed DA. Higher value will then be a new DA.
RVR requirements
Nil
If RVR is reported, the TDZ RVR is governing.
Initiation of the approach

An ILS CAT I approach may be commenced until Final Approach Fix (FAF) if
the ILS CAT I minima are published on the approach chart.
Continuation of the approach until reaching DA

 Applicability of RVR
In order to avoid unnecessary go-around due to fluctuations of RVR around
the minimum value, an ILS CAT I approach may be continued to 500 feet
HAT, irrespective of reported deterioration of RVR below the required
minimum. If at 500 feet HAT or any time thereafter down to the applicable
C O PY
DA, the TDZ RVR and /or any additional RVR along that runway drop below
4 4 9
its minimum, make go-around.
L ED 5 .0 1
L
 Applicability of general visibility
O the Final g
Rpass g /
n Fix (FAF), then the
If the aircraft N T
already
Oweather reportSgives g a
Approach
n conditions below the minima, the
N C
subsequent
U may belocontinued i t a
visibility
approach
F ra down the-0Decision 1 -25Altitude/ Decision Height
e l y na
(DA/DH).
2 0 1 7
R s
oApplication of DA
Level flight after reaching DA is prohibited. At or before reaching the DA the
decision must be made either to continue approach to land or to go-around.
Required Visual Reference

The Pilot shall not continue an approach below DA unless at least one of the
following elements is distinctly visible and identifiable to the pilot:
 Elements of the approach light system, except that the pilot may not
descend below 100 feet above the touchdown zone elevation using the
approach lights as a reference unless the red terminating bars or the red
side row bars are also distinctly visible and identifiable.
 Threshold, threshold marking, threshold lights or threshold identification
lights,
 The runway end identifier lights,
 Visual approach slope indicator,
 Touch down zone or touch down zone markings,
 TDZ lights,
 The runway or runway markings,
 RL (Runway (edge) Lights),
01 Oct 2016 Page 13

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9.5 WEATHER
Descent below DA
Descent below DA is allowed when:
 The required visual reference is obtained and can be maintained; and
 The captain is convinced that a safe landing or rollout on the intended
runway can be made at a normal rate of descent using normal maneuvers
and when that rate of descent will allow touchdown to occur within the
touchdown zone.
If any time after descent below DA the captain is no longer convinced that a
safe landing and rollout can be made, go-around.
C. ILS CAT II OPERATION

Precision approach shall not be continued when conditions are below the
specified operating minima.
The following is capable to operations down to 100 feet DH and a TDZ RVR
not less than 350 m.
Components-out
ILS localizer, glide path and OM and all required visual aids as published on
serviceable and in operation.

C O PY
the relevant approach chart, including HIRL and runway end lights, must be
4 4 9
If the OM is reported inoperative,Lit L
may
1
EbeDsubstitutedgby /one5of.0the following
aids:
N T RO g g a n
 LocatorC
N O on the centerline
beacon
S i t a n FAP and 2 NM from touchdown.
between
U provided equivalent
 DME,
l o ra DME distance - 2 5 on the approach chart.
is indicated
1
 PAR.
n a F 1 7 -0
l y 0
2 for CAT II operations.
se is no components-out table
R oThere
Amended CAT II OCH
An officially raised CAT II OCH to a value in excess of 100 feet above the
threshold of the relevant run way, precludes a CAT II approach to that runway
unless an adjusted RA setting height has been published in the ROM, or
supplement. Any change of a CAT II OCH below 100ft HAT, does not restrict
CAT II operations.
RVR requirements
TDZ RVR is at or better than 350 m and one additional RVR of at least 175 m.

An ILS CAT II approach may be commenced until Final Approach Fix (FAF) if:
 the ILS CAT II minima are specified on the approach chart;
 the ILS glide path, localizer, OM (or substitute) and all visual aids as
published on the approach chart including HIRL and runway end lights are
serviceable and in operation;
01 Oct 2016 Page 14

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9.5 WEATHER
Continuation of the approach until reaching DH

If the aircraft already pass the Final Approach Fix (FAF), then the subsequent
weather report gives visibility conditions below the minima, the approach may
be continued down the Decision Height (DH).
Application of decision height

Level flight after reaching DH is prohibited. At or before reaching the decision
height the decision must be made either to continue the approach to land or to
go around.

The Pilot shall not continue an approach below DH unless at least one of the
following visual references for the intended runway is distinctly visible and
identifiable to the pilot:
 Three consecutive lights being the center line of the approach lights,
 Touch down zone lights, Centerline Light or Runway (edge) Light,
 Or a combination of the above.
The visual reference must include a lateral element of the ground pattern (i.e.
an approach lighting crossbar, landing threshold, a barrette of the TDZ lighting).
Descent below DH
C O PY 4 4 9
Descent below DH is allowed when:
L ED 5 .0 1
RO L n g /
 The required visual reference is obtained and can be maintained; and
O N T n g g a
 The captain is convinced that a safe landing and rollout on the intended
U N C S i t a
runway can be made at a normal rate of descent using normal maneuvers
l o ra 1 - 2 5
and when that rate of descent will allow touchdown to occur within the
n a
touchdown zone. F 1 7 -0
l y 0
2 DH the captain is no longer convinced that a
R oIfsateany time after descent below
safe landing and rollout can be made, go-around.
D. ILS CAT IIIA OPERATION

The following is applicable to operations below 100 feet DH and a TDZ RVR
not less than 200 m.
Components-out
ILS localizer, glide path and OM and all visual aids as published on the relevant
approach chart, including HIRL, runway end lights, must be serviceable and
operational. If the OM is reported inoperative, it may be substituted by one of
the following aids:
 Locator beacon on centerline between FAP and 2 NM from touch down.
 DME, provided equivalent DME distance is indicated on the approach chart.
 PAR.
There is no components-out table for CAT IIIA operations.
01 Oct 2016 Page 15

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9.5 WEATHER
Amended CAT II OCH

If a CAT II OCH has been officially raised by NOTAM, a CAT IIIA approach to
that runway is prohibited unless it has been confirmed and clearly stated in the
OM-C or supplement that obstacle free zone, required for CAT IIIA operations,
is not affected.
RVR requirements
TDZ RVR is at or better than 200 m and two additional RVR’s of least 175 m.

An ILS CAT IIIA approach may be commenced until Final Approach Fix (FAF)
if:
 The ILS CAT IIIA minima are specified on the approach chart.
 The ILS glide path, localizer, OM (or substitute) and all visual aids as
published on the approach chart including HIRL, runway end lights and
taxiway center lights to mark the runway exit point, are serviceable and in
operation.
 Cross and tailwind components are within limits according to relevant
FCOM/AOM.
Continuation of the approach until reaching DH

C O PY 4 4 9
L ED 5 .0 1
If the aircraft already pass the Final Approach Fix (FAF), then the subsequent
RO L n g /
weather report gives visibility conditions below the minima, the approach may
O N T
be continued down the Decision Height (DH).
n g g a
U N C S i t a
Alert height
l o a
ofrthe required redundant
1 - 2 5 airborne systems
n F
If a failure occur in one
a height, 2a CAT 1 7 0 may be continued down to
-approach
operational
l y
at or below assigned
0 IIIA
sedecision height and landing may be completed automatically by the
Rothe
remaining part of the automatic system.

For CAT IIIA and CAT IIIB operations either with fail passive flight control
systems, the Pilot shall not continue an approach below DH unless visual
reference of one of the following elements for the intended runway is distinctly
visible and identifiable to the pilot:
 At least 3 consecutive lights being the centerline of the approach lights,
 TDZ, CL or RL,
 Or a combination of the above.
For CAT IIIB operations conducted either with fail-operational flight control
systems or with fail-operational hybrid landing system (comprising e.g. a
HUDLS) using a decision height the Pilot shall not continue an approach below
the DH unless visual reference containing at least one Centerline Light is
attained and can be maintained.
01 Oct 2016 Page 16

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9.5 WEATHER
Descent below DH is allowed when:

 visual reference is attained and can be maintained.
 The captain is convinced that an automatic touchdown can be safely
accomplished within the touchdown zone and a safe landing and rollout can
be made.
If at any time below DH the captain determines that an automatic touchdown
cannot be safely accomplished within the touchdown zone, go around!
E. NON-PRECISION APPROACHES
Non-precision approach may be commenced until Final Approach Fix (FAF) /
Final Approach Point (FAP) if the minima are published on the approach chart.
Continuation of the approach

Flight crewmember shall not continue non-precision approach when conditions
are below the specified operating minima unless the required weather and
visibility minima for continuation of approach are fulfilled;
Constant Angle Non Precision Approach (CANPA) or Continuous Descent
procedure dictates otherwise.

C O PY
Final Approach (CDFA) shall be applied as primary method, unless local
4 4 9
L Da MDA not less/ than
Ewith 5 .0 1
or HAT and a visibility or R O L
The following is applicable to operations
not less than 1200a n g 250 feet HAA
C O NT RVR
a n g g m.
U N
Components-out
a S it 5 approach procedure
F l o r
or facilities on which0
- 1 - 2
l y n aare inoperative2or0not
If the navigation facility
1 7 the instrument
se serving the landing runway is reported out of service, the published

is based is or flight checked, or if the approach light
Rosystem
landing minima must be raised according the components-out table.
Amended OCA/H
An officially revised OCA/H must be compared with the prescribed MDA. The
higher value will be the new MDA.
RVR requirements
Nil. If RVR is reported for the intended runway, the TDZ value is governing.

A non-precision approach may be commenced until 1000 feet above the
aerodrome if:
 the minima are published on the approach chart;
 the reported general visibility is equal to or better than the reduced visibility,
which can be obtained by applying the reduction to the prescribed visibility
minimum; or
 The reported TDZ RVR is at or above the prescribed visibility minimum.
Reduction is not allowed.
01 Oct 2016 Page 17

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9.5 WEATHER
Continuation of the approach until reaching the MDA

If a subsequent weather report gives weather conditions below those, which
permit the initiation of the approach, the approach may be continued down to
the prescribed MDA.

The Pilot shall not continue an approach below MDA unless at least one of the
following elements is distinctly visible and identifiable to the Pilot:
 Elements of the approach light system, except that the pilot may not
descend below 100 feet above the touchdown zone elevation using the
approach lights as a reference unless the red terminating bars or the red
side row bars are also distinctly visible and identifiable.
 Threshold, threshold marking, threshold lights or threshold identification
lights,
 The runway end identifier lights,
 Visual approach slope indicator,
 Touch down zone or touch down zone markings,
 TDZ lights,
 RL (Runway (edge) Lights),
Level Flight on MDA

C O PY 4 4 9
ED .0 1
Level Flight on the MDA to the MAP without adequate visual reference is only
L 5
RO L n g /
allowed if the MDA is at or above the lowest minimum decent height (HAA) for
T g a
circling versus aircraft category. Refer to OM-A Chapter 9.5.1-07.F.
N
Othe MDA Sitan g
U N C
risaallowed when:-01-25
Descent below
F
Descent below the MDA l o
y na visual reference
 thelrequired
e 2 0is1 7 and can be maintained;
obtained
Ros the aircraft is in position for normal landing at a normal rate of descent using
normal maneuvers and will allow touchdown to occur within to the
touchdown zone of the intended landing runway.
If any time after descent below MDA, the captain is no longer convinced that a
safe landing and roll-out can be made, go around.
Go around
If a go around is made before the Missed Approach Point, climb on final
approach track to the Missed Approach Point and then follow the prescribed
missed approach procedure.
Circling approach
Level flight, when on circling approach, at or above circling MDA is permitted,
provided:
 The aircraft is clear of clouds, and
 Full visual reference to the runway environment can be maintained, and
 The applicable landing runway or objects identifiable with that runway can
be kept in sight.
01 Oct 2016 Page 18

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9.5 WEATHER
The latter requirement does not apply, when a special procedure along a well
define visual approach path (lead-in lights) has been published.
F. STANDARD LANDING WEATHER MINIMA

The visual approach shall not be commenced when reported weather below
published operating minima or prescribed in this chapter whichever is higher.
Here are the lowest visibility (VIS) and minimum descent height (HAA) for VFR
and Circling versus aircraft category.
VFR minima
Ceiling 1000 feet
for ATR72-600 Ceiling 1500 feet
Visibility 5 km
Circling minima
Lowest Circling Minima Category B 500 feet / 1.6 km
Minimum obstacle clearance Category C & D 400 feet
The lowest circling minima Category C 600 feet / 2.4 km
(See OM-A Chapter 9.5.1-07.E, non-
precision approach)
O P Y700 feet / 3.6 km49
Category D
D
If the circling approaches include
E C C 600 feet . 0 /1
4
LL Category
portion of joining downwind in the
O g / 5 4.0 km
NT R a n
g D 1000 feet / 5.0 km
circuit, the following minima shall be
g
C
applied: O a nCategory
itminimums on GA5approach chart published
N the lowerracharted
S
UDisregard o -2
by Jeppesen.a Fl 1
Note:
n 1 7 - 0
e l y
s approaches 2 0
RoPrecision
Standard Aircraft Type CAT II/III Landing Minima:
CAT IIIA CAT IIIB+DH CAT IIIB no DH
CAT IIIA
Aircraft CAT II Fail Fail Fail
Fail Passive
Type Operational Operational Operational
DH A B/C DH A B/C DH A B/C DH A B/C A/B/C
CRJ1000 /
ATR72-
600
N/A
B 737- N/A N/A
3/4/5 N/A N/A
B 737-800
B 747-400
A330- 100 350 175 - - - - - -
200/300
B777 - - - - - - - - -
100 350 175
300ER
Legend:
DH in feet above threshold (HAT). For RA, see approach chart. RVR in m.
01 Oct 2016 Page 19

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9.5 WEATHER
A = TDZ RVR;
B = Mid-point RVR;
C = Rollout RVR.
Note:
 The State minima may require higher values. These are published in
Foreign OPSPEC incorporated with ROM or in the Jeppesen Chart /
General Information or other approved chart.
 Prior to an actual CAT II/III approach: Low Visibility Procedures must be in
force.
Lowest Allowable CAT I / PAR Landing Minima:

Lighting and Marking Facilities / RVR
HAT
Full Intermediate Basic Nil (1)
200 – 209 feet 550 m 700 m 800 m 1000 m
210 – 250 feet 600 m 700 m 800 m 1000 m
251 – 300 feet 650 m 800 m 900 m 1200 m
300 feet and 800 m 900 m 1000 m 1200 m
above
(1)
C O PY 4 4 9
For night landings, at least runway edge lights, threshold lights and runway
end lights must be on.
L EDTDZ RVR/VIS, 5 1
.0converted to
RO
 The above values are eitherL n g /
N T reported
g g a or VIS
O to approaches an
RVR.
N
 Tables
U C
applied
S i t a
with maximum GP Angle of 4º
o
 For DA : see approach
l a
r chart 1 - 2 5
n a F 1 7 -0
l y 2 0
R ose
Lowest Allowable Non-Precision Approach Minima
 RVR minima
Lighting and Marking Facilities / RVR
HAT
Full Intermediate Basic Nil (1)
(feet)
Cat C Cat D Cat C Cat D Cat C Cat D Cat C Cat D
250 – 299 800 m 1200 m 1200 m 1400 m 1400 m 1600 m 1600 m 1800 m
300 – 449 1000 m 1400 m 1400 m 1600 m 1600 m 1800 m 1800 m 2000 m
450 – 649 1200 m 1600 m 1600 m 1800 m 1800 m 2000 m 2000 m 2000 m
650 and
1400 m 1800 m 1800 m 2000 m 2000 m 2000 m 2000 m 2000 m
above
(1)
For night landings, at least runway edge lights, threshold lights and runway end lights
must be on.
01 Oct 2016 Page 20

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9.5 WEATHER
 The above values are either reported TDZ RVR/VIS, or VIS converted
to RVR.
 Tables applied to approaches with a maximum nominal Approach Angle
of 4º
For MDA: see approach chart
 System Minima
Facility Lowest HAT
LLZ 250 feet
SRE (terminating 0,5 NM from threshold) 250 feet
SRE (terminating 1 NM from threshold) 300 feet
SRE (terminating 2 NM from threshold) 350 feet
VOR + DME 250 feet
VOR 300 feet
NDB 300 feet
O PY
08. PLANNING MINIMA FOR ALTERNATES (including en route alternates)
C 4 4 9
L E D 5 .0 1
A. GENERAL
L
Oin the flight planning
Rthat g /
nphase. When flight diverts
O N T
The alternate minima apply only
airport n g g a
ita landing5minima apply. Alternate
to an alternate airport, becomes the new destination, and
U N
consequentlyC the published orS prescribed
F l o a
rto provide an extra 1 -2 for weather deterioration
minima are established
during the n a 1 7 - 0 margin
e l y flight.
2 0
Ros
B. THE BASIC STANDARD ALTERNATE MINIMA FOR FLIGHT PLANNING
Alternate minima are applied only when selecting and nominating an
aerodrome as an alternate for flight planning. These minima are established to
provide an extra margin for weather deterioration.
The under mentioned increments shall be added to the prescribed minima for
the approach procedure to be used.
Forecasted for the period from 1 hour before
Category of operation to 1 hour after ETA
Lowest ceiling Minimum visibility
ILS CAT IIIA Not authorized Not authorized
Add 300 feet to
ILS CAT II Minimum 1200 m
publish RA.
Add 300 feet to
ILS CAT I
prescribed HAT Add 600 m to
Add 300 feet to prescribed Visibility
Non-precision
prescribed HAA
01 Oct 2016 Page 21

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9.5 WEATHER
If no instrument approach procedure has been published for the alternate

airport, or the approach aid concerned is reported unserviceable, the forecast
for the alternate airport must be at least:
 visibility 10 km or more;
 No cloud below the lowest applicable minimum safe altitude (MSA, MORA,
MOCA, etc.) and no cumulonimbus.
 No precipitation, thunderstorm, shallow fog or drifting snow.
09. TABLES
Table I a
The Effect of HAT or HAA on Visibility Minimum
(Visibility in meters)
Without Approach Lighting
HAT or HAA (feet) Cat B & C HAT or HAA (feet) Cat D
250-400 1600 m 250-341 1600 m
401-500 2000 m 342-426 2000 m
501-600 2400 m 427-511 2400 m
601-670 2800 m 512-600 2800 m
671-740 3200 m 601-670
C O PY 3200 m
4 4 9
741-810 3600 m
L ED 671-740
5 .0 1
3600 m
811-880
RO4000 mL 741-810
n g / 4000 m
881-950
O N T 4400 m
n g g a
811-880 4400 m
U N C S i t a
951 or above
l o ra
4800 m 881 or above
1 - 2 5 4800 m
Note:
n a F 1 7 -0
l y Approach Point 2 0
se visibility shall be at least 3200m but not less than the visibility specified
 If the Missed (MAP) is more than 3200 m from the runway, the
Rorequired
above.
 If Radar Control terminates more than 1NM before the runway the visibility will
be the distance from the Radar termination point to the runway.
Table I b
The Effect of Facility Distance on Visibility Minimum (Visibility in meters)
VOR, LOCALIZER, ASR, NDB, DF, DME arc.
Without Approach Lighting
Distance
0-10 Over 10-15 Over 15-20 Over 20-25 Over 25-30
(NM)
Cat B & C 1600 m 1600 m 2000 m 2400 m 2400 m
Cat D 1600 m 2000 m 2400 m 2800 m 3200 m
Note:
 NDB and ADF approaches not authorized over 15 NM.
 ASR approaches not authorized over 20 NM (For ASR, NDB and ADF distance
over 10 NM apply the 25 - 30 NM columns).
 The visibility in a and b above may be reduced by giving credit to approach light
system as follows:
01 Oct 2016 Page 22

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9.5 WEATHER
 When visibility without approach lights obtained from Table I a and I b is

Higher than 1600 m, visibility reduction permitted for 720 m HIALS as
shown in table II
 When visibility without approach lights obtained from Table I a and I b is
1600 m and less, Visibility reduction permitted down to values shown in
table III
Table II
All Approaches
AIRCRAFT NDB and DF Approaches
(except NDB, DF)
CAT B & C by 800 m to not less than 1200 m
CAT D By 800 m to not less than 1600 m * By 400 m to not less than 1600 m
* To not less than 1200 m for LOC + MM (or DME) + FAF

Table III
STANDARD STRAIGHT-IN MINIMUM
PRECISION APPROACH
ILS with
Approach Facilities ILS or PAR Offset LLZ ILS MM Out
(max 3º)
250Y
DH P
Lowest HAT
C O DH 200 DH 250
1 4 4 9
Available lighting Aircraft
Lm LEm
RVR D m m/ 5.m0 m
VIS RVR VIS RVR VIS
system CAT
BT&R
O550 800 g720 a n g800 720 800
Full facilities ON n g 720 800 1200 1200
C
U N C D i t a
S720 800 -72025 800 720 800
600 800
l o r a
Intermediate
n a F D 72017800
B & C
- 01 720 800 1200 1200
o s e ly
facilities
20
R Nil Facilities ALL 1200 1200 1200 1200 1200 1200
Full ILS normally includes LIZ, GS, OM (or FAF), MM (or DME)
LLZ + MM or LLZ, VOR,
Approach Facilities DME + OM or ASR, PAR - NDB, DF
FAF Azimuth only
Lowest HAT or HAA with FAF MDH 250 MDH 250 MDH 300
Lowest HAT or HAA without FAF N/A MDH 300 MDH 350
Available lighting Aircraft RVR VIS RVR VIS RVR VIS
system CAT m m m m m m
B&C 720 800 720 800 1200 1200
Full facilities
D 1200 1200 1500 1600 1500 1600
Intermediate B&C 1200 1200 1200 1200 1200 1200

facilities D 1500 1600 1500 1600 1500 1600
Nil facilities ALL 1500 1600 1500 1600 1500 1600
Note: Lights or lighting systems not mentioned above will give no credit for visibility
reduction.
01 Oct 2016 Page 23

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9.5 WEATHER
10. RAISING OF WEATHER MINIMA

A. GENERAL
Published landing minima on Garuda Indonesia approach charts are based on
full operation of all components and visual aids associated with the particular
instrument approach procedure being used.
If the actual condition differs from those printed on the approach charts e.g.
inoperative ground component or visual aids, or if the aircraft has certain
deficiencies, the published landing minima may be affected.
If one or more components or visual aids are inoperative or not used, the
published landing minima should be raised to the minimum values listed on the
“components-out-table” as prescribed minima.
The corrections for aids not being operative are not being operative are not
accumulative. The higher of the applicable values shall be used.
If the related airborne equipment for a ground component is inoperative, the
increased minima applicable values shall be used.
Runway edge lighting, adequate for visual guidance, is required for night
operations.
When the facility providing course guidance is inoperative, the procedure is not
authorized (ILS, localizer, SRE and / or VOR).
C O PY 4 4 9
L ED
If the ILS reported to be “on test”, “unreliable”, or “not .0
monitored”,
5 1
the whole
O L
system must be considered unserviceable. g /
nChecked Only”, refer to
If the facility O N TR“Overdue’,
is reported n
or g g a
“Ground
U N C S i t a
component out table.
l o ra 1 - 2 5
n a F 1 7 -0
se l y 2 0
RoILS
B. CORRECTIONS TO THE PUBLISHED WEATHER MINIMA
CAT II and CAT IIIA Minima
 All components of both the ground and airborne equipment and all visual
aids must be serviceable and operational.
 If a component or aid is inoperative, or any failure of an airborne system
requires extra attention during approach or landing, a CAT II or CAT IIIA
operation is precluded.
Minima for ILS CAT I, PAR, and non-precision approaches

 Unserviceable aircraft equipment, not directly related to the approach and
landing aids, but nevertheless hampering aircraft stability or handling, may
necessitate raising of weather minima. Such cases and weather minima are
covered in the FCOM/AOM for the aircraft type concerned.
 When the ground equipment is “ground checked only”, the relative landing
minima should be raised as shown on the “components-out-table”.
01 Oct 2016 Page 24

▲
9.5 WEATHER
C. COMPONENTS-OUT TABLE
If one or more components or visual aids are inoperative or not used, the
published descent limits and RVR or visibility minima must be increased by or
to the values listed below, to obtain the prescribed minima.
AIRCRAFT CATEGORY C AND D
PROCEDURE PRESRCRIBED MINIMA
DA/MDA = published DA / VIS / RVR = not lower
Inoperative aid
MDA increased with: than:
ILS CAT I
Localizer Procedure not authorized
GP ILS no GP minima apply
OM * 50 feet 1200 m
MM 50 feet 1200 m
Approach lights**
0 feet 1200 m
HIRL
RCLL 800 m (CAT D); 600 m
0 feet
TDZL (CAT C)
GP ground check only ILS no GP minima apply
LLZ ground check only ILS no GP minima apply, add 400 m to published VIS
ILS on test Procedure not authorized
PAR
Approach Lights 0 feet 1600 m
ILS no G P
C O PY 4 4 9
No FAF
L ED 5 .0 1 Procedure not authorized
Approach lights
RO L n g / 0 feet Published + 600 m
LLZ on test
N T
LLZ ground check only
n g g a 0 feet Published + 400 m

Procedure not authorized
VOR+FAFCO t a
U N NDB+FAF
S i 5
No FAF
F l o ra -0 1 - 2 Procedure not authorized
l y n a
Approach lights
2 0 1 7
VOR / NDB ground check only
0 feet
0 feet
Published + 600 m
Published + 400 m
R ose
VOR / NDB on test
SRE VOR NDB

Procedure not authorized
Approach lights 0 feet Published + 600 m

VOR / NDB ground check only 0 feet Published + 400 m
VOR / NDB on test Procedure not authorized
Alternate minima for flight planning: to obtain alternate minima apply increments to
prescribe minima above.
*) Substitute for OM: Locator beacon on the centerline between FAP and 2 NM from
touch down:
 PAR, or
 SRE (ILS CAT I only), or
 DME provided equivalent DME distance is indicated on the approach chart.
**) When DA is above 200 feet HAT, raise published VIS / RVR with 600 m.
For aircraft system : See FCOM/AOM

For temperature below standard : See altitude correction table in OM-A
Chapter 9.5.1-06.
01 Oct 2016 Page 25

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9.5 WEATHER
11. WEATHER LIMITATION FOR FLIGHT PORTION CONDUCTED UNDER VFR

A. Takeoff and Landing Weather Minimums for VFR:
No pilot may takeoff or lands an airplane under VFR for day operations when
the reported ceiling or visibility is less than 1,000-foot ceiling and 5 km visibility.
Note: For ATR72-600 takeoff and Landing minima: ceiling 1500 feet and
visibility 5 km.
B. Basic VFR Weather Minimum

Airspace Flight Visibility Distance from Clouds
Class A Not applicable* Not applicable*
Class B 8 km above 10.000 feet Clear of clouds
5 km below 10.000 feet
Class C 8 km above 10.000 feet 1,000 feet above
5 km below 10.000 feet 1,000 feet above
1,500 meters horizontal
Class D 8 km above 10.000 feet 1,000 feet above
5 km below 10.000 feet 1,000 feet above
1,500 meters horizontal
Class E 8 km above 10.000 feet
C O PY 4 4 9
1,000 feet above
5 km below 10.000 feet
L ED 5 .0 1
1,000 feet above
R O L n g / 1,500 meters horizontal

8 km N T 10.000 feet and 5gga
Class F
N C O above
km below 10.000 S i t a n 1,000 feet above
U The higher l o
feet.
rof:a3000 feet AMSL 51-25
1,000 feet above
n F
a or 1000 feet2AGL 1 7 -0 1,500 meters horizontal
l y km,
0 in sight
e G 8 km above 10.000 feet and 5
Clear of clouds
R osClass km below 10.000 feet.

1,000 feet above
1,000 feet above
The higher of: 3000 feet AMSL 5 1,500 meters horizontal
km, or 1000 feet AGL in sight Clear of clouds
* Class A Airspace must be operated under IFR
No person may operate an aircraft beneath the ceiling under VFR within the
lateral boundaries of controlled airspace designated to the surface for an airport
when the ceiling is less than 1,000 feet.
No person may takeoff or land an aircraft, or enter the traffic pattern of an
airport, under VFR, within the lateral boundaries of the surface areas of Class
B, Class C, Class D, or Class E airspace designated for an airport
1) Unless ground visibility at that airport is at least 5 km; or
2) If ground visibility is not reported at that airport, unless flight visibility during
landing or takeoff, or while operating in the traffic pattern is at least 5 km.
An aircraft operating at the base altitude of a Class E airspace area is
considered to be within the airspace directly below that area.
Note: For ATR72-600 takeoff and Landing minima: ceiling 1500 feet and
visibility 5 km.
01 Oct 2016 Page 26

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9.5 WEATHER
9.5.2 APPLICATION FOR FLIGHT PLANNING

01. INTRODUCTION
The policies as specified below are illustrated by examples. In these examinations
it is assumed for destination, the descent limit is 200 feet HAT and the minimum
visibility 600 m; while for alternate the minimum are, 500 feet ceiling and 1200 m
visibility.
02. PROB ABBREVIATIONS FOR “PROBABILITY”

PROB followed by a percentage (rounded to the nearest ten) indicates the
probability that a certain change or value will occur.
A probability of an alternative value or change of 50 per cent or more should not
be considered a probability but instead should be indicated, as necessary, by use
of the change indicators “BECMG” or “TEMPO” or by subdivision of the validity
period using the abbreviation “FM”. The probability group should not be used to
qualify the change indicator “BCMG” nor the time indicator “FM”.
03. PROB 40 CONDITIONS

If the weather forecast with change indicator of PROB 40 or more, deterioration to
C O PY 4 4 9
below minima for the period of the ETA at Destination and/or Destination-Alternate
should be considered.
L ED 5 1
.0 for the
L
O with change
Ralternate n g /
If the forecast for En-Route Alternate
N T
O airportSusability,
period of the ETA at en-route
which
g g a
deteriorate to below minima
nthat weather may be disregarded.
indicator of less than PROB
U N
40, for assessingC adequate i t a
l o r a 1 - 2 5
n
Examples for airport F
a with minima 1
of 8007m-0visibility:
l y 0
se from 1200 to 2100:2VAR/05, visibility 500 m, fog. This forecast is
R oForecast
below limits during the entire period from 1200 to 2100.
 Forecast from 1200 to 2100: VAR/05, visibility 1200, PROB 40 500 m, fog. This
forecast is also below limits for Destination and/or Destination-Alternate during
the entire period 1200 to 2100.
 Forecast from 1200 to 2100: VAR/05, visibility 1200 m, PROB 30 500 m, fog.
This forecast is above limits during the entire period 1200 to 2100.
 Forecast from 1200 to 2100: VAR/05, visibility 1200 m, PROB 40 1000 m, mist.
This forecast is above limits as destination aerodrome but is below limits as
destination-alternate aerodrome.
 Forecast from 1200 to 2100: VAR/05, visibility 500 m, PROB 30 1500 m, fog.
This forecast is below limits during the entire period 1200 to 2100.
Note: 500 m, PROB 40 1500 m may also be read as: 1500 m, PROB 60 500 m.
01 Oct 2016 Page 27

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9.5 WEATHER
04. BECMG
 This change indicator describes changes where the conditions are expected to
reach or pass specified threshold values at a regular or irregular rate at an
unspecified time during the time period. The time period should normally not
exceed 2 hours but in any case should not exceed 4 hours.
 If forecast indicates BECMG from condition above to below limits, the
aerodrome shall, for flight planning purpose, be considered below limit for an
ETA that falls in or after the entire period for which the deterioration is forecast.
And only above limits for an ETA prior to the beginning of this period.
Example:
 Forecast from 1200 to 2100: VAR/05, visibility 2000 m, BECMG FM1700
TL1900 500m BR. The forecast shall be considered above limits for an ETA up
to 1700 and below limits for an ETA between 1700-1900.
 If the forecast indicates BECMG from conditions below to conditions above
limits, the aerodrome shall, for flight planning purposes be considered below
limits for an ETA up to the end of the entire period for which the improvement
is forecast. And above limits for an ETA after the end of this period.
In other word, during the BECMG period, the worst condition is always counted for
flight planning purposes.
C O PY 4 4 9
L 5 .0 1
If the actual weather reports indicate that the required landing limits have been
ED
RO L n g /
reached or where it may be safely assumed from the sequence of actual that they
O N T n g g a
will have surpassed the required minima at ETA, the aerodrome concerned may
be considered above minima for flight planning purposes.
U N C S i t a
Example:
l o ra 1 - 2 5
n F
a to 2100: VAR/05, 1 7 -0 500 m, BECMG FM1700TL1900
l y
* Forecast from 1200
0 visibility
esky clear. This forecast 2shall be considered below limits up to 1900 and
osm,limits
R1500
above after 1900
05. TEMPO and INTER

TEMPO
When variations from the forecast mean conditions are expected to last for periods
of 30 minutes or more but less than 60 minutes in each instance and which, the
aggregate, are not expected to cover more than half the given period.
INTER
When variations from the forecast mean conditions are expected to last for periods
of less than 30 minutes in each instance and which, the aggregate, are not
expected to cover more than half the given period.
For forecast changes in excess of these criteria, the change group “BECMG”
should be used.
Deterioration from conditions above to conditions below minima.
Showery type’ of weather.
01 Oct 2016 Page 28

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9.5 WEATHER
The aerodrome, as destination, may be considered above minima during the

TEMPO/INTER period. The use of such aerodrome as alternate should be avoided.
If this is impracticable, e.g. due to high fuel uplift to other alternates, extra holding
fuel must be considered.
Other than showery types of weather, the aerodrome should be considered below
minima during the TEMPO/INTER period.
Improvement from conditions below to conditions above minima.
The aerodrome should be considered below minima during the TEMPO/INTER
period.
06. FM abbreviations for “FROM”

It is used to indicate self-contained time periods within the overall validity period
during which certain conditions prevail.
07. PROB, TEMPO/INTER, improvement

In case where a weather improvement from conditions below to conditions above
minima at or near ETA is expressed as a PROB or TEMPO/INTER variation, the
C O PY
aerodrome shall be considered below limits for flight planning purposes.
4 4 9
Examples:
LE D 540,.0 1
 Forecast from 1200 to 2100:O L m, g
visibility 400 n
R below limits. /
This forecast shall N
O T VAR/05,
be considered
n g a PROB
g 400 m, TEMPO 1500 m.
1500 m.
 Forecast N C S i t a
ThisU
from 1200 to 2100: VAR/05, visibility
forecast is belowo
l r a
limits.
1 - 2 5
n a F 1 7 -0
l y 2 0
oseFORECAST
RTREND
08.
The above policies also apply to TREND FORCAST (TTF). Where available, the
TREND FORCAST overrules the “aerodrome forecast” (TAF/TAFOR). The validity
period is normally less than three hours.
9.5.3 LOW VISIBILITY PROCEDURE

A. GENERAL
When LVPs are to be initiated depends from aerodrome to aerodrome and local
conditions and available facilities.
The flight crewmembers must be properly qualified prior to commencing a LVTO
or a CATT II / III approach.
The proper information about the LVPs must be received from ATC before
commencing these operations.
The following points are included in LVP:
 Manual takeoff
 Auto-coupled approach to below the DH. Flare, landing and roll-out manual.
01 Oct 2016 Page 29

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9.5 WEATHER
 Auto-coupled approach with auto-flare, auto-landing and manual roll-out

 Auto-coupled approach with auto-flare, auto-landing and auto-roll-out when
RVR < 400 m
The PIC must specify the detailed operating procedures and instructions found in
respective Operations Manual/FCOM/AOM:
 The effect on minima caused by ground obstacles before departure and in flight
 Procedures for the takeoff, flare, landing, roll-out and missed approach
 Procedures to be followed in case of abnormal situations like failures, warnings
etc.
 The required minimum visual reference
 Requirement of altitude callouts above 200 feet based on the radio altimeter
and for one pilot to monitor the instruments till the landing is completed
 Use of information related to multiple RVR assessments, runway contamination
(wet, frost, ...) wind shear, wind, turbulence, ...
 Information about the maximum deviation allowed from ILS glide path and/or
localizer
B. LOW VISIBILITY TAXI

In order to enhance taxiing capabilities and reduce the potential for runway and
O PY
taxiway incursions in low visibility conditions, many improvements have been made
C 4 4 9
in signage, lighting, and markings.
L EDMovementgGuidance 5 1
.0and Control
RO
In addition to these improvements, L Surface /
n SMIGS"), requires a low
System, more commonly N T
Oany airport which
known g g a
ntakeoff or landing operations with less
as SMGCS (pronounced
N C
visibility taxi plan for
U(1,200 feet) RVR S i t a
has
than 350m
l o a This plan1affects
rconditions. - 2 5both air crew and vehicle
operators.
n a F 1 7 -0
l y
e to and from the SMGCS 0
2 runway must be designated and displayed on
osroutes
RTaxi
a SMGCS Low Visibility Taxi Route chart.
Operations below RVR 350m (1200 feet) but not less than RVR 175m (600
feet)
For operations below RVR 350 m (1200 feet) down to but not less than RVR 175m
(600 feet), both landings and takeoffs could be in progress. Usual taxi routes from
the landing runway to the ramp area or from the ramp to the takeoff runway would
be utilized.
During this time, normal CAT III procedures would be in effect and any specific
notes governing any changes from normal operation would be noted on the
SMGCS airport chart.
Note: This chart should be used for reference for any CAT III approach and for any
taxi out for takeoff when RVR is reported below RVR 350 m (1200 feet).
01 Oct 2016 Page 30

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9.5 WEATHER
Operations below RVR 175 m (600 feet)

For operations below RVR 175 m (600 feet), a predetermined taxi route must be
used from the landing runway to the ramp. These taxi plans are more detailed and
involve not only operations on the airport surface but also in the non-movement
areas such as ramps and gates.
C. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM (SMGCS)

(1) SMGCS Procedures and Charts
The pilot will find these approved procedures on the specific SMGCS airport
chart. These procedures should be included in the approach briefing when any
CAT III approach is anticipated. It is necessary to review some of the lighting
and markings which will be found at various airports as part of their individual
SMGCS plans. All airports do not have all of these features.
For information concerning a particular airport refer to that airport's SMGCS
chart or Low Visibility Procedures located on the airport chart.
Movement Area
For purposes of reference, "Movement area" is defined as any part of the
airport utilized for taxiing, takeoff and landing of aircraft, exclusive of aprons
O PY
and aircraft parking areas. Specific approval for entry onto a movement area
C 4 4 9
ED .0
must be obtained from ATC. "Non-movement area" refers to taxiways and
L 5 1
R O L
apron areas not under the control of ATC.
n g /
O N T n g g a
Features
N C
Udetail of SMGCS S i t a
A brief
l o
have all of theseFfeatures.
aFor additional
rfeatures - 2
is listed below but
1 5SMGCS airports may not
n a 1 7 - 0particular airport's SMGCS

SMGCS information refer to the
s e l yTaxi Route chart. 20

Aeronautical Information Manual or the Low
RoVisibility
Stop bar Lights

Stop bars are required at intersections of an illuminated (centerline lighted)
taxiway and an active runway for operations less than 175m (600 feet) RVR.
However, where stop bars are installed, they will be operated up to RVR 350
m (1200 feet).
These lights consist of a row of red unidirectional, in-pavement lights installed
along the holding position marking. When extinguished by the controller, they
confirm clearance for the pilot or vehicle operator to enter the runway.
Controlled stop bars operate in conjunction with green centerline lead-on lights,
which extend from the stop bar location onto the runway.
01 Oct 2016 Page 31

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9.5 WEATHER
Graphic depictions of normal operation of stop bars include:

 When ATC issues a clearance to the pilot to enter the runway they activate
a timer. This action causes the red stop bar to be extinguished and the
green lead-on lights to illuminate. (Refer to figure 1)
Figure 1
 After traveling approximately 150 feet beyond the stop bar, the aircraft or
PY
vehicle activates a sensor. This sensor relights the red stop bar and
O 4 9
extinguishes the first segment of the lead-on lights between the stop bar
C 1 4
L L ED g / .0
and the sensor (Figure 2) This protects the runway against inadvertent
5
RO
entry by a trailing aircraft or vehicle.
N T g g a n
N C O S i t a n
U l o ra 1 - 2 5
n a F 1 7 -0
l y 2 0
R ose
Figure 2
01 Oct 2016 Page 32

▲
9.5 WEATHER
 The aircraft then activates another sensor at approximately 300 feet which
extinguishes the remaining lead-on lights. (Refer to figure 3)
Figure 3
 If either sensor is not activated within a specified time limit, the stop bar will
automatically reset to "on" and both sets of lead-on lights will be turned
"off."(Refer to figure 4)
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 -0
l y 2 0
R ose
Figure 4
Should the pilot or vehicle operator have a discrepancy between the conditions
of the stop bar or lead-on lights and the verbal clearance from the controller,
the aircraft or vehicle shall stop immediately.
Warning:
 At no time will a pilot cross an illuminated red stop bar! Unauthorized
runway entry may result in grave consequences.
 Some entrance to runways will have uncontrolled stop bars which will be
continually illuminated during below RVR 175m (600 feet).
01 Oct 2016 Page 33

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9.5 WEATHER
Runway Guard Lights

Runway guard lights, either elevated (a pair on both sides) or in-pavement (a
row across the entire taxiway), will be installed at all taxiways which provide
access to an active runway. They consist of alternately flashing yellow lights.
These lights are used to denote both the presence of an active runway and
identify the location of a runway holding position marking
Taxiway Centerline Lighting

 Taxiway Centerline lights guide ground traffic under low visibility conditions
and during darkness. These lights consist of green in-pavement lights.
 After landing and proceeding down the runway to the point of exit, the pilot
will pick up the taxiway centerline light running parallel to the runway
centerline lights and will follow them off the active runway.
 These lights will alternate amber and green to indicate to the pilot that
the aircraft is still within the ILS critical area.
 When the taxiway centerline lights change to all green, this indicates
that the aircraft is moving out of the critical area.
Geographic Position Markings

ATC and pilots will verify the position of aircraft and vehicles using geographic
C O PY
position markings. The markings can be used either as hold points or for
4 4 9
L 5 .0 1
position reporting. These checkpoints or "PINK SPOTS" will be outlined with a
ED
RO L n g /
black and white circle and be designated with a number, a letter, or both.
O N
Clearance bar Lights T n g g a
U N C S i t a
Three yellow
andra
in-pavement clearance
positions for aircraftlo 5hold points, they are co-
bar lights will be used to denote holding
1 - 2
n a F 1 7 -0
vehicles. When used for
l y
located with geographic
0
position markings.
2
Rose
(2) SMGCS Plan Implementation
ATC
 The Tower will implement the SMGCS plan based upon an evaluation of
current and anticipated weather conditions. When it is determined that the
weather will drop below RVR 350 m (1200 feet) but not below RVR 175 m
(600 feet), they will set up the appropriate lighting configurations and notify
the airport manager.
Most airports do not restrict taxiway usage at this point. However, it is
imperative that the airport specific SMGCS chart be reviewed for any
restriction or special procedures applicable for operations below RVR 350
m (1200 feet) to RVR 600.
01 Oct 2016 Page 34

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9.5 WEATHER
 When the weather is anticipated to or falls below RVR 175 m (600 feet)
additional measures are activated to ensure the safe movement of ground
traffic. ATC will normally place a message on ATIS similar to the following:
Example: "Special low visibility procedures less than RVR 175 m (600 feet)
in effect, inform ATC of landing minimum capabilities."
 The appropriate SMGCS airport chart will detail any taxi restrictions or
special instructions for the below RVR 175 m (600 feet) operations.
 ATC is required to inform the crew of any limitation which would affect
low visibility operations. (e.g. inoperative lighting on taxiways)
Ramp Operations
The appropriate personnel will be notified to stand ready to assist with incoming
aircraft and all operators of ground handling ramp vehicles will be informed of
the need to be alert for ramp activity
Aircraft
 Upon hearing the ATIS message, aircraft will notify ATC of their approach
minima and then follow ATC instructions as usual.
 After landing on the runway, follow the special procedure on the SMGCS
airport chart, making all requested reports to Tower or Ground as indicated.
C O PY 4 4 9
Notify the Tower if visibility allows the aircraft to continue to taxi on its own
ED .0 1
or if a "follow me" vehicle will be required.
L 5
RO L n g /
 Depending upon the situation, continue to the ramp area or hold in position
O N T n g g a
for the "follow-me" vehicle. On reaching the non-movement area, establish
U N C S i t a
communication with the appropriate company personnel and follow their
instructions.
l o ra 1 - 2 5
n a F 1 7 -0
Note: It may be necessary to have crossing guards close an airport service
l y 0
road until the aircraft has crossed.
2
R ose
 The pilot may request to be towed in or a follow-me vehicle to the gate. The
ramp procedures will be listed on the individual airport chart. These
SMGCS procedures have been established to authorize those aircraft so
certificated to land with RVR as low as RVR 100 m (300 feet) and then
continue to the gate when visibility is restricted. It is imperative that a full
review of individual airport procedures and appropriate briefings be
included whenever these procedures are implemented
D. LOW VISIBILITY TAKEOFF

A Low Visibility Takeoff is a takeoff when the RVR of a runway is less than 400 m.
It is very important that a pilot shall not conduct LVTO when the RVR is below the
limit for lower than standard take off minima in OM-A Chapter 9.5.1-06.
Prior to starting the takeoff, the RVR/VIS in the takeoff direction must be equal to
or better than the applicable minima and the weather at the airport and the
condition of the runway intended to be used shall not prevent safe operation.
Prior to commencing a Low Visibility Takeoff, the status of the visual and non-visual
aids must be sufficient.
01 Oct 2016 Page 35

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9.5 WEATHER
Operational Applications
 Visual Range
The observed visual range is established by adding the obscured segment below
cockpit nose, 15 m for CAT C or 25 m for CAT D aircraft, to the visual segment.
The visual segment is determined by multiplying the number of light-interval by the
applicable spacing as published on the approach chart.
 Application of VIS
When only general Visibility (VIS) is given:
 The observed visual range from the cockpit must be equal to or better than the
prescribed minimum.
 A uniform atmospheric condition must exist without sharp variations in visibility
due to fog patches.
 Application of RVR
 Reported RVR take control over VIS
 Published values are applicable to all relevant section of the runway. If more
than one RVR is given, the lowest (relevant) RVR must be at or above
prescribed minimum.
 If the RVR at the beginning of the runway is not available or below minimum
PY
with additional RVR at or above minimum, it is allowed to taxi-out to the runway.
O 4 9
However, take off is not allowed if the observed visual range at the beginning
C 1 4
L L ED
of the runway is less than the prescribed minimum.
g / 5 .0
Procedural Consideration: TRO a n
N
O (availability,Sweather
a g g
ncondition satisfied)
C
 Check takeoff alternate
N
U aids toloassist i t
 Use all navigation
F r arunway tracking.1-25
 If turn more than a
n 1 7
15 degrees is required after 0 minimum visibility is 500 m.
-takeoff,
l y
 Lost visibility during takeoff roll: 0
se and up to 100 Knots 2 : Reject takeoff
R oBelow
 Above 100 Knots : Continue takeoff
 Divergence on takeoff roll:
 PM Call : STEER LEFT/RIGHT
 PF Response : CORRECTING.
Other Considerations:
All factors such as crosswind limits, precipitation, runway contamination, fatigue,
whether low visibility are in force, etc. shall be evaluated before commencing takeoff.
END OF 9.5
01 Oct 2016 Page 36

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9.6 FLIGHT PLANS
9.6 FLIGHT PLANS

For all Garuda Indonesia flights, the flight plan for the sector to be flown shall be
prepared by flight dispatch on departure station, under the responsibility of the licensed
Flight Operations Officer.
Station may issue operational flight plan for flight departing from other airports (this is
called remote flight planning). The Flight Operations Officer at the remote station shall,
where necessary, update the operational flight plan according to the latest available
information, and be sure that PIC is in possession of the following additional
information:
 the latest meteorological information
 the latest NOTAMs
 a copy of the ATC flight plan
The law requires that a flight shall not be commenced until the PIC has satisfied himself
that:
 The aircraft is airworthy.
 The instruments, equipment, and documents for the particular aircraft and type of
operation to be under taken are, on board and in good order.
 The Aircraft Maintenance Log and the maintenance release certificate are
completed and signed.
O PY 9
 All available information appropriate to the intended operation, including all
C 4 4
ED .0 1
available current weather reports and forecast, indicate that the flight can be
L 5
completed as planned.
RO L n g /
O N T n g g a
 The load to be carried is distributed and secured in accordance with pertinent
C i t a
instructions and safety regulations.
U N S
l o ra 1 - 2 5
 The flight can be conducted safety in accordance with the operating limitations as
n a F 1 7 -0
laid down in this manual and in the FCOM/AOM
l y 0
 The flight plan has been completed
2
R ose
 The usable fuel required is on board the aircraft and sufficient to complete the
planned flight safely
To indicate that all items mentioned above have been checked, the Pilot in Command
is required to sign the dispatch release, which constitutes the following statement
printed on the flight plan:
“I CERTIFY THAT HAVE SATISFIED MYSELF THAT ALL FACTORS WHICH FORM
THE BASIS OF FLIGHT PREPARATION ARE IN ACCORDANCE WITH THE
PERTINENT REGULATIONS LAID DOWN BY THE INDONESIAN CIVIL AVIATION.”
01 Oct 2016 Page 1

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9.6 FLIGHT PLANS
9.6.1 OPERATIONAL FLIGHT PLAN

A. GENERAL
Except local flight(s), all other flights must be provided with a company flight plan.
The Operational Flight Plan shall be prepared within 3 (three) hours prior to ETD
for better accuracy of performance, weight and balance calculation and weather
prognosis (weather prognosis is updated every 6 hours).
Note:
For routes flown by aircraft ATR72-600, the flight plan shall be prepared within 4.5
(four and a half) hours prior to ETD.
The operational flight plan shall be prepared in two-fold:
 one copy for the flight crew use on board;
 one copy (signed by the PIC) shall be kept by the company Flight Operation
Officer/ Flight Dispatcher or its designated representative at the departure
airport to be retained on file;
The Operational Flight Plan shall be placed to be easily accessible to the flight
crewmember for immediate correction or modification of estimates when required.
When it is not possible to deposit a copy of the flight plan with Garuda Indonesia
or its representative, the copy shall be left with the aerodrome authority or on record
in a suitable place at the point of departure.
C O PY 4 4 9
D are checked
LEinfigures
The PIC should ascertain that the flight plan 1
5and.0that the plan
is acceptable. PIC must sign theO L with/OM-A Chapter 9.6.
accordance g
N T R flight plan
g g a n
N C O S i t a n
B. FLIGHTU PLAN LOGGING ra 2 5
F l o 1 -
0 records on the Operational Flight
-and
l y n a andshall
The flight crewmember
1
regularly check
2 0 7
se
RTheologged
Plan, the fuel status the time over waypoints.
flight plan shall be signed by the PIC after completion of the flight.
C. NO COMPUTER FLIGHT PLAN AVAILABLE

When normally a computer flight plan is delivered, and at the last moment this flight
plan is not received by station concerned (e.g. due to computer outage or
communication failure), the most recent computer flight plan in file at that station,
that was made out via the desired route, may be copied.
This flight plan copy must be updated with the latest available data from the Met-
office (winds and temperature aloft, forecasts destination, alternates, en-route
alternate, etc.), estimated ZFW, aircraft type, cruise system, flight levels, NOTAMs,
etc.
In case of a manually created flight plan for such a stretch is necessary, the
navigation data from the most recent computer flight plan via the desired route, can
be used.
01 Oct 2016 Page 2

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9.6 FLIGHT PLANS
9.6.2 ATC FLIGHT PLAN

Garuda Indonesia requires all commercial flights shall be conducted under an IFR
Flight Plan and in accordance with an IFR clearance. However, when certain portions
of a commercial flight is authorized to be conducted under VFR, provided procedures
that describe how an IFR clearance is to be obtained and/or cancelled.
If the whole Flight Plan is submitted under IFR, the IFR flight plan must not be
canceled.
No clearance, requiring to maintain own separation and to remain in VMC for the cruise
portion of the flight in IFR, shall be accepted.
For limited portions of climb, descent and approach an exception may be made by day,
when non-acceptance of such clearance would result in unacceptable fuel penalties or
delays, provided:
Weather conditions are such that flight in uninterrupted VMC is possible throughout
such portion of flight.
 Effective radar service is available.
 “Known Traffic” information is provided by appropriate ATS unit and can be
assessed by PIC relative to his own flight.
 Separation from other traffic involved i.e. either close to relevant procedural
separation standards or such traffic is in sight and positively identified.
C O PY 4 4 9
a. Filing ATC Flight Plan
L ED 5 .0 1
RO L n g /
Prior to operating a flight, an IFR flight plan for the entire flight or Composite Flight
N T
Plan shall be submitted to ATC.
O g g a
n as soon as practicable.
U N C S i t a
Change to the
l o ra
(filed) flight plan shall be notified
1 - 2 5of the estimated off-block
n F
aflight, the flight2plan
In the event of the delay
7
30 minutes or more
1 -0be amended or a new flight plan
in excess
l y 0
ose with the cancellation of the old flight plan.
time for controlled should
Rsubmitted
The flight plan may be submitted for each flight individually or for routine flight on
a respective basis. The distinction between the types of flight plan by “not stored”
(repetitive flight plan).
Individual flight plans must be submitted to ATC at least 30 minutes prior to
departure, depending on local or regional regulations.
Note:
 Composite Flight Plan is Flight plans which specify VFR operation for one
portion of a flight, and IFR for another portion of flight vice versa.
 In some countries submission of the flight plan is required three hours or more
in advance when Air Traffic Flight Management (ATFM) measures are in force
on the intended routing.
 Notify ATC about early or delayed departure in excess of 30 minutes.
 Notification of flow control delays is not required.
b. Repetitive Flight Plan

Certain states and airlines, mainly in Europe, use the term Repetitive Flight Plan
(RPL), where ATC flight plans for schedule line flights are stored by all ATC units
concerned, and therefore need not be filed or transmitted as for individual flights.
01 Oct 2016 Page 3

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9.6 FLIGHT PLANS
RPL lists are kept by CGKOGWGA submitted to the appropriate states, and are
kept up date for permanent changes. The validity period is the entire winter or
summer schedule.
Note: As a policy RPL’s are normally submitted for flight for which standard
routing(s) and flight level(s) can be established. This will limit RPL’s to
flights up to approximately 3.00 hours block time.
The RPL is based on the following criteria:
 time are off-block times (UTC) and total elapse times;
 cruising speeds (TAS) are rounded-off to the nearest 5 Knots;
 cruising level(s) and routing as selected for prevailing conditions (on the
company flight plan both cruising levels and routing may be optimized for
forecast condition).
Incidental changes
 Changes of route, line number, aerodrome of departure and/or destination
This requires cancellation of the stored flight plan for the day, followed by
submission of an individual ATC flight plan.
 Change of aircraft type, speed and/or cruising level
PY
This requires notification at the ATC unit at the aerodrome of departure as soon
O 4 9
as possible and not later than 30 minutes before departure, with the exception
C 1 4
L L ED g / .0
that change of cruising level alone may be notified by radiotelephony on initial
5
N T RO
contact with aerodrome control tower.
g g a n
 Delayed flights
N C O other than S i t a n
U
Expected delays,
estimated off-block l o r a ATC, of
5
30 minutes or more in excess of the
shall be reported in1 - 2
n F time
a of this action 1 7 -0in cancellation of the stored flight
due time to the ATC unit of the
l y
aerodrome. Failure
0may
seby one or more ATC units2concerned.
result
Roplan
 Early departures
Early departures should be reported to the ATC units as soon as new ETD is
known.
 Extra flights
An individual ATC flight plan shall be filed for all extra flights.
 Cancellation of the flight
When a flight is canceled, the ATC unit responsible for the departure
aerodrome shall be informed in due time to cancel the stored flight plan
concerned.
Note: RPL’s within Europe, for any flight conducted on the 25th December with
departures between 00.00 UTC are not in force., consequently individual
ATC flight plans have to be filed for flights during that period.
01 Oct 2016 Page 4

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9.6 FLIGHT PLANS
9.6.3 COMPUTER FLIGHT PLAN

The NavTech, computer flight plans (CFP) are retrieved from NavTech Data Plan. The
processing in the computer deals with the handling of:
 Navigational data
 Aircraft (performance) data
 ATC and company data
 Meteorological data
NavTech utilizes meteorological data, which are provided by both the (US) National
Weather Service and (UK) National Weather Bureau. These weather (observation)
data are transmitted twice daily giving the wind and temperature for the 850, 700, 500,
400, 300, 250 and 200 mbar levels and the tropopause height, and are broadcast to
Jet Plan users (dispatch office) through SITA telex as can be seen in the following
example:
QD CGKONGA
. PAOJD7X 030515 PAOJD7X
ATTN NAVTECH USERS
PLEASE BE ADVISED THAT THE MAY 03 /0000Z WIND PROGS ARE NOW
ONLINE.
RGDS DATAPLAN OPS
C O PY 4 4 9
L ED 5 .0 1
END OF NAVTECH DATAPLANRO
L n g /
O N T n g g a
U N C
REQUEST NO. 2501
S i t a
l o a at approximately
ravailable 1 - 2 5
n a F
 The 0000 UTC observation
1 7 - 0 0600Z. 1200Z, 1800Z and
y
next day’sl0000Z
e UTC and 0600Z 20
prognostics.
 R os1200
The observation is available at approximately 1800Z, the next day’s
0000Z, 0600Z, 1200Z and 1800Z prognostics.
Note:
NavTech does not display in detail the prognostic time used, the PROGS 021200Z
printed on the CFP simply shows date and observation time.
Each prognostic is therefore available twice in the system, based on different

observation times. For flight planning calculation and track selection, NavTech also
applies the term “rolling progs”. The system selects the PROG based on the ETD and
the planned duration of the flight. For each phase of the flight the most appropriate
prognostic is selected. In the transition period between subsequent prognostics,
interpolated data is used.
In case of (considerable) delays, a new CFP with the revised ETD should be produced.
01 Oct 2016 Page 5

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9.6 FLIGHT PLANS
The flight plan is divided into six parts:

 Part One : free formatted data generated by the dispatcher.
 Part Two : CFP parameters, fuel and weight calculation.
 Part Three : navigational and meteorological data and fuel calculation.
 Part Four : alternate data
 Part Five : ICAO/ATC flight plan.
 Part Six : Equi-time points (ETPs) and drift-down summary explanation.
The following information is given by referring to the sample CFP.

01. PART ONE OF THE CFP
Normally dispatchers use this part to inform crewmembers of operational
messages pertaining to the flight, such as: ETD/ETA/Flight Time, number of
(booked) passengers, estimated load, etc.
ZCZC 014 130431 MAY 94 Part One Group 1

QD HDQOSGA
.PAOJDGA 130426 PAOJD7X
PLZ HOLD FOR PICKUP. DO NOT DESTROY
-----------
a b c d e f
C O PY 4 4 9
PLAN 7159 LOWW TO
L
EHAM
ED
477Q LRC/F
5
IFR
.0 1 05/13/94
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
Group 1
n F
aCFP generated2by0NavTech
1 7 -0up to time of request.
s l
a) The number y of
e and destination always presented in ICAO/4-letter code.
Rb)c)oOrigin
Generic aircraft type as stored in the database, in this case A330-200
d) The primary cruise mode is shown next to the performance index which
indicates that the CFP was calculated to save fuel (F). Otherwise: By cost (C)By
time (T)
e) The flight is dispatched according to Instrument Flight Rules.
f) Month/date/year of the CFP transaction.
Part One Group 2

a b c d e f
NONSTOP COMPUTED 0419Z ETD 0755Z PROGS 141818 141821 141824 UKM PKGSA KGS
Group 2
a) Time at which NavTech computation was completed
b) ETD as was entered by the dispatcher during transaction
c) Up to 3 prognosis used. In this case:
141818 mean : prognosis issued date 14 at 1800Z, validity 18 hours
15 Nov 2016 Page 6

▲
9.6 FLIGHT PLANS

d) Prognosis source: UKM (UK Met Office), NWS (US National Weather Services)
e) Aircraft registration
f) Applicable weight unit
02. PART TWO OF THE CFP
a Part Two Group 3
GARUDA INDONESIA CFP
Group 3
CFP heading
Part two Group 4

FUEL CORR ENDUR
C O PY 4 4 9
047743 .. .. 06:34
L ED .0 1
TRIPF INCL +0.0PCT HIGH CONS
5
002515
002885
..
..
..
..
RO
00:24
L
00:30
RES
HLDG
n g /
006581
059724
..
O
..
N T
..
..
00:58
08:26
n g g
REQ a
ALTN RJGG
000000
U N C .. ..
S i t
00:00a ETOPS XTRA
001475
001500
..
..
l
..
o
.. ra 00:15
2 5
CONTINGENCY
1 -
000000
n a
..F ..
00:14
00:00
1 7 -0
TANKERING
OPERATIONAL XTRA
062699
l y 2 0
ose
.. .. 08:55 TKOF
001200 .. .. TAXI
R 063899 .. .. 08:55 BLOCK FUEL REM .. ..
Group 4
Contains fuel calculation as specified by OM-A and, or, associated FCOM/AOM.
Part two Group 5
ARR .. .. TDN .. ..
DEP .. .. A/B .. ..
FLT .. .. AIR .. ..
Group 5
Time value to be inserted by flight crewmember.
15 Nov 2016 Page 7

▲
9.6 FLIGHT PLANS
Part two Group 6
FUEL BURN ADJUSMENT FOR 1000KGS INCR/DECR IN TOW : 0044KGS/039KGS
Group 6
Average incremental increase/decrease of fuel burn per 1000 Kg of TOW change.
Group 7
Summaries of cruise, flight time, and initial flight level as a result of 5000 kg weight
change in the calculated/estimated TOW.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C a
S i t a b Part Two Group 8
l o ra 1 - 2 5
n a F
FLT NBR GA804
1 7 -0
DTE13/05/94
l y 2 0
R ose
Group 8
a) valid flight number
b) date/month year
Part two Group 9

a b c d
EZF PLD ELW ETW CRZ

191796 020000 208286 223413 LRC
Group 9
a) estimated zero fuel weight
b) estimated payload
15 Nov 2016 Page 8

▲
9.6 FLIGHT PLANS
c) estimated landing weight

d) cruise system
03. PART THREE OF THE CFP
Part Three Group 22
TIME TO
DIST W/C CFR FOB EXC ETP / ALT
ETP1 LOWW/EDDF 0166/0170 P000/P004 00000 24150 24150 00.28/00.00
N4859.4E01237.2
ETP2 EDDF/EHAM 0110/0116 M004/P019 00000 19040 19040 01.02/00.00
///N5148.0E00747.4
Group 22
This section advises pilot with details related to ETP(s) with the most critical fuel
scenario, which normally represents calculation of [all-engine] long range cruise at
10,000 feet. following a decompression
C O PY 4 4 9 Part Three Group 10
a b c
L ED
d e
5 .0 1 f g h i j k
RO L n g /
ETO TIM
O N T AWY WPT/FRQ
n g g a TTK DST TAS FLV TD/TP FBO PFRM
U N C S i t a
l o ra 1 - 2 5
Group 10
a F 7 -0
Group e10lyn 2 0 1
s time over a checkpoint
Ra)oestimated
b) elapsed time between checkpoints
c) this may contain selected SID, airway, ATS route, direct route and selected
STAR
d) checkpoint name, top of climb/descent, ETPs, or VOR or NDB identification
and its frequency if coincides with a check point.
Note:
The first and the last points always indicate points of departure and arrival’s 4-
letter code followed by their published aerodrome elevation and ARP’s
coordinates where a point coincides with a FIR boundary it will be followed by/F
e) true (T) track between two points
f) distance between two points
g) true air speed
h) indicates level changes i.e. climb, cruise level and descent
i) indicates deviation from ISA (M-minus P-plus) and tropopause height (x 1000
feet)
j) accumulated fuel burn off value up to a particular point
k) planned fuel remaining
01 Oct 2016 Page 9

▲
9.6 FLIGHT PLANS
Part Three Group 11
a b c d e f g h i j
ATO TIM COORD MTK TTL G/S GMA WIND ABO AFRM
Group 11
a) pilot’s log for actual time over
b) accumulated time up to a particular point
c) coordinates of the associated point
d) magnetic (M) track between two points
e) accumulated distance up to a particular point
f) groundspeed
g) grid MORA as depicted on approved en-route chart (ex : NavTech)
h) forecast spot wind for that level
i) pilot’s log for actual fuel burn off
j) actual fuel remaining
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
Group 12
N C
U (4-letter S i t a
l o a crossing followed
rcode) 1 - 2 5by elapsed time since
FIR boundaries
n a F 1 7 -0
l y
departure/airborne
2 0
Rose Part Three Group 13
TRACK USED = R01
Group 13
Indicates dispatcher’s selection from company’s stored route data base for an
associated city pair
Group 14
Great Circle distance between point of departure and point of arrival, should a
dispatcher elect to use route other than those stored, route selection will not be
indicated
01 Oct 2016 Page 10

▲
9.6 FLIGHT PLANS
Group 15
the accumulated distance between Points Of Departure and Arrival
a b Part Three Group 16
FL / AVG.TAS 350 / 473
Group 16
a) flight level at which cruise is spent most.
b) TAS at a) above
C O PY 4 4 9
L ED 5 .0 1 Part Three Group 17
RO L n g /
AVG COMP
O
M032
N T n g g a
U N C S i t a
l o ra 1 - 2 5
Group 17
n a F 1 7 -0
l y 2 0
Rose
average wind component
04. PART FOUR OF THE CFP
Part Four Group 18
GMA DIST TTK W/C FL TIME FUEL BOF

RJGG 147 0283 253 M090 280 00.58 006581
RJAA JYOSO5 JYOSO Y11 JD Y88 KCC V52 CBE DCT RJGG
RJFF 147 0553 257 M151 380 01.45 011687
RJAA KZE2 KZE Y50 DARTS Y60 HABAR Y602 IWC Y28
CLIPA V28 ACTIE Y28 DGC DCT RJFF
Group 18
depending on dispatcher’s entry this may contain one or more alternate data, fuel
value does not include 30’ holding at alternate
01 Oct 2016 Page 11

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9.6 FLIGHT PLANS
Part four Group 19

ALTERNATE DATA
ETO TIM AWY WPT/FRQ TTK DIS TAS FLV TD /TP FBO PFRM
ATO TIM COORD MTK TTL G/S GMA WIND ABO AFRM
0000 JYOSO5 35450N140230E 185T 001 249 CLB CLB/CLB 01323 014833
0000 N3545.0E14023.0 192M 0001 224 047 144032
0001 JYOSO5 35440N140240E 141T 001 249 CLB CLB/CLB 01504 014652
0001 N3544.0E14024.0 148M 0002 217 047 144032
0002 JYOSO5 ASPEN 150T 011 262 CLB CLB/CLB 02229 013927
0003 N3534.9E14030.5 157M 0013 242 047 178022
0001 JYOSO5 AD6R1 150T 004 269 060 M07/44 02331 013825
0004 N3531.0E14033.3 157M 0017 254 047 182017
0002 JYOSO5 AD16X 239T 008 269 060 M07/44 02508 013648
0006 N3526.9E14024.9 246M 0025 259 047 182017
0002 JYOSO5 AD16W 330T 008 269 060 M07/44 02660 013496
0008 N3533.4E14020.2 337M 0033 283 047 182017
0003 JYOSO5 ATAGO 345T 014 268 060 M09/41 02941 013215
PY
0011 N3547.0E14015.8 352M 0047 285 047 192020
C O 1 4 4 9
ED
0003 JYOSO5 TOADS 344T 016 267 060 M10/39 03269 012887
0014 N3602.8E14010.2
L L 351M
/ 5 .0
0063 285 090 200022
0005
T RO
JYOSO5 JYOSO 312T
g a n g
021 267 060 M10/39 03698 012458
0019
C O N
N3616.8E13951.2
t a n g
319M 0084 275 108 200022
U N S i 5
0002
0021
Y11
F l o ra
JD 389
N3629.2E13951.8
002T
-0 1
009M - 2 012 331
0096 348
CLB
108
CLB/CLB 04462
239035
011694
l y n a 2 0 1 7
ose
0002 Y88 AKAGI 234T 010 407 CLB CLB/CLB 04995 011161
0023 N3623.5E13941.9 241M 0106 351 108 256059
R 0002 Y88 TOC 234T 018 458 CLB CLB/CLB 05756 010400
0025 N3613.0E13924.1 241M 0124 379 108 262085
0001 Y88 GYODA 234T 005 425 280 P00/39 05853 010303
0026 N3609.8E13918.7 241M 0129 340 108 266096
01 Oct 2016 Page 12

▲
9.6 FLIGHT PLANS
0006 Y88 KINPU 245T 030 425 280 P00/39 06395 009761
0032 N3557.3E13845.1 252M 0159 335 147 266095
0001 Y88 CHINO 245T 010 425 280 P00/39 06577 009579
0033 N3553.1E13833.9 252M 0169 335 147 266095
0005 Y88 TOD 245T 028 424 280 P00/39 07078 009078
0038 N3541.3E13803.2 252M 0197 332 147 266097
0001 Y88 TENRU 245T 002 481 DSC DSC/DSC 07084 009072
0039 N3540.2E13800.4 252M 0199 391 147 266095
0001 Y88 SENJO 246T 011 464 DSC DSC/DSC 07118 009038
0040 N3536.0E13748.7 253M 0210 378 147 264090
0004 Y88 NAKTU 245T 019 428 DSC DSC/DSC 07191 008965
0044 N3528.0E13727.8 252M 0229 358 128 263072
0002 Y88 SWING 245T 011 389 DSC DSC/DSC 07236 008920
0046 N3523.4E13715.5 252M 0240 345 128 250045
0004 Y88 KCC 114.20 246T 018 352 DSC DSC/DSC 07364 008792
0050 N3515.9E13654.9 253M 0258 318 128 245033
0008 V52 CBE 117.80 193T 025 264 DSC DSC/DSC 07775 008381
0058 N3451.5E13648.2 200M 0283 248 128 185016
0000 DCT RJGG 090T 000 249 DSC DSC/DSC 07781 008375
0058 N3451.5E13648.3
ELEV 00012 FT
097M 0283 236
C O PY
080 159032
4 4 9
L ED 5 .0 1
RO L n g /
Group 19
N T
Oflight plan dataSfrom g g a
n to the first alternate
C
This line contains
U N all
i t adestination
l o ra 1 - 2 5
n a F 1 7 -0
l y 2 0
Rose
Part four Group 20
I CERTIFY THAT HAVE SATISFIED MYSELF THAT ALL FACTORS WHICH FORM THE BASIS OF
FLIGHT PREPARATION ARE IN ACCORDANCE WITH THE PERTINENT REGULATIONS LAID DOWN
BY THE INDONESIAN CIVIL AVIATION.
PIC : CAPTAIN O. TAMPUBOLON

SIGN : .. .. ..
PREPARED BY: FOO YUDA /LIC- ….

SIGN : .. .. ..
CAPTAINS SIGNATURE FOR COMPLETION OF JOURNAL AFTER FLIGHT

.. .. .. .. ..
Group 20
self-explanatory
15 Nov 2016 Page 13

▲
9.6 FLIGHT PLANS
05. PART FIVE OF THE CFP
Group 21
ATC flight plan in ICAO format
06. PART SIX OF THE CFP

In spite of NavTech’s capability in calculating ETPs and drift down summaries, this
part does not normally appear in day-to-day usage. Among several factors which
prevent these features from being presented are:
 dispatcher’ unfamiliarity with the associated input keywords to be used during
transaction,
O PY
 the lack of time for an interface between PIC and FOO during CFP preparation
C 4 4 9
in determining the diversion airport
L ED 5 .0 1
RO L n g /
NOTE:
Flight plan is normally N
O T
prepared 3 hours beforeg
n g a
ETD.
N C S i t a
It wouldU r athe pilot to know1that-2in5order to enable Navtech
F l
be an advantage for
o
aonlydrifttodown 7 -[as0 shown using
e l y n
calculate ETPs and
2 0 1
summaries on the sample CFP] the
R o s
dispatcher needs
commands/keywords :
start the CFP transaction the following input
//OPT FP, DRFTX, CS/GA804

//POD LOWW/EDDF//POA EHAM
Thus NavTech will calculate a drift down summaries for GA804 from Vienna to
Amsterdam based on ETP1 between Vienna and Frankfurt and ETP2 between
Frankfurt and Amsterdam.
Group 22
This section advises pilot with details related to ETP(s) with the most critical fuel
scenario, which normally represents calculation of [all-engine] long range cruise at
10,000 feet following a decompression.
Note: applicable for ETOPS-CFP only
01 Oct 2016 Page 14

▲
9.6 FLIGHT PLANS
Part Six Group 23

DRIFTDOWN SUMMARY DATA
CRZTOBURNFLMSATOBURNFLMSAFOBLATLONW
LRC LOWW 007296 100 072 EDDF 007328 100 051 024145 N48594 E012372
/EDDF 005548 100 043 EHAM 005452 100 038 019044 N51480 E007474
1LE LOWW 004165 350 072 EDDF 004271 350 051 023960 N49048 E012264
/EDDF 002929 350 043 EHAM 002911 350 038 018947 N51516 E007426
2LE LOWW 004724 210 072 EDDF 004912 210 051 023960 N49048 E012264
/EDDF 003123 210 043 EHAM 003081 210 038 018947 N51516 E007426
Group 23
Each Line displays cruise summary at each ETP, the number of lines represents
the number of ETPs specified in the CFP.
Line 1 - at ETP1:
 returning to LOWW requires 7296kgs of fuel
 diverting to EDDF requires 7328kgs of fuel
Line 2 - at ETP2:
 diverting to EDDF requires 5548kgs of fuel
 continuing to EHAM requires 5452kgs of fuel
 Etc.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a Part Six Group 24
U N C S i t a
1EO
l o ra 1ED
1 - 2 5
- - - - - - - - - - - - - - - - - - - - - - - -
2D
- - - - - - - - - - - - -
a F
ETP N15211 E121015
n 1 7 -0
ETP N15284 E121015 ETP N15284 E121015
l y
TO ETP BURN 027923
2 0 TO ETP BURN 028028 TO ETP BURN 028028
R ose TIME 03.20

DIST 1586
TIME 03.21
DIST 1593
TIME 03.21
DIST 1593
ETP AIRPORTS ETP AIRPORTS ETP AIRPORTS

WBSB ROAH WBSB ROAH WBSB ROAH
TIME 01.55 01.55 TIME 02.14 02.14 TIME 02.04 02.04
RQFUEL 014408 014408 RQFUEL 017369 017369 RQFUEL 016210 016210
FL 250 250 FL 100 100 FL 100 100
DIST 0720 0749 DIST 0727 0742 DIST 0727 0742
WIND P04 P16 WIND P03 P11 WIND P03 P11
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
END OF NAVTECH DATAPLAN
REQUEST NO. 7159
Group 24
This section give calculation for :
 engine out scenario
 one engine out & decompression scenario
 decompression only, all engine running scenario
01 Oct 2016 Page 15

▲
9.6 FLIGHT PLANS
07. REMARKS
A. ETOPS Flight Plan
The Garuda ETOPS CFP is the same as standard CFP with an addition data
as required for ETOPS operations.
Part two Group 4
ETOPS FLTPLN
FUEL CORR ENDUR
041330 .. .. 0730 TRIPF INCL 02. OPCT HIGH CONS

002144 .. .. 0027 RES
002740 .. .. 0030 HOLDING
005032 .. .. 0052 ALTN RJBB
051256 .. .. 0919 REQ
000000 .. .. 0000 ETOPS XTRA
000000 .. .. 0000 XTRA
051256 .. .. 0919 TKOF
000500 .. .. TAXI
051756 .. .. 0919 BLOCK FUEL REM .. ..
Group 4
C O PY 4 4 9
Contains fuel calculation as specified by OM-A and, or, associated FCOM/AOM
L ED 5 .0 1
RO L n g /
O N T n g g a Part Two Group7
U N C S i t a
l o ra
FLT NBR GA880 DTE
1 - 2 5 03/09/03
n a
EZF
F 1 7
PLD
-0 ELW ETW CRZ
l y
149522
2 0027000 159448 200778 M82
R ose ENRT ALT SUITABLE

WIII 1735/2105 RPLL 1906/0008 RJFF 2208/0054 RJAA 2254/0054
MOST CRITICAL FUEL SCENARIO AT ETP 3 FUEL DEFICIT OF 00000 KGS.
TIME TO
DIST W/C CFR FOB EXC ETP/ALT
ETP1 WIII/RPLL 0735/0768 M007/P013 18107 038055 19950 01.49/02.18
N0334.8 E11411.4
ETP2 RPLL/RJFF 0660/0657 M004/M005 16036 020521 04490 05.02/02.05
N2241.4 E12848.0
ETP3 RJFF/RJAA 0334/0339 M012/M004 09265 013242 03980 06.30/01.15
*** N3111.4 E13623.4
Group 7
Summaries of cruise, flight time, and initial flight level as a result of 5000 kg
weight change in the calculated/estimated TOW, En-route alternate suitable
and ETP data. The Equal Time Point Data Diversion Summary for each ETP
normally given at the lower part of the CFP.
B. The RVSM CFP has no difference with normal except letter “ W “ be inserted
on 2nd line (Blok 10 on ICAO Flight Plan form)
END OF 9.6
01 Oct 2016 Page 16

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9.7 DISPATCH RELEASE

The Dispatch Release is prepared to record the requirement as stated in CASR 121.
533, 663 and 687.
The flight Dispatcher shall prepare and sign the Dispatch Release, and the PIC, having
agreed all the contents, countersign on the space provided indicating that the mutual
agreement has been achieved between PIC and the Flight Dispatcher prior to
commencing the flight.
The Flight Dispatcher may delegate to sign the form, but the authority to dispatch
remains within his/her jurisdiction.
Garuda Indonesia uses 2 Types of dispatch release:
 Manual dispatch release;
 Computerized dispatch release;
9.7.1 MANUAL DISPATCH RELEASE

The Manual Dispatch Release is used to dispatch flight from Domestic or International
Departure Station as well as a backup in case of Computerized Dispatch Release is
unavailable. The following is a sample of Manual Dispatch Release form.
C O PY 4 4 9
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l o ra 1 - 2 5
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Filling instruction (Applicable for Manual and Computerized Dispatch Release Form)
Aircraft Type Circle as appropriate
Aircraft Registrations Fill aircraft registration as appropriate
Flight number Self-explanatory
POD / POA Point Of Departure / Point Of Arrival, use IATA
/ICAO code. (POA=Intended Destination for Planed
Re-Dispatch, as applicable)
Track Used / AWY Route Number or Airways
Initial Destination For Planned Re-Dispatch fill the initial destination
airport, use IATA / ICAO code (as applicable)
Destination Alternate Write down planned destination alternate in
sequence of order using IATA / ICAO codes.
Type of operations Garuda Indonesia requires all commercial flights to
be conducted under an IFR Flight Plan, circle IFR.
However, if certain portions of commercial flight
are authorized to be conducted under VFR due to
navigation facilities, etc. circle both IFR and VFR.
Composite Flight Plan is Flight plans which specify
O PY
VFR operation for one portion of a flight, and IFR
C 4 4 9
D
for another portion of flight.
L E 5 1
.0/ and as
Plan FOB / PIC request Fill out L
RO by PICggan
flight g
plan required fuel /
on board
N T requested
n preliminary information,
NOTOC/DG NCO t a
Circle asiappropriate,
U o S
a on the carriage
respecially - 2 of5
F l - 0 1 Dangerous Goods.
e l y na
Weather Information
0 1
This includes
2 7a forecast or met report for departure
Ros airport, en-route and alternate airports, initial and
intended destination.
Aeronautical Information NOTAM, AIRAC, AIP etc………..
Parking stand Fill the parking stand according the latest
information from AMC.
Flight plan Verify with existing limitation, the briefing either
direct or indirect.
Aircraft status / DDG Note and inform the PIC of the unserviceable
status.
Remark Write down Intermediate Stop (as applicable),
ECON TANKING, COMPOSITE FLIGHT PLAN
(VFR/IFR Flights) as applicable, and / or other
relevant information.
(dd/mm/yyy) / time UTC Date and time when the Dispatch Release is
signed.
ETOPS & ETOPS Circle as appropriate & If Yes circle/fill as
Diversion Time appropriate.
01 Oct 2016 Page 2

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En-Route / ETOPS Write down ETOPS alternate using ICAO/IATA in

Alternate sequence of order codes
Takeoff Alternate (if Write down Takeoff alternate using ICAO/IATA
required) codes
Note:
 The Dispatch Release may be provided at FLOPS after Flight Preparation, or latest
along with Load Sheet after boarding completed.
 The validity of the Dispatch Release is the same with Flight Plan.
 If new FP is reproduced, the dispatch release is also to be reproduced.
9.7.2 COMPUTERIZED DISPATCH RELEASE

The Computerized Dispatch Release is usually integrated with CFP and used to
dispatch flight from Domestic or International Departure Station. The following is a
sample of Computerized Dispatch Release form.
C O PY 4 4 9
L ED 5 .0 1
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O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 -0
l y 2 0
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END OF 9.7
16 Jan 2017 Page 3

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C O PY 4 4 9
L ED 5 .0 1
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U N C S i t a
l o ra 1 - 2 5
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9.8 WEIGHT AND BALANCE

9.8.1 WEIGHT DETERMINATIONS
A. DEFINITION
 Maximum Structural Taxi Weight
The maximum permissible total aircraft weight
 Maximum Structural Takeoff Weight
The maximum permissible total aircraft weight at the start of the takeoff run
 Maximum Structural Landing Weight
The maximum permissible total aircraft weight upon landing under normal
condition.
 Maximum Zero Fuel Weight
The maximum permissible total aircraft weight with no usable fuel. The weight
of the fuel contained in the particular tanks must be included in the zero fuel
weight when it is mentioned in FCOM/AOM.
 Center of Gravity
The MAC (%) is defined as the percentage of the length of the Mean
C O PY
Aerodynamic Chord (calculated from the leading edge) to indicate the aircraft
4 4 9
center of gravity.
LED 5.0 1
Definition of the various weights O andLcenter of gravity ng /
- Airframe ON
TR - Aircraft n g g a
U N
- Power Cplant
a S it- a load restraint system
Version equipment
5
- Fixed equipmentlor 1 - 2
- Standarda
n F 1 7 0 equipment
- Cabin equipment
-saving
s e l y technical
2 0 - Live
R o -
equipment
All fluids excl. usable fuel and
-
-
Navigation
Ship papers
equipment
potable water. 
BW BASIC WEIGHT
- Crewmember
- Crew luggage
- Pantry in galleys
- Potable water
DOW DRY OPERATING WEIGHT
- Mail
- Baggage
Traffic Load
- Cargo
- Passengers
ZFW ZERO FUEL WEIGHT MAC ZFW
- Alternate fuel
- Holding fuel
- RR fuel Take-off fuel
LAW LANDING WEIGHT Block fuel MAC LAW
- Trip fuel
TOW TAKE OFF WEIGHT MAC TOW
- Taxi fuel
TAW TAXI WEIGHT
01 Oct 2016 Page 1

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 For Wide Body Aircraft (B777-300ER, B747-400 and A330), the Potable water is
not included in DOW. It will be adjusted in the Load Trim Sheet/ Load Sheet
accordingly.
Security Item Box / Security Item Case will be included in adjusted DOW depend
on Route and/or Aircraft registration.
The Dry Operating Weight serves as a basis for the composition of the operating
weight. The DOW for each aircraft type and route area is according to a
predetermined value inserted in the DCS (Departure Control System).
B. STANDARD WEIGHTS
1) Passenger
In connection with tariff regulations, aircraft loading and seat allocation, the
following categories of passengers are specified:
Adults : A passenger is considered an adult from the age of 12 years and
older.
Child : A passenger is considered a child from the age of 2 years up to the
age of 12 years.
Infant
C O PY
: A passenger is considered an infant when the age has not reach 2
4 4 9
years.
L ED 5 .0 1
L
RO the following g /
n weight values for
(a) Passenger Weight
N T
O(including non-working g g a
ncrew traveling as passenger) shall be
U N C
For load-sheet calculations,
S i t a standard
passengers
l o ra 1 - 2 5
used:
n a F 1 7 -0
l y 0
R osePassenger Type 2(Kg) International Domestic
(Kg)
Remark
Adult (male /
80 70 Include both personal
female)
effects and cabin
Child 35 35
baggage
Infant 10 10
Note:
For Hajj Flight, Passenger Weight apply Domestic standard weight.
In critical weight situations and in cases where it is obvious that the weight
of a large numbers of passengers will exceed the standard weight, the
actual weight of each passenger and his cabin baggage shall be used
instead.
(b) Baggage Weight

In principle the actual baggage weight must be used for load-sheet
calculation. When large quantities of baggage are considered not
proportional, the actual weight of these disproportionate pieces shall be
used.
01 Oct 2016 Page 2

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2) Crewmembers
(a) Crew Weight
For determination of the Dry Operating Weight (DOW), the following
standard crew weight shall be used:
International /
Crew Type Remark
Domestic (Kg)
Male (Cockpit / FA) 75 Include personal effects,
Female(Cockpit / FA) 60 NO cabin baggage
(b) Crew Baggage

PID International / Domestic (Kg)
One day flight assignment 5 kg per crewmember
Multi-day flight assignment 15 kg per crewmember
9.8.2 STANDARD LOAD SHEET

Load sheet is a written form of evidence, indicating all weight and balance aspect has
been properly set prior to each flight.
C O PY 4 4 9
Three load sheet forms are in use depending onD
L E in lay out:g / 5.0
the type of aircraft and 1
nature of the
RO
flights. Computer load sheets have minor Lvariations
n
 A load sheet producedN a computer system.gga
by T
 An ACAR load N C O S i t a n system and sent by data-link.
 A manual Uload sheet form
sheet produced by a computer
l o rato Appendix-E0WBM 1 - 5
2MZ-TD-06.
n a F refer
1 7
It is provided in
l y
the aircraft navigation bag or may be
0printed out from an update soft copy;
2 prepare the load sheet. When no Garuda
sstaffe at departure station will
R
Ground o
Indonesia qualified staff (or representative) is available, it shall be completed by a
crewmember and checked by the PIC. The spare skeleton sheet form is available in
the document envelope in the cockpit.
The load message contains information required for the handling at the next station.
On manual load sheet form, it consists of the shaded portions.
On computer load sheet they are printed on the lower part.
One copy of the load sheet shall be retained with Garuda or its agent at the departure
airport.
(a) Load-sheet Items and Method of Calculation

(1) Heading
Crew specification, where the first figure indicates the number of cockpit crew,
the next two digits indicate the number of flight attendants. This number shall
include the supernumerary crew and active crew occupying a passenger seat
(enlarge crew), but shall not include extra crew traveling as passenger.
01 Oct 2016 Page 3

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(2) Methods of Preparation of Weight and Balance Calculations

 The load planning stage consist of three steps:
 Weight Check.
 Estimate aircraft weight shall not exceed the maximum
structural limited weight and the performance limited weight.
 Estimate traffic load shall not exceed the allowable traffic load.
 Volume Check and Load Distribution.
The distribution of the load shall be made taking into consideration
maximum weights and volumes for the various part of the aircraft.
 Balance Check.
 For calculation of loaded index and MAC (%), an operational envelope is
established. The operational envelope is the certified envelope curtailed
with respect to the following items:
 In flight movement of passenger and crewmembers.
 Passenger seating variations.
 Cargo loading variation.
 Fuel density variation based on standard SG of 0.793 kg/l.
 Potable water movement.
 Re-seating after takeoff.
C O PY 4 4 9
 Unaccounted modifications.
L ED 5 .0 1
L g /
TROand Acceptance
(3) Procedure for Preparation
Calculations. ON n g g a n Weight and Balance
of
N C S i t a
TheU 25 principles:
raare based on-0the1following
l o
load control procedures
F -
l y n a actual
 Control system
1 7
must ensure compatibility
2 0 of all figures on load sheet with
Rose
corresponding loading of the aircraft.
The control system shall comprise four functions:
 Completion of the Loading Instruction Report and the Load Sheet.
 Supervision of actual loading of the aircraft in accordance with the
Loading Instruction Report.
 Checking of actual load reported on the Loading Instruction Report with
the Load Sheet.
 Completion of remaining applicable loading reports.
 The load planning functions must be performed or supervised by qualified
personnel.
(4) Balance and Seating Conditions.

 The Basic Index will be shown if the operating weight calculation is based
on the Basic Weight instead of DOW
 Seating condition specification of the number of passenger, infant not
included, per cabin section on which the balance calculation has been
based. Crew will be shown if the operating weight calculation has been
based on the basic weight instead of the DOW. The passenger distribution
will be in accordance with the seats allocated to the passenger.
01 Oct 2016 Page 4

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Re-seating of passengers is only allowed after takeoff.

 Computer load sheet may show system messages concerning the balance
conditions.
The “TRIM BY SEAT ROW “means that the computer calculated the center
of gravity shift for each individual seat row.
(5) Last Minute Changes

Last minute changes (LMC) must be shown on the load sheet
The effect of weight and balance must be calculated by load control service.
(b) ACARS Load Sheet Procedures [OPEN]
(c) Load Sheet Check

Ground staff who is completing or checking the load sheet shall have a valid
qualification to act as Load Control Officer. He shall insert his name in the box “
Prepared by “ and sign prior delivering to aircraft. At stations where remote printing
take place, he is allowed to delegate in signing the load sheet, but the responsibility
remains.
The load-sheet will be checked and countersigned by the PIC after verifying the
following items:
 Airplane registration. C O PY 4 4 9
 Crew composition L ED 5 .0 1
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O N T n g g a
 Date, Departure and Destinations airport
 Compare the value of adjusted DOW and adjusted DOI with the value of DOW
U N C S i t a
and DOI
l o ra 1 - 2 5
 Service weight adjustment (including ballast fuel)
n a F 1 7 -0
l y
 Pantry for sectors (A, E, H, I)
2 0
R ose
 Load distribution
 Trip and Total fuel on board
 NOTOC and its description, if any
 Name of load-sheeter and Captain
 Body weight (Dom, Int)
 Seat blockage for enlarge / crew rest / stretcher case.
PIC shall check that all above entry are correct; data conform to the flight plan, and
verify that all limitation, loading and stabilizer trim is within range prior to signature.
(d) Last Minute Changes (LMC)

A change in weight and/or distribution of the load shall be corrected (re-check the
new C.G position in order to prevent possible out-of-trim condition) by the load
control officer either by manually amending the load sheet or by issuing a new load
sheet.
01 Oct 2016 Page 5

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Load-sheet is to be adjusted by entering the difference in LMC space, when:
Type of Aircraft Total Change of Weight
All wide body 1000 Kg or less
B737-800 400 Kg or less
CRJ1000 200 Kg
ATR600 100kg
When total change exceeds 1000 /400/200/100 Kg respectively, the load control
officer shall issue a new load sheet.
(e) Manual Load-sheet

The Manual Load-sheet form is provided in the aircraft navigation bag or it may be
provided by ground staff by printing out from update soft copy.
The following provides guidance on completion of the Manual Load sheet. Figures
for passengers and load already on board may be copied from the load sheet of
the preceding station.
 Heading
C O PY 4 4 9
L ED 5 .0 1
RO n g /
 Address. : Telex address station of first intended landing.
L
 Crew.
N T
OColumn Sitan g g a
: 4(four) figured group for passenger aircraft.
N C
 Operating Weight
U DOW fromloprevious 5 and Weight Index
 Copy
F r a load-sheet or1see-2Loading
report. a
l ynthe flight plan block
0 1 7 -0
oseInsert 2 fuel to complete the operating weight
R calculations.
 Allowable Traffic Load Calculation
 Maximum weights for Take-off, landing, or zero fuel weight: See
FCOM/AOM of aircraft type concerned, check possible performance
limitations.
 Fuel: Add fuel figures to maximum weights.
 Allowed Traffic Load: subtract “the lowest allowable weight for taxi “- by
calculated operating weight.
 Traffic Load And Weight Distribution
 Indicate number of passengers per destinations and add up their weights
downwards in the “totals” line.
 Indicate the weight of baggage, cargo and mail per destination and per
compartment.
 In the “TR” line the weight of the transit load, copy from the preceding load
sheet.
01 Oct 2016 Page 6

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 Equipment In Compartments
The weights of items, which are not included in the basic weight e.g. additional
crewmember, spares etc. should be specified in the “extra/less in
compartment” lines. A summary of the items, which are included in the basic
weight, can be found in the AOM of the aircraft type concerned. The weights of
items excluded from the basic weight, shall be included in the balance
computation together with the totals from the traffic load per compartment.
 Seating Conditions
Specify per cabin section the number of passengers, children (not infants),
crew and if applicable, the weight of cargo loaded in the cabin, on behalf of the
balance computation. If seat selection or seat allocation is applicable, the
“seating conditions” shall be completed accordingly. If free seating is
applicable, the distribution must be assumed to be in proportion to the number
of seats available per section.
 Balance Conditions
Copy DOI, LIZFW and MACZFW from previous load sheet
Using trim sheet, find MACTOW and MACLAW
 Last Minute Changes
C O PY
Correct the balance conditions if affected.
4 4 9
L ED 5 1
.0END OF 9.8
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C O PY 4 4 9
L D
EBLANK 5 .0 1
INTENTIONALLYLLEFT
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U N C S i t a
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10. GROUND HANDLING
ARRANGEMENT AND PROCEDURES
OM – A TABLE OF CONTENT
CHAPTER 10
10.1 FUELING PROCEDURES ......................................................................................... 1
10.2 AIRCRAFT HANDLING PROCEDURES .................................................................... 1
10.2.1 FLIGHT HANDLING .................................................................................... 1
10.2.2 FLIGHT DOCUMENT .................................................................................. 2
10.2.3 AIRCRAFT LOADING/UNLOADING ........................................................... 2
10.3 PASSENGERS HANDLING ....................................................................................... 1
10.3.1 PASSENGER CHECK-IN ............................................................................ 1
10.3.2 TYPES OF CHECK-IN ................................................................................ 1
10.3.3 EMBARKATION .......................................................................................... 1
10.3.4 DISEMBARKATION OF TRANSIT PASSENGERS AT TRANSIT STOPS .. 1
10.3.5 PASSENGERS REQUIRING SPECIAL ATTENTION.................................. 2
10.3.5.1 UNACCOMPANIED MINOR ......................................................... 2
10.3.5.2 DISABLE PASSENGERS ............................................................. 2
10.3.5.3 SICK PASSENGER / INCAPACITATED PASSENGER /
C O PY 4 4 9
L ED
STRETCHER CASE / MEDICAL OXYGEN / PASSENGER WITH
5 .0 1
R O L n g /
ILLNESS OR INJURIES ................................................................ 3
N T
10.3.5.4 EXPECTANT
O g g a
MOTHERS ..............................................................
n 3
U NINFANTS
10.3.5.5
a S ita
C ......................................................................................
5 5
F r
loOF PASSENGERS - 0 1- 2
y n a
10.3.6 MAXIMUM NUMBER
l REGULATIONS 2 0 1 7 ................................................... 6
10.3.7 s
R o e
SEATING .......................................................................... 7
10.4 BAGGAGE HANDLING .............................................................................................. 1
10.4.1 CHECKED BAGGAGE ................................................................................ 1
10.4.2 UNCHECKED BAGGAGE ........................................................................... 1
10.4.2.1 CABIN BAGGAGE ........................................................................ 1
10.4.2.2 CARRY-ON ITEM ......................................................................... 2
10.4.3 SPECIAL BAGGAGE .................................................................................. 2
10.4.4 CARRY-ON BAGGAGE CONTROL PROGRAM ......................................... 2
10.5 REFUSAL .................................................................................................................. 1
10.5.1 REFUSAL OF PASSENGER ....................................................................... 1
10.5.2 REFUSAL OF BAGGAGE ........................................................................... 1
10.5.3 PROCEDURE FOR THE REFUSAL OF EMBARKATION .......................... 1
10.6 CARGO HANDLING PROCEDURES ........................................................................ 1
10.6.1 CARRIAGE OF CARGO IN PASSENGER COMPARTMENTS ................... 1
■
01 Oct 2016 Page 1
10. GROUND HANDLING
10.7 SCHEDULE IRREGULARITIES ................................................................................. 1

10.7.1 SCHEDULE ALTERATIONS ENROUTE ..................................................... 4
10.8 PASSENGER RELATIONS ....................................................................................... 1
10.9 DE-ICING AND ANTI-ICING ON THE GROUND ....................................................... 1
10.9.1 GENERAL ................................................................................................... 1
10.9.2 MANAGEMENT ........................................................................................... 1
10.9.3 AIRCRAFT DE-ICING/ANTI-ICING RESPONSIBILITY ............................... 2
10.9.3.1 FLIGHT PLANNING ...................................................................... 3
10.9.3.2 WEATHER CONDITIONS ............................................................. 3
10.9.3.3 EFFECTS OF ICE ON THE AIRCRAFT ........................................ 5
10.9.3.4 PROCEDURES, LIMITS AND PRECAUTIONS ............................ 6
10.9.3.5 GROUND PROCEDURES .......................................................... 18
10.9.3.6 SUMMARY.................................................................................. 24
C O PY 4 4 9
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01 Oct 2016 Page 2
10. GROUND HANDLING
OM – A 10.1 FUELING PROCEDURES
10.1 FUELING PROCEDURES

01. FUEL TYPES
Kerosene Type
Garuda Indonesia standard fuel type is JET A-1. The following types are
acceptable:
Fuel Type Freezing Point (Max.) Flash Point (Min)
JET A-1 - 47C + 38C
JET A (see note) - 40C + 38C
JET A-50 - 46C + 38C
RT (in Cyrillic writing ‘PT’) - 55C + 28C
TS-1 (in Cyrillic writing ‘TC-1’) - 60C + 28C
AVTUR - 47C + 38C
JP-5 - 46C + 60C
JP-8 - 47C + 38C
RP-3 - 50C + 38C
Notes:
(1) Garuda Indonesia operations use AVTUR 50 or Jet A-1 type of fuel.
(2) For B747-400 operations: when a special reference is made that only Jet A
with freezing point -40C is available, the applicable AOM should be consulted
for possible operational consequences.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
Wide Cut Type
N T
O JET B,SJP-4, g g a
n AVTAG, F-40, F-45, RP-4) are not
Wide cut typesC
N (examples:
U unless with prior i t aT-2,
acceptable
belo
cut type fuel can onlyF
a approval. Without
rwritten 1 - 2 5 written approval, wide
prior
n a accepted if:
1 7 - 0
se l y 0
2 at that location, and
R oNo kerosene type fuel is available
Garuda Indonesia has no supply contract at that location, and
 The Captain is notified prior to delivery.
Wide cut type shall be marked on AFL.
02. GARUDA INDONESIA FUELING ORDER

The PIC has the final decision for the amount of fuel to be carried on each flight of
which it shall not be lower than minimum requirement. He will decide the total block
fuel and if necessary a revised fueling order has to be made out indicating only the
deviations from the original fueling order.
To avoid misunderstanding about the amounts of fuel to be tanked, Garuda
Indonesia fueling order, completed in triplicate shall be used as much as possible
for reporting fuel figures between the parties concerned. As soon as the fuel
quantities are known, preferably prior to aircraft arrival, the operations staff shall
enter the fuel data according to the flight plan and payload calculations. The fuel
distribution shall be entered in cooperation with the responsible engineer.
The distribution of the total block fuel is checked by the engineer, and if after fueling
the actual quantity become deviating from planned, the actual have to be indicated
01 Oct 2016 Page 1

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10. GROUND HANDLING
on the fueling order, wherefore the “original” and, if applicable, the “revised” fueling
orders have to be signed by the engineer and returned to the operations staff (or
station manager) for the load sheet and flight plan check.
At layover stations always note the remaining fuel in the tanks. This same fueling
order will be used again for the determination of the total block fuel required on the
next day.
03. GENERAL SAFETY PRECAUTIONS

Fueling operations must normally not take place inside the hangar, and person not
directly involved with the handling of aircraft shall not be admitted in the fueling
safety zone (FSZ) which normally extends at least 3 meters from the perimeter as
defined by the aircraft’s wings, engines, and the fuel truck. The fuel truck shall be
so parked that driving forward direction is possible at all times.
A connected electrical power unit must be located as far as possible away from the
aircraft and fuel truck, be easily moved away when necessary and not forming an
obstruction to the fuel truck.
If personnel are on board the aircraft, steps or boarding ramps must be placed at
least on one exists.
C O PY
Extinguishing equipment, consisting of 50kgs powder extinguisher and a 10kgs
4 4 9
L 5 .0 1
CO2 extinguisher, must always be available outside the aircraft in an accessible
ED
position at the edge of the fueling zone.
L
RO power switch g /
n required lights for main
Before fueling at night, theT
lighting of cockpit O N external
g g a
and
n on. On also
the
theN
lighting,U navigation lights must S
a
C and cabin mustbebeiontswitched
and, if available,5
airports with insufficient
l o r a - 2 the wing and ground

flood lights.
n a F 1 7 - 01
Fuelinge
s musty 20 Indonesia qualified employed.
l be supervised by Garuda
R o
Fueling operations during thunderstorm is not permitted.
04. SPECIFIC SAFETY MEASURES DURING FUELING

During fueling, operation of electrical switches, such as for pre-flight check, and
opening or closing cargo doors should be avoided whenever possible without
delaying departure, no plugs or electrical power units should be connected or
disconnected.
When abundant spilling of fuel occurs, the following safety measures have to be
taken:
 Fueling operations must be stopped at once.
 If fueling was done with one engine running shut down the engine.
 The airport fire brigade must be warned.
 Crewmember and station management must be informed.
 When passenger is on board, they must be advised to disembark immediately.
 Personnel not directly involved in aircraft handling, should leave the fueling
zone.
01 Oct 2016 Page 2

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10. GROUND HANDLING
 Shut down ground power unit and other engines or electrical motors of vehicles
in the fueling zone, and avoid all the further electrical switching.
 As far as possible, restrict all activities inside and outside the spill area to
reduce the risk of ignition.
 Secure the area 15 meters from the contaminated area.
 If considered necessary, tow the aircraft to a safer place.
05. REFUELING AFTER EMBARKATION

When additional fuel must be tanked after embarkation is completed, the
requirement for passenger stairs or boarding ramp may be disregarded when:
 All ground equipment is removed from the aircraft.
 Flight Attendant is standing by for immediate evacuation via the slides.
 Interphone contact ground-to-cockpit is established.
06. FUELING WITH ONE ENGINE RUNNING

This is permitted in exceptional cases under the following conditions:
 The fuel truck is not located and connected at the same aircraft side as the
running engine.
 All safety precautions must be covered
C O PY 4 4 9
Note:
L EDthat this isgnot/ contrary
5 .0 1
R
 Before commencement of fueling O L ensures
a n the local
T
ON flight S
regulation. For domestic
ng g
check with Pertamina.
 Fueling N C i isa
t
U should be lavoided
with one engine running
o rawhenever possible. 1 - 2 5
considered as an emergency situation,
therefore
 Dispatchingn a F 1 7 0
-with the known possibility of fueling
l y an
0
aircraft from home base
2next station is not permitted.
Rose
with one engine running at the
07. FUELING INSIDE A HANGAR

When fueling operations inside a hangar are unavoidable, the following is
applicable:
 Local regulations must permit such operations.
 Only fueling kerosene is allowed.
 Radar installations of aircraft in and around the hangar must be off.
 Extreme carefulness shall be applied when handling tools, in order to avoid
sparks.
 Measures shall be taken to ventilate possible fuel vapor (e.g. keep hangar
doors open).
 At least one CO2 fire extinguisher of 20 Kg must be available in an accessible
position at the edge of the fueling zone.
END OF 10.1
01 Oct 2016 Page 3

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10. GROUND HANDLING
C O PY 4 4 9
L ED 5 .0 1
L
RO LEFT BLANK n g /
O N T
INTENTIONALLY
n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 4

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10. GROUND HANDLING
OM – A 10.2 AIRCRAFT HANDLING PROCEDURES
10.2 AIRCRAFT HANDLING PROCEDURES

10.2.1 FLIGHT HANDLING
Flight handling activity is a part of operations control function at station level and is
meant to:
1. Enable the flight missions determined by the company to be implemented based
on safety, punctuality & regularity, customer services and profitability. The
implementation of these missions among others includes initiation, diversion,
continuation and termination of flight operations.
2. Plan the implementation of a safe, economical and efficient flight operation so that
a certain scheduled flight can be executed on time to meet the company’s
obligation to customers.
01. Commencing a Flight

A flight shall not be commenced until flight preparations form and documentation
have been complete. This completion certifying that the PIC is satisfied that:
 the aircraft is airworthy;
 the standard instruments, equipment and documents, for the particular aircraft
and type of operations to be undertaken, are installed and are on board &
sufficient for the flight;
C O PY 4 4 9

L ED 5 .0 1
the Aircraft Maintenance Log and the maintenance release certificate are
RO L
completed and signed;
n g /

T g a
the mass of the aircraft is such that the flight can be conducted safely, taking
O N n g

U N C S i a
into account the conditions expected;
t
l o ra 1 - 5
the load to be carried is properly distributed and safely secured in accordance
2
 n a F 1 7 0
with relevant Garuda Indonesia instructions and safety regulations;
-
l y 0
a check has been completed indicating that the operating limitations laid down
2
Rose in the Garuda Indonesia OM-A & AOM can be complied with the flight to be
undertaken;
 The standards laid down in the OM-A relating to operational flight planning have
been complied with.
02. Cooperation between crewmembers and Station & Services Manager

A. Pilot in Command (PIC) and Station & Services Manager
When the planned operation procedure is necessary to deviate, the Pilot in
Command together with the Station & Services Manager will discuss the
various aspects of the flight continuation. In many cases, a reasonable solution
and mutual decision will be reached. If there difference opinions arise, the Pilot
in Command’s decision with respect to flight technical problems will be honored
by the Station & Services Manager. The Station & Services Manager will
however inform the Pilot in Command of his disagreement and his obligation,
to report the matter to his supervisors in accordance with his instructions.
The Station & Service manager must ensure the pilot in command realize that
all station personnel’s receive their instruction from the Station & Services
Manager; therefore, the Pilot in Command discuss their wishes with the Station
01 Oct 2016 Page 1

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10. GROUND HANDLING
OM – A 10.2 AIRCRAFT HANDLING PROCEDURES
& Services Manager in advance and the Station & Services Manager will
instruct their staff to further avoid their incorrect explanation.
B. Technical and Commercial Delays

If the flight is expected to be delayed due to technical or commercial reasons,
the Pilot in Command must be informed as soon as possible. The Station &
Services Manager should discuss possible consequences with him. The Flight
Service manager (FSM) must be informed in good time of prolonged delays to
enable him to consult with the Pilot in Command and the Station & Services
Manager regarding the catering schedule; whereas, if the aircraft is expected
to arrive behind schedule at station where another crewmember set is taken
over, the Pilot in Command should be warned immediately.
C. Telex Messages of Crewmembers on Company Matters

Only the Pilot in Command is authorized to send a telex message to home base
or other stations on matters relating to the service. Crewmembers must not
present any telex messages to the Station & Services Manager without the
order or consent of their Pilot in Command.
10.2.2 FLIGHT DOCUMENT
C O PY 4 4 9
Every flight should be completed with the following document either manually or
computerized:
L ED 5 .0 1
RO L
1. Passenger Information List (PIL)
n g /
N T
2. Final Passenger Manifest
O n g g a
U N C i t a
3. General Declaration (for International Flight)
S
4. Cargo manifest
l o ra 1 - 2 5
5. Load sheet
n a F 1 7 - 0
l y 2 0
ose
6. Notification To Captain (NOTOC), if any.
R
7. Other special information (i.e. INAD documents, etc.)
Retain flight documents in a paper files or electronically and for a period of no less than
3 (three) months.
10.2.3 AIRCRAFT LOADING/UNLOADING

Before loading, the hold or compartment shall be visually inspected by loading
personnel for damage that can affect the load capacity. A qualified individual must
supervise the loading of the aircraft.
The person responsible for loading is in charge of, and responsible for, the safe and
efficient loading and offloading of the aircraft as well as the protection of the goods
carried. He will ensure the aircraft is loaded as specified and written in loading
instructions and in a manner that satisfies weight and balance requirements.
END OF 10.2
01 Oct 2016 Page 2

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10. GROUND HANDLING
OM – A 10.3 PASSENGER HANDLING
10.3 PASSENGERS HANDLING

10.3.1 PASSENGER CHECK-IN
The Check-in procedure designed to provide safety image and good services to
customer when check in process done during passenger acceptance.
Check-in may be provided at check-in counters or through self-service and off airport
check-in (e.g. city check-in) and may be performed using a Departure Control System
(DCS) or manually due to system failure.
The screening and searching policy for security of passenger and cabin baggage is to
detect any goods or property of passenger from disguising of other dangerous articles
or weapon in cabin bag which possible can be used to act threat of aircraft seizure
during in-flight or on ground.
Any weapon dangerous article or suspect device were found during screening process
will checked manually by hand by Port Authority Security Offices and the person who
do not consent to the above screening process shall be denied boarding and
belongings not cleared by screening shall not be placed on board.
Though, during check-in, signage required e.g. dangerous goods sign, baggage
profiling sign, etc. will be displayed, it also has to be made available and displayed at
the ticket sales counter as part of pre-departure activities.
C O PY 4 4 9
10.3.2 TYPES OF CHECK-IN
L ED 5 .0 1
RO L n g /
Garuda Indonesia provides various types of check-in:
N T
 On the Airport check-in
O n g g a
U N C
 City check-in S i t a
l o ra 1 - 2 5
 Web check-in
n a F 1 7 - 0
l y
 Mobile check-in
secheck-in 2 0
R oKiosk
10.3.3 EMBARKATION
STANDARD BOARDING TIME
When there are no irregularities of the aircraft, start boarding as following:
Type of Aircraft Boarding Time

Wide Body 30 minutes before departure
Narrow Body 20 minutes before departure
10.3.4 DISEMBARKATION OF TRANSIT PASSENGERS AT TRANSIT STOPS

A. INTRODUCTION
It is the policy to allow transit passenger to disembark whenever local
circumstances permit, since it is to be considered a deterioration of the service
level to prohibit transit passengers to disembark during ground stops.
01 Oct 2016 Page 1

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10. GROUND HANDLING
If this is not possible, 30 minutes is considered to be the maximum during which

passengers can be left in their seats during a ground stop.
The undermentioned general policy should be adhered to.
B. GENERAL POLICY
The maximum time a passenger may remain on board, without disembarkation
may not exceed 6 hours (plus a deviation of 15 minutes), as far as a schedule
possibility for disembarkation of passengers along the route exists.
In case the time already flown + ground stop times + the time to be flown on the
next stretch exceed the maximum of 6 hours, there must be an opportunity for the
passenger to disembark on one of the intermediate stations.
Example I: Route A-B-C
Flying time A-B = 3 hours 45 minutes
Flying time B-C = 2 hours 45 minutes +
6 hours 30 minutes
Ground time at B = 45 minutes +
Total = 7 hours 15 minutes
Policy: passenger to disembark at intermediate station.
C O PY 4 4 9
Example II: Route A-B-C
L ED 5 .0 1
L
O + gan
Rminutes
Flying time A-B = 2 hours 05 minutes g /
Flying time B-C = 3 N
O T
hours 40
n g
N C i
S +
5 hours 45 minutest a
GroundU r a - 2 5
time at B =
F l o 30 minutes
a= 6 hours 15 minutes 7 - 0 1
Total
l y n 0 1
2 consequently passengers to stay on board.
ose
RPolicy: Deviation of 15 minutes allowed
10.3.5 PASSENGERS REQUIRING SPECIAL ATTENTION

10.3.5.1 UNACCOMPANIED MINOR
Carriage of unaccompanied minor (UM) is permitted if a handling advice has been
completed and signed by parents or guardian.
The child must wear the Garuda Indonesia identification badge.
At the destination station, a flight attendant shall lead the child through Custom and
Immigration authorities and deliver the child into the hands of the escort. In case
the escort is not present or cannot prove his identity, the Station Manager must be
informed and the latter is authorized to take over the responsibility.
10.3.5.2 DISABLE PASSENGERS

Disable passenger is a person who has physical or mental impairment, disability
or coordination of such nature that the individual may need assistance of another
person to move expeditiously to an exit in an emergency situation.
01 Oct 2016 Page 2

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10. GROUND HANDLING
Disable passenger could be an incapacitated passenger (sick, medical disorder,

etc.) or a difabel passenger.
Difabel passenger is a person with a different ability. Unlike the incapacitated
passenger, difabel passengers are in good condition of health and fit to fly.
Disable passengers may not be seated in the emergency exit seat.
The following is a list of maximum disable passengers and/or unaccompanied
minor (UM) accepted on board the aircraft:
A/C B737- B737- B737- A330- A330- B747- B777- CRJ ATR72-
Type 300 500 800 200 300 400 300ER 1000 600
Pax
11 9 16 22 36 42 39 9 7
Qty.
10.3.5.3 SICK PASSENGER / INCAPACITATED PASSENGER / STRETCHER CASE /

MEDICAL OXYGEN / PASSENGER WITH ILLNESS OR INJURIES
In the event where medical attention is required, such as the need for oxygen
administration and /or medical escort, carriage of sick passengers (including
stretcher case) is allowed after permission has been granted by Garuda Indonesia
C O PY
Medical Department (JKTIHFGA). The procedure for inquiry is either via local
Garuda Indonesia representatives, or direct addressed to:
4 4 9
L ED 5 .0 1
GARUDA SENTRA
RO L MEDIKA
Penerbangan n g /
O N T
Bagian Kesehatan
n g g a
Jl.
UNCKemayoran,
Angkasa
a
I
Jakarta
Blok
S ta
B 15 No.1
i10620-Indonesia 5
F
Phone l o r 21 4241000 (hunting)
: 62
- 0 1 - 2
l y n a Fax : 62ext.216136
2 0 1 7
or 6103
ose
RNote:
4245809/4245604
For the accommodation of stretcher in the cabin, see respective
FCOM/AOM.
Transporting Medical Oxygen other than during use in the aircraft cabin shall be
treated as Dangerous
Goods, and it is the duty of a Station Manager to ensure that the accompanying
doctor is familiar with its operations.
10.3.5.4 EXPECTANT MOTHERS

In general, expectant mothers are allowed for traveling with Garuda Indonesia
according to condition and duration of each pregnancy.
Carriage of expectant mothers under 32 weeks pregnancy in normal health no
complication is allowed when accompanied by Statement Letter/ FOI. In this period
of pregnancy, when expectant mother is not in a good health and/or with
complication, MEDIF (Part 1 and Part 2) is also required.
Carriage of expectant mothers in 32 – 36 weeks pregnancy either in normal or
complicated pregnancy is allowed when accompanied by Statement Letter/ FOI
and MEDIF (Part 1 and Part 2).
01 Oct 2016 Page 3

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10. GROUND HANDLING
Expectant mothers of more than 36 weeks pregnancy is not accepted for traveling
with Garuda Indonesia.
DURATION STATEMENT LETTER APPROVAL

RESTRIC- MEDIF MEDIF
CATEGORY OF OF RELEASE/ FORM FROM GSM/
TION 1 2
PREGANCY OF INDEMNITY (FOI) JKTIH
SINGLE PREGNANCY,
UNDER 32 NOT
NORMAL HEALTH, NO NO NO YES **)
WEEKS REQUIRED
NO COMPLICATION *)
MULTIPLE
PREGNANCY,
UNDER 32 NOT
NORMAL HEALTH, NO NO NO YES **)
WEEKS REQUIRED
NO COMPLICATION *)
PREGNANCY WITH UNDER 32 YES YES

YES YES **) REQUIRED
COMPLICATION WEEKS ***) ***)
SINGLE PREGNANCY,
PY
MULTIPLE NORMAL 32 - 36 YES YES
HEALTH, NO WEEKS
YES
C O ***)
4
***)
1 4 9 YES **) REQUIRED
COMPLICATION
L L ED g / 5 .0
N T RO g g a n
N
PREGNANCY WITH
C O 32 - 36
S i t a n YES YES
U
COMPLICATION
l ra
WEEKS
o
YES
1 - 2 5
***) ***)
YES **) REQUIRED
n a F 1 7 - 0
l y 2 0
ose
MORE
R
ALL CATEGORIES THAN 36
WEEKS
NOT ACCEPTED FOR AIR TRAVEL
Note:
*) If an expectant mother appeared to be unhealthy during check-in, MEDIF and
approval from Garuda Sentra Medika (GSM) will be required.
**) Expectant mothers traveling on international sectors are required to attach a
copy of their passport.
***) Must be obtained and approved by Garuda Sentra Medika (GSM) at least 7
days prior to date of travel.
MEDIF (Part 1 and Part 2) is a passenger data records to be completed by
medical doctor and must be approved by GSM/JKTIHGA.
FOI (Form of Indemnity) or Surat Pernyataan is a release liability statement
letter that must be signed by related passenger or his/her designated family if
he/she is unable to do so.
The Station Manager/Garuda representative shall notify the PIC and the FA-1 for
the condition above.
01 Oct 2016 Page 4

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10. GROUND HANDLING
10.3.5.5 INFANTS
General
Infants under 2 years old are accepted for travel under the following conditions:
 The infant must be accompanied by a passenger who paid the adult fare
 The passenger is traveling on the same flight, in the same class, and to the
same destination as the infant
 One infant must be accompanied by one adult passenger who is willing and
capable to take full responsibility over the infant.
Condition of Acceptance
 Infants under 48 hours old after birth is not accepted for air travel
 Babies under 7 days old:
a. Can be accepted
b. Medical clearance (MEDIF Part 1 and Part 2) is required
 Babies between 7 days - 2 years old:
a. Can be accepted
b. Medical clearance not required
 Premature babies can be accepted and will be considered as MEDA (Medical
Cases) and handled as incapacitated passenger
C O PY 4 4 9
STATEMENT LETTER APPROVAL
CATEGORY AGE
L
RESTRIC-
ED
TION
MEDIF
I
5 1
MEDIF
.0II
OF RELEASE/ FORM FROM GSM/
RO L n g / OF INDEMNITY (FOI) JKTIH
O N T n g g a
INFANTS *)
U N CABOVE 7 DAYS –
S
UNDER 2 YEARS
i t aNO NO NO NO
NOT
OLD
l o ra 1 - 2 5 REQUIRED
n a F 1 7 - 0
l y 2 0
ose
NEW BORN
2 – 7 DAYS OLD YES YES
R
BABY
AFTER BIRTH
NO
**) **)
YES ***) REQUIRED
PREMATURE 2 – 7 DAYS OLD YES YES

NO YES ***) REQUIRED
BABY AFTER BIRTH **) **)
UNDER 48
NEW BORN
HOURS AFTER NOT ACCEPTED FOR AIR TRAVEL
BABY
BIRTH
Note:
*) If an infant is appeared to be unhealthy during check-in, MEDIF and approval
from Garuda Sentra Medika (GSM) will be required.
**) Must be obtained and approved by Garuda Sentra Medika (GSM) prior to date
of travel.
***) Infants traveling on international sectors are required to attached a copy of
their passport.
01 Oct 2016 Page 5

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10. GROUND HANDLING
When infants are on board, FA-1 shall ensure that sufficient numbers of infant life
vest are available, and:
 The seat-row has extra oxygen mask.
 Infant life-vests are distributed.
 Infant belt are security attached to the parents seatbelt.
 Baby cradle can only be installed after takeoff, when seatbelt sign off, and
removed prior to landing.
 In turbulent weather, infant must be taken out of the cradle and secured within
the parent lap.
10.3.6 MAXIMUM NUMBER OF PASSENGERS

01. MAXIMUM SEAT OCCUPATION
The maximum number of passenger permitted to be on board an aircraft is dictated
by:
 The number of passenger seats
 The number and type of emergency exists
PY
02. INFANTS AND CHILDREN SEATS
C O 4 4 9
1) Infants (children under the age of 2 years at the beginning of their outward
1
L ED 5 .0
journey) shall be placed on the seat where the seat row is provided with extra
L g /
oxygen mask.
N T RO g g a n
N O S i t n
2) The totals of infant (children under the age of 2 years at the beginning of their
C a
outward journey) that can be carried are 10% of the seat capacity. Refer OM-
U l o ra 1 - 2 5
B2 for exact number of infant life vest on board, and OM-A Chapter 16.3.2 and
n a F 1 7 - 0
Chapter 10.3.5.5 for additional information.
l y 2 0
R ose
3) An approved seat must be available for each person on board the airplane who
has reached his / her second birthday.
4) A child may occupy a child restraint system that is approved for aircraft use,
provided:
 The child is accompanied by parent, guardian, or attendant designated by
the child’s parent or guardian to care for the safety of the child during the
flight,
 The child restraint system must be properly secured to an approved forward
facing seat,
 The child must be properly secured in the restraint system and must not
exceed the specified weight limit for the restraint system; and
 The child holds a ticket for an approved seat.
 An infant (children under the age of 2 years at the beginning of their outward
journey) may be held by an adult who is occupying an approved seat. Refer
OM-A Chapter 10.3.5.5 for additional information.
15 Nov 2016 Page 6

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10. GROUND HANDLING
10.3.7 SEATING REGULATIONS

01. SALEABLE SEATS
Normally all cabin seats provided with a safety belt are saleable, except those
reserved for crew.
Each person shall be provided with an approved seat or berth on board the aircraft
who has reached his/her second birthday and an approved safety belt for separate
used by each person on board.
02. EXIT SEATING REGULATION

Civil Aviation Safety Regulation require passenger seated in an exit seat be able
to assist crewmember in the event of an emergency. Exit Seating Cards specifying
exit-seating regulation are in each seat pocket for each passenger seated in an
exit seat. Proper pre-flight screening is essential to help ensure the passenger can
meet these responsibilities.
Definition of an Exit Seat

 Each seat having direct access to an exit, and
 Each seat in a row of seats through which passengers would have to pass to
C O PY 4 4 9
gain access to an exit, from the first seat inboard of the exit to the first aisle
inboard of the exit.
LE D 1
5.0a passenger
A passenger seat having “directO
R L
access” means a seatn g
from /which
O
can proceed directly to N T
the
n g g
exit without entering a
an aisle or passing around an
(i.e.C
obstruction N
U S
partition/bulkhead). i t a
l o r a 1 - 2 5
Flight Attendanta
n F
Duties Regarding Exit7
1 - 0
Seating
l y 0
2 must ensure that there is one Exit Seat Safety
se pre-flight, Flight Attendant
R oDuring
Card Supplement and Passenger Safety Information Card for Each exit seat.
 The Purser/FA-1 must ensure appropriate announcements are made (see PA
Section).
 On open seating flight prescreening has not been accomplished, a visual and
verbal assessment must be completed by a flight attendant prior to the boarding
door closing. Verbal assessment should include the passenger’s response in
English indicating the responsibilities in the Exit Seat Safety Card Supplement
and Passenger Safety Information Card Supplement and Passenger Safety
Information Card are understood.
 If a passenger relocated to an empty exit seat during flight and remains there
for landing, ensure the passenger is briefed/assessed. (See Exit Seat
Passenger Assessment/Briefing).
Garuda Indonesia Must Advise Passenger Seated In Exit Seat That They May Be
Called Upon To Perform The Following Functions:
 Locate the emergency exit;
 Recognize the emergency exit opening mechanism;
 Understand the Instructions for operating the emergency exit;
 Operate the emergency exit;
01 Oct 2016 Page 7

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10. GROUND HANDLING
 Assess whether opening the emergency exit will increase the hazards to which
passengers may be exposed;
 Follow oral directions and hand signals given by a crewmember;
 Stow or secure emergency exit door so that it will not impede use of the exit;
 Assess the condition of an escape slide, activate the slide, and stabilize the
slide after deployment to assist others in getting off the slide;
 Pass expeditiously through the emergency exit; and
 Assess, select, and follow a safe path away from the emergency exit.
A Passenger May Not Seat in an Exit Seat, if:

a. The person lacks of sufficient mobility, or
b. The person lacks of strength, or
c. The person having lacks of the dexterity in both arms and hands, and both legs
to :
 Reach upward, sideways, and downward to the location of the emergency
exit and exit slide-operating mechanisms;
 Grasp and push, pull, turn, otherwise manipulate those mechanisms;
 Push, shove, pull or otherwise open emergency exits;
 Lift out, hold, deposit on nearby seats or maneuver over the seat backs to
the next row objects the size and weight of over wing window exit doors;
C O PY
 Remove obstructions similar in size weight to over wing exit doors;
4 4 9
ED
 Reach the emergency exit expeditiously;
L 5 .0 1
L
 Maintain balance while removing obstructions;
RO n g /
O N T
 Exit expeditiously;
n g g a
C i t a
 Stabilize an exit slide after deployment; or
U N S
l o ra
 Assist others in getting off an escape slide.
1 - 2 5
n F
ayounger than 2150years
1 7 0
of-age or cannot perform the required
l y
d. The person is
se without the assistance of an adult.
Re.ofunctions
Passenger who needs extension seat belt.
f. Parent(s) with children.
END OF 10.3
16 Jan 2017 Page 8

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10. GROUND HANDLING
OM – A 10.4 BAGGAGE HANDLING
10.4 BAGGAGE HANDLING

10.4.1 CHECKED BAGGAGE
Checked baggage (also called registered baggage) comprises articles which are
weighed and carried in the baggage or cargo compartment of the aircraft. They are not
accessible to the passengers during the flight. These articles are labeled with special
baggage tags showing the station of arrival and a serial number. A portion of this tag
is attached to the passenger’s ticket for identification purposes only and must as a rule
be surrendered at the station of arrival. Garuda Indonesia has imposed a strict ruling
to ensure that each single piece of item or baggage checked-in does not exceed 70
lbs/ 32 kg.
10.4.2 UNCHECKED BAGGAGE

Unchecked baggage is put into the overhead compartment or under the seat,
according to interior arrangement of the aircraft cabin.
Unchecked baggage is subject to screening according to table below:
Screening phase Airport Location Screening Conditions

Primary check in position  Visual check by agent

C O PY
Verbal Communication
4 4 9
Secondary gate position
L ED 
.0 1
Baggage Test Unit (BTU)
5
RO L 
g /
Visual check by agent
n
O N T n g g a
U N C S i t a
10.4.2.1 CABIN BAGGAGE
Articles carried in theF l o
passenger 25 own supervision
racabin subject-0to1the-passenger’s
e l y naThese articles2are0labeled.
and responsibility. 1 7 Cabin baggage may only comprise
osarticles which are suitable to be carried in the passenger cabin.
RSize
those
limitation for cabin baggage are as follow:
Aircraft Cabin Class Piece Dimension Weight

B737-800
A330-300 56 x 36 x 23 cm
A330-200 All Class 1 OR 7 Kg
B747-400 not exceed 115 cm linear
B777-300ER
41 x 34 x 17 cm
CRJ-1000
All Class 1 OR 7 Kg
ATR72-600
not exceed 92 cm linear
Note:
 Special regulations apply for the transportation of fragile, bulky, valuable and
diplomatic baggage in the passenger cabin.
 Check baggage and uncheck baggage must be presented at the same time
when check-in
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10. GROUND HANDLING
10.4.2.2 CARRY-ON ITEM

Items carried free of charge in the passenger cabin subject to the passengers own
supervision and responsibility. These articles are not labeled.
Carry-on Item which may be carried in addition to the free baggage allowance as:
 Laptop
 a hand bag, a pocket book or purse
 an overcoat, wrap or blanket
 an umbrella or walking stick
 a small camera and / or a pair of binoculars
 a reasonable amount of reading matters for in flight
 infant-carrying basket or bassinet
 a full collapsible wheelchair or a pair of crutches for passenger use provided
that he is dependent upon them.
Note:
 Carry-on baggage allowance must include Duty Free Purchases.
 Soft-sided garment bags are acceptable as carry-on baggage as long as the
bag meets the carry-on baggage allowable dimension.
C O PY
DGCA require that all carry-on baggage is stowed under the passenger seat or in
4 4 9
L 5 .0 1
the overhead bin before the aircraft doors can be closed. Closet space cannot be
ED
depended upon.
R L
O carry-ongbaggage g /
n by the check-in agent
N T
A visual assessment of the customer’s
OdeterminationSto ieither g a
naccept or refuse carry-on baggage.
C
shall be the primary
U N t a
l o r a 1 - 2 5
10.4.3 SPECIAL BAGGAGE
n a F 1 7 - 0
l y 2 0
Roseand procedure of Special Baggage see OM-A Chapter 21.
Detail policy
10.4.4 CARRY-ON BAGGAGE CONTROL PROGRAM

A. Policy
Garuda Indonesia safety policy ensures an organizational and cultural framework
for compliance with all rules and regulations governing the safety operation of an
aircraft. Customers expect to use our services with the assurance of their safety
and security being at the core of the protection.
The Carry-on Baggage Control Program is intended to meet or exceeds the cabin
safety requirement pursuant to the Aeronautics Act. The program is designed for
protection of customers and crewmembers from:
1) Improperly stowed items dislodging and striking passenger and crewmember
when abrupt aircraft deceleration or attitudinal changes occurs.
2) Obstruction of rapid passenger egress in otherwise survivable impacts
resulting from improperly stowed items.
01 Oct 2016 Page 2

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10. GROUND HANDLING
B. Regulatory Requirements
The objective of the Carry-on Baggage Control Program is to prevent the boarding
of carry-on baggage which will exceed the weight, size, shape, and total volume
limitations of the approved stowage areas of the aircraft.
Garuda Indonesia will not allow a person to carry onboard its aircraft any carry-on
baggage, unless that baggage has been accepted in accordance with Carry-on
Baggage Control Program, and:
1) Stowed in a compartment or overhead rack that has been approved for the
storage of carry-on baggage,
2) Stowed under the passenger seat, or
3) Restrained by a means that has been approved by the DGCA in accordance
with airworthiness manual.
All carry-on baggage:
1) Where stowed under a passenger seat, must be restrained in an approved
manner, and must be stowed so that it does not obstruct access to safety
equipment, exits or aisles of the aircraft.
2) Must be verified stowed in an approved location by a crewmember, prior to the
passenger entry doors of the aircraft being closed for departure.
3) Must be safely stowed prior to the movement of the aircraft on the ground and
PY
during takeoff, periods of inflight turbulence and landing.
O
4) That may cause injury to passengers in the event of turbulence or an
C 1 4 4 9
L L ED g / .0
emergency may only be stowed in an overhead rack if equipped with an
5
N T RO
approved restraining devices or doors.
g g a n
C. ResponsibilityC
N forOAcceptance
S i t a n
AirportU o ra - 2 5
staff
F l
a is responsible
The Check-innStaff 7 0 1
- the criteria, and implement the
l y
se for acceptance and refusal 0 1
to know
2 of carry-on baggage when checking in.
o
Rprocedures
The Gate Staff is responsible to assess the status of carry-on baggage at the gate
and take action in case of excess carry-on baggage.
The Ground Staff is responsible to verify with the Gate Staff if loading of excess
carry-on baggage is required and ensure all pieces are located. Placing the
baggage in designated compartment and including it on the load information sheet
should always be completed by last minute loading of excess carry-on baggage.
The Test Unit is designed to the specified dimensions of our overall carry-on
baggage allowance identified below. The Test Units are located at the check-in
counter(s) and or gate location.
Crewmembers
The PIC has the ultimate responsibility for all persons on board the aircraft,
including the Flight Attendants competence in dealing effectively with any matters
related to cabin safety. The PIC has the final authority to determine whether or not
an article will be accepted as carry-on baggage.
The FA-1 is responsible to conform to the PIC that all carry-on cabin baggage is
stowed securely. This is part of the Cabin Secure check prior to departure.
01 Oct 2016 Page 3

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10. GROUND HANDLING
Do not place carry-on baggage on the isle or on the space between seats.
The Flight Attendants are responsible to assist FA-1 in the final assessment of
carry-on baggage acceptance during passenger boarding and prior to flight
departure.
Flight Attendants assigned to passenger boarding duties are responsible to assess
acceptability of carry-on baggage based on the Company’s approved carry-on
baggage program.
Flight Attendants are responsible to implement cabin safety check that includes the
safe stowage of carry-on baggage in approved stowage areas.
Refusal of carry-on baggage by Flight Attendants before flight departure requires
the FA-1 to be advised immediately, followed by notification of the PIC and the
ground staff. Refused carry-on baggage will be placed in the cargo compartment,
and a limited release tag will be produced to the passenger.
D. INFORMATION TO CUSTOMERS
Customers expect to be dealt with fairness. They have a right to know what service
they can expect, including any restrictions or conditions affecting customer’s
perception of inconvenience. This includes being informed in a timely and complete
manner about the rationale and purpose for certain safety regulations. Providing
C O PY
complete and sufficient information increases customer’s perception of reliability,
4 4 9
and build trust.
L E D 5 1
.0and as such
L g /
O Our goalgisatonassist our customers in
Our Corporate Safety Policy is an integral
Rreliability.
part of our service strategy
experiencing valueO N
is a core aspect of serviceT
and receive benefits a theg
forn
N C
U of personallointeraction S i t burdens endured.
5is essential to achieve
The quality
F r a with the customer 1 - 2
n a
customer satisfaction.
1 7
Therefore the following 0
- means are provided:
l y
se massages 0
2 flyers, boarding pass.
R2)oPosting
1) Safety on ticket folders,
of carry-on baggage allowance in a visible manner at check in location
and boarding gate.
3) Test unit at check-in and gate location.
4) Gate and on board announcement.
E. PROCEDURES
Check-in Staff
1) Ask customer to place baggage to be checked on the baggage stand.
2) Ask customer what articles are intended for carry-on baggage.
3) Visually check for additional pieces and assess acceptability.
4) If in doubt, invite customer to use test unit and determine if items should be
check as regular baggage or requires special handling.
5) Check-in staff should watch for and remove permanent tags attached to
baggage, which a customer may choose to check in as regular baggage.
Gate Staff
To eliminate unauthorized carry-on baggage to be taken on the aircraft, the gate
staff shall in the boarding announcement includes specifics for carry-on baggage:
01 Oct 2016 Page 4

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10. GROUND HANDLING
“We would like to remind our customer with carry-on baggage that all articles
carried on board must fit through the test unit provided. Articles that do not fit in the
test unit must be treated as check baggage. Please bring this bas to the attention
of the gate staff so they can be tagged appropriately. You must claim these
checked baggage at the baggage claim area upon reaching your destination “
Flight Attendant
During boarding, the standard baggage announcement is delivered in order to
inform the passengers to put their hand luggage under the seat in front of them or
in the overhead bin. The announcement is made a minimum of two times.
Cabin baggage must not obstruct emergency equipment, aisle, or exits.
It is not permitted to pile up hand baggage between a bulkhead and the last row of
seat.
Hand baggage belonging to passenger at bulkhead seats and exit row must be
politely taken and stowed for takeoff and landing. Purses are considered cabin
baggage and must be stowed under the seat or in the overhead bin.
F. STANDBY PASSENGER CARRY-ON BAGGAGE

Standby passengers are subject to the same restrictions as regular customers. To
C O PY
facilitate assessment by the gate staff, the following applies:
4 4 9
Check-in staff
L ED 5 .0 1
RO
1) Assist status of carry-on baggage L n g /
O N T
2) Inform customer of conditions for acceptance.
n g g a
C i t a
3) Take passengers check baggage and provide a baggage receipt.
U N S
Gate staff
l o ra 1 - 2 5
n F
a baggage. 1 7 - 0
s e l y
1) Assess carry-on
2 0
o
2) Advise passenger to try the test unit if bag size is questionable.
R3) If bag must be check, provide the passenger with bag receipt.
4) Advice ground handler.
G. ONBOARD STOWAGE OF PASSENGER CARRY-ON BAGGAGE

Carry-on baggage must be stowed under the passenger seat or in an approved
overhead bin or otherwise approved storage unit.
As a rule, the heavier pieces should be stowed under the seat and the lighter items
in the overhead bin.
Alcoholic beverage bottles etc. must be stowed under the seat.
Exception to the above is addressed under handling of fragile / unusual items
below.
H. ALCOHOLIC BEVERAGES
Alcoholic beverages carried on board by passengers may not be consumed
onboard the aircraft, all bottles must be stowed as carry-on baggage.
01 Oct 2016 Page 5

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10. GROUND HANDLING
Alcoholic beverages may not be offered to the following passengers:

 Garuda Indonesia deadheading crew wearing the uniform.
 Person appearing to be intoxicated.
 Prisoner and their escorting officers.
 Person known to have access to a deadly or dangerous weapon while onboard
the aircraft.
I. CREW BAGGAGE STOWAGE, LOCATION AND PROCEDURE.

Crew baggage is governed by the same restrictions as specified for passengers.
The locations that are designated as crew baggage stowage are cargo
compartment, bulk, or the overhead bin.
J. HANDLING OF FRAGILE / UNUSUAL ITEMS

Seat Loaded Items
In some circumstances, very fragile, oversized or valuable musical instruments
may be carried in the cabin, secured to a passenger seat.
For transport, the following procedures must be followed:
PY
1) Must have a boarding pass for the item,
C O
2) The passenger must travel with the item,
1 4 4 9
L L ED g / 5 .0
3) Item must be secured with a seatbelt and extension belt if required for taxi,
N T RO g g n
takeoff, in flight and landing, to a passenger seat.
a
4) Seat must be in the upright and locked position for takeoff and landing.
N C O i t a n
5) Item must be secured at a window seat.
S
U l o ra 1 - 2
6) Item must not be placed at exit row. 5
n a F 1 7 - 0
7) Item must not block aisle access.
l y 2 0
ose
8) Item must not block ordinance signs from passenger view.
RFragile/Unusual items
Some fragile and/or unusual items may be accepted as carry-on baggage, even
though the article exceeds the maximum allowance. The decision to authorize the
carriage of these items will be made at the airport.
The Check-in Staff must:
1) Check space limitation.
2) Verify space availability.
3) If space is available, advice customer that approval is conditional and that the
Gate Staff may request for the article to be checked subject to condition
onboard the aircraft and determined by FA-1.
The Gate Staff must:

1) Determine space availability.
2) Advise FA-1 and conform onboard acceptance.
3) Advise customer of status.
4) If on board acceptance is denied, advice Ground Handler staff, the customer,
and produce limited release tag to be carried in the cargo compartment.
01 Oct 2016 Page 6

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10. GROUND HANDLING
The Flight Attendant must assist customer with the safe stowage of an article in an
approved stowage area.
Powered Wheelchair
The carriage of battery operated wheelchair is not permitted as carry-on baggage.
The loading of powered wheelchair as checked baggage is subject to restrictions
outlined in the Restricted Articles Handbook. Cell batteries for wheelchair will not
be accepted for transport. The passenger will be asked to leave the battery at the
point of origin.
Flexible Travel Cane

Carried by blind individuals must be stowed under any series of connected
passenger seat in the same row if the cane does not protrude in to an isle and if
the cane is flat on the floor, or between a non-emergency exit window seat and the
fuselage if the cane is flat on the floor, or beneath any two non-emergency exit
window seat if the cane is flat on the floor, or any other method approved by
DKPPU.
END OF 10.4
C O PY 4 4 9
L ED 5 .0 1
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O N T n g g a
U N C S i t a
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10. GROUND HANDLING
C O PY 4 4 9
L D
EBLANK 5 .0 1
RO L
INTENTIONALLY LEFT
n g /
O N T n g g a
U N C S i t a
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10. GROUND HANDLING
OM – A 10.5 REFUSAL
10.5 REFUSAL
10.5.1 REFUSAL OF PASSENGER
Due reasonable discretion Garuda Indonesia may refuse/cancel the reserved seat to
carry, remove a passenger en-route or cancel the reserved seat for various reasons:
 Passenger who are not in possession of a valid ticket.
 For International Flight, passengers not in possession of valid documentation
(Passport, Visa, etc.).
 Passenger who transportation by air represent a danger or risk to himself or to
other passenger property.
 Passenger who show visible sign of disease, and who by their appearance,
behavior or kind of nursing required, may cause a distress to other passengers.
 Passenger who are requiring special nursing during flight but not accompanied by
an attendant (Incapacitated Passenger).
 Passenger under influence of alcohol, drugs or narcotics.
10.5.2 REFUSAL OF BAGGAGE

Garuda Indonesia will not accept:
 Any baggage for transportation which is likely to endanger the aircraft, person or
properties, or which is likely to be damaged by carriage or which is unsuitably
packed.
C O PY 4 4 9
 Any single piece of packed baggage more than 32 Kgs (70 lbs).
L ED 5 .0 1
RO L g /
Any consequences arose due to this refusal Garuda Indonesia will not bear any
n
responsibilities.
O N T n g g a
U N C S i t a
10.5.3 PROCEDURE FOR THEF l o ra OF EMBARKATION 1 - 2 5
n
REFUSAL
a has the authority to 7
1 - 0
l y
se the person might: 2
The Pilot in Command 0 refuse the carriage of any person if, in
R oopinion,
his/her
 Cause discomfort or make himself objectionable to other passengers;
 Involve any hazard/risk to himself or to other persons, to property or to the aircraft;
 He fails to observe instructions of the crewmember.
However the authority to refuse embarkation to person obviously under the influence
of drugs does not apply to persons who are subject to such condition following
emergency medical treatment after commencement of the flight, or to persons under
medical care accompanied by personnel trained for that purpose.
Whenever it becomes necessary to remove a passenger from an aircraft, the flight
crew must inform Garuda Station Officer who, in turn, must take the necessary actions,
considering assistance of local law enforcement officers and including offloading
procedures of his baggage. Passengers who have been refused embarkation or who
have been disembarked are left with the airport authorities.
All Company personnel engaged in passenger handling and loading, including other
crewmembers, handling agents and check-in personnel, must alert the Pilot in
Command if at any time they consider that the condition of a particular passenger could
jeopardize the safety of a flight.
END OF 10.5
01 Oct 2016 Page 1

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10. GROUND HANDLING
OM – A 10.5 REFUSAL
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T g g
nBLANK a
U N C i t a
INTENTIONALLY LEFT
S
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
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10. GROUND HANDLING
OM – A 10.6 CARGO HANDLING PROCEDURES
10.6 CARGO HANDLING PROCEDURES

Garuda Indonesia can accept goods, mail or Company Material for carriage, provided
carriage is possible over the entire route in accordance with several requirements.
Detail procedure for cargo handling refer to Cargo Handling Manual.
For handling special load refer to Chapter 21 of this manual.
10.6.1 CARRIAGE OF CARGO IN PASSENGER COMPARTMENTS

Not applicable in Garuda Indonesia Operations
END OF 10.6
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
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01 Oct 2016 Page 1

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10. GROUND HANDLING
OM – A 10.6 CARGO HANDLING PROCEDURES
C O PY 4 4 9
L ED 5 .0 1
L
RO LEFT BLANK n g /
O N T
INTENTIONALLY
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U N C S i t a
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10. GROUND HANDLING
OM – A 10.7 SCHEDULE IRREGULARITIES
10.7 SCHEDULE IRREGULARITIES

01. GENERAL
Under certain conditions the company is allowed to take specific measures which
deviate from the normal IATA regulations.
These conditions are:
 Failure to stop at the passenger’s destination because of overflying or
diversion.
 Lost connections (if the passenger was booked a seat on a connecting flight).
 Delay at departure and on arrival.
 Cancellation of a flight.
 Inability to provide previously booked seats.
It is the company principle to reduce to a minimum the resulting inconveniences
caused to the passengers, so as to prevent Garuda Indonesia suffering a possible
loss of goodwill.
It will be obvious, that the execution of this principle cannot be entirely laid down in
clean-cut instructions, but that a great deal will have to be left to the exercise of
sound judgment and insight of the personnel concerned.
The following guideline may be useful:
C O PY 4 4 9
 Always try to offer passengers satisfactory and tactful information, whilst
ED .0 1
explaining the cause of the irregularity promptly, correctly and to the point.
L 5
RO L g /
Keep passengers informed about any decision taken thereafter, including
n
O N T n g g a
reason and the consequences involved.
U N C S i a
 The passenger should suffer the least possible discomfort, and be assisted as
t
l o ra 1 - 2
adequately and efficiently as possible. 5
n a F 1 7 - 0
 Passenger requiring refund can be referred to the sales office which issued the
l y 2 0
ose
ticket.
 In case of a deviation from schedule involving a prolonged delay, of if the
R disposition of the passengers renders it desirable to do so, it may be required
to entertain the passengers in some other way, e.g. by arranging sight-seeing
tours etc. In arranging such entertainment all elements of competition should
be avoided.
 Refreshments and/or meals, suitable to the time, day and season, may be
offered.
 Dependent on the time of the day and the duration of the delay, hotel
accommodation may be offered.
02. DELAYS
During a delay, the Station Manager will decide whether the Purser/Senior Flight
Attendant will remain with the passengers in the waiting room in order to provide
the necessary information and service.
In the event of a short delay, a flight attendant will remain on board with the pantry
and cabin supplies, including the passenger’s hand luggage.
On board the aircraft, the following should be announced via PAS, either by the
PIC or the Purser or Senior Flight Attendant as mutually arranged:
01 Oct 2016 Page 1

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10. GROUND HANDLING
 Cause and expected duration of delays arising after embarkation.

 Apologies on behalf of Garuda Indonesia for delays that took place before
embarkation.
The letter could be included in the Purser’s welcome-on-board address.
03. DIVERSION
Safety of the flight is of first concern and not only factors mentioned under pre-flight
alternate selection should be reconsidered but also the actual situation, weather
and ATC delays.
The second item to consider is the economical factor. Circumstances (mainly fuel
and time) permitting, and if possible after consulting the station manager or System
Operation Control, the most suitable (operationally and economically) aerodrome
should be selected.
If before takeoff it is likely or already known that the aircraft will have to land at an
alternate airport, the passengers must be informed accordingly as soon as is
practicable.
Should, in view of this information, a passenger express the wish to travel by other
means of transport, his/her wish must be honored and complied with as far as
possible.
C O PY 4 4 9
In case of transfer-passengers everythingE D must be /done
L possible 1
5.to0affect their
original through reservation. If O it isL g
N T R of rerouting thegg
known
a n must be considered.
beforehand that the connection will
definitely be lost, the advisability
N C O S i t a n passenger
U at StationsloofrDiversion
Crew Duties a 1 - 2 5
A. GARUDA n F
a AVAILABLE 1 7 - 0
l y AGENCY
0
e diversion has to be2made at stations where Garuda Indonesia
sthe
RoIfrepresentatives are available, the following directions apply:
 The PIC shall contact as soon as possible the District Manager or Station
Manager, if he/she arrives at that airport outside Garuda Indonesia station
personnel normal working hours.
 Should the aircraft arrives within the normal station working hours, then the
PIC and the Purser should proceed to the Station Manager’s Office to
formulate actions to be taken.
 Other cabin personnel should company the passengers to the waiting room
and remain there for liaison purposes with station personnel.
 In coordination with the Station Manager, the PIC should inform Flight
Progress Unit immediately, if the aircraft is not serviceable for turn-around,
agree on ETD and in case of night stopping agree with the Station Manager
on a call for decision on departure
 The copilot will prepare the flight plan and load sheet if necessary in view
of the agreed ETD.
 The Copilot will arrange the refueling
 The Cabin Personnel should check regularly with the PIC or the Station
Manager for possible revised ETD.
 In case of night stopping, cabin personnel should:
01 Oct 2016 Page 2

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10. GROUND HANDLING
 check with station personnel the hotel reservation for passengers and
crewmember.
 check the ground transportation.
 ensure that every passenger has been properly accommodate.
 accompany ”night stopping” passengers to their hotel.
Cabin personnel to stay as much as possible in the same hotel as the
passengers to facilitate liaison and calling time.
 use standard form when requesting pantry supply.
Sign and deliver receipt to the Station Manager.
Note: Although the PIC is finally responsible for the delegation of duties, his/her
major obligation is to the passengers on board at the time of diversion.
B. NO GARUDA AGENCY AVAILABLE

If, for any reason, a landing has been to be made at an airport where no Garuda
Indonesia agency is available, the PIC is responsible for the entire procedure
of the handling of passengers, mail and freight.
The following directives apply:
 The PIC shall contact as soon as possible the nearest Garuda Indonesia
district
C O PY 4 4 9
L ED 5 .0 1
Manager or Station Manager for consultation of actions to be taken.
RO n g /
 The copilot is responsible for preparing the flight plan and load sheet.
L
O N T n g g a
 The copilot will arrange for refueling and tank a basic fuel load as instructed
U N C
by the PIC.
S i t a
 The PIC shall contact forthwith the officials of the nearest post office for
l o ra 1 - 2 5
n a F 1 7 - 0
consultation of measures to be taken with regard to the dispatch of mail.
l y
 No special measures will be taken with regard to freight and company mail,
2 0
R ose unless the informed Garuda Indonesia District Manager or Station Manager
expresses explicit wises in this respect.
 The purser will also keep control of passengers, eq. delegate the various
duties in this respect to the steward and/or stewardess, such as keeping
passengers together, guiding them through customs, immigration, health
etc.
 In case prior to the arrival of the District Manager or Station Manager a
passenger should wish to continue the journey, the PIC should arrange for
transport.
In principle the company is responsible to procure the passenger transport
free of charge to the airport of destination.
Arrangement for payment or advances against bond to passengers should
be made with or via local airline representative or travel agents.
 As soon as the District Manager or Station Manager has arrived, the
responsibility for the handling of passengers, mail and cargo is transferred
to him/them.
Although the PIC is finally responsible for the delegation of duties, the
major obligation is to the passenger on board at the time of diversion.
01 Oct 2016 Page 3

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10. GROUND HANDLING
04. OVERFLYING
The passenger must be informed beforehand, if before takeoff it is already known
that it may not be possible to land at an intermediate station, even if a technical
landing is concerned. If the chance of landing at passenger’s destination airport is
small, the passenger can be refused transportation.
05. REPORTING
Schedule irregularities should be reported by the PIC in a trip report, while
additional information regarding passenger’s welfare should be given by the Purser
in a service remark.
Reports on discussions held with the passengers, or on difficulties experienced
with passengers, should preferably contain their addresses, ticket numbers and full
particulars, necessary for effective action.
10.7.1 SCHEDULE ALTERATIONS ENROUTE

01. GENERAL
The following information is provided for the necessary insight into the procedures
C O PY
to be followed when considering a delay or diversion, whether due to weather
4 4 9
L 5 .0 1
conditions or technical or commercial reasons. The decision whether or not to
ED
RO n g /
delay or divert an aircraft, to which extent or to where, will be governed by some
L
N T
Indonesia’s daily operations.
O n g g a
principle rules regarding the protection of reliability and economy of Garuda
U N C S i t a
Within safety requirements:
l o r a 1 - 2 5
 The performance
n F
a service 1 7
of flights in accordance 0
-with set standards for the regularity,
s e l y
punctuality and 0
2demands and the company’s
adequacy of all operations, is of prime and equal
R o importance to both the client’s economics.
 Deviations from these standards are permitted only to serve local commercial
interests in exceptional cases or to comply with force major circumstances.
 In effecting these deviations the interest of the majority of clients should be first
served, but never to the extent to cause major injury to the interest of other
groups of clients or to the company’s economics.
02. RESPONSIBILITIES
Within the prescribed limitations, the District Manager is responsible for the proper
application of these rules with respect to the acceptance of schedule deviations
en-route for local commercial reasons.
These matters will always be handled in concert with the Station Manager and the
PIC of the flight involved. Who is ultimately responsible for the safety and the
operational feasibility of the operation as a whole.
If the District Manager intends to take measures beyond the prescribed limitations,
the action will always be subject to the decision of Flight Progress if time and
circumstances permit.
01 Oct 2016 Page 4

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10. GROUND HANDLING
03. PROCEDURES
Basic Rules
Flights to depart at the times as published in the time table.
 Waiting for passengers/freight/mail cq. accepting a delay for loading, is
permitted only when according to the PIC of the flight the ensuing delay can be
recovered on the next flown stretch.
 A departure with a delay of 3 minutes is considered to be on time, as far as
schedule (ir) regularity is concerned.
 An arrival with a delay of 3 minutes is considered to be on time.
Deviations from the basic rule may only be decided by Station Manager and Flight
Progress Unit while observing the following guide lines:
A. PASSENGERS
In case of danger to human life (transport of emergency hospital cases etc.) a
delay may be accepted at the Station Manager discretion.
Transfer passengers.
 In principle no delay may accepted when transport by other services can
be ensured within 6 hours.
 If transfer within 6 hours cannot be guaranteed, Station Manager may
C O
accept delay according to the following scheme: PY 4 4 9
L EDtimes distance 1
0 on next
be.flown
to5
L
Max. 15 minutes - if transferred passengers
RO miles. ggan g /
N T
stretch exceeds 10000 passenger
O- if more thanS25000 n miles.
U N C
Max. 30 minutes
i t apassenger
Max. 45 minutes - if l o a 100000 passenger
rthan 1 - 2 5 and resulted from joint
n F more
a Manager 2 1 7 - 0 miles
l y
decision by Station
0
and Flight Progress Unit.
Rose
B. FREIGHT
Delays on behalf of late connecting freight can only be accepted after obtaining
permission from Flight Progress Unit.
Delays on behalf of local embarking freight can only be accepted if it concerns
“matter of life and death” shipments or aircraft spare parts (for own aircraft on
the ground en-route).
A Station Manager is authorized to delay a freighter service for 15 minutes
without the approval of Flight Progress Unit.
C. CATERING
In cases of possible last minute delay due to incomplete board supplies (e.g.
defective coffee machine, shortage on meals etc.) only after due consultation
with Purser and PIC it will be decided if suppletion or repairs are indispensable
for the quality of our product, and delay is justified. Should the decision be
against the delay, the PIC must be informed.
01 Oct 2016 Page 5

▲
10. GROUND HANDLING
Exceptional Cases
In exceptional cases, Station Managers may request Flight Progress Unit for
permission to deviate from the basic rule for other reasons than those stipulated
above.
 Recall
The measure of recalling a flight for the sole purpose of meeting
commercial interests is a matter which can only be administered with
extreme caution and only in extreme circumstances. Since the time factor
in almost any case will prevent directions from Flight Progress Unit, the
District Manager is solely and completely responsible for any such decision,
bearing in mind the far-reaching effect of this measure on the reliability and
economy of operations. At any time the PIC of the flight remains
responsible for the operational feasibility of the return flight.
 Diversions
Since time will almost in any case permit prior consultation, the decision to
intentionally divert a flight for commercial reasons, e.g. overflying stations
where no load is committed or an intermediate landing for reasons of
payload or to pick-up (stranded) passengers, will always be subject to the
central directions of Flight Progress Unit, if the procedure is not separately
covered.
C O PY 4 4 9
L ED
With regard to diversion due to operational reasons,
5 .0
such 1
as weather
RO L
conditions, flights should divert in accordance withg /
nshould principally divert to
existing instructions.
If not specifiedNin T
Oalternate. ThisSinvolves g g a
nthe least cost to the company with a
the N C
U to its obligation i t a
separate instructions, flights
nearest
l o ra 2 5 affected to their
to carry passengers -immediately
1
view
n F
aif necessary by2other 1 7 0
- of transport.
l y
destination,
0 means
R ose
From both the majority of its customer’s and the company’s own point of
view it is not desirable to lay down further strict procedures by which the
diversion, caused by operational factors, to the nearest alternate is made
an imperative action.
That is to say that, under certain circumstances, if continuation of the flight
to another alternate or to the next scheduled stop is operationally feasible,
this action may be preferable with a view to securing connections or to meet
other commercial requirements. If time and circumstances permit, Flight
Progress Unit’s directions will be included in the decision.
END OF 10.7
01 Oct 2016 Page 6

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10. GROUND HANDLING
OM – A 10.8 PASSENGER RELATIONS
10.8 PASSENGER RELATIONS

PASSENGER INFORMATION ON BOARD
It is the PIC’s responsibility to maintain contact with his/her passengers in order to
ensure that they receive the best service possible and are kept informed about details
of the flight and especially deviations from normal operation.
A reduced level of passenger dissatisfaction will result if carefully formulated
information is given, especially during the delays. In such situations the PIC/Station
Supervisor should weigh any matters very carefully.
The Public Address (PA) System is very effective service tool to use. It should be used
whenever cockpit workload permits to promote greater confidence in Garuda
Indonesia service.
The PIC may delegate PA to the Copilot especially if this Copilot has knowledge of
specific or relevant language.
01. RESPONSIBILITY FOR INFORMATION

As long as the door still open
It is the duty of the Ground Personnel to inform the PIC about the delays exceeding
5 minutes. The PIC in turn will provide appropriate information for the passengers
C O PY 4 4 9
via PA personally or delegate to the Flight Attendant or Ground Staff if knowledge
of local language is required.
L EDbe soughtgfrom/ the5ground1
.0 staff as
to announcement already T RO L
In case of delayed boarding, information should
a nwaiting lounge.
N made
g
to the passengers at
O are closed Sitan g the
As soon asN
U theCdoor
It is the responsibility lofothe
F 1 25 about all substantial
raPIC to inform-0passengers
-
irregularities, n
l y a as departure2or0approach
such 1 7 delay, technical troubles, missed
Ros
approache etc.
02. COORDINATION
The PIC should ensure that there is no miscommunication with respect to
arrangements concerning passenger relations. Announcements should be
coordinated with the Flight Attendant in order to avoid duplication of information.
Similarly, the Flight Attendant should closely coordinate with the PIC to ensure that
no miscommunication arise.
Care must be taken not to disturb passengers with routine announcements during
the night or while showing the movie.
Whenever delays or irregularities occur, the Flight Crewmember might be busy with
handling a situation operationally/technically. Therefore, if a delay or irregularity
becomes obvious (e.g. if the aircraft is returning to the tarmac or has rejected its
takeoff and is back at taxi speed or prepares for landing shortly after takeoff), the
Flight Attendant shall contact the Flight Crewmember on his/her own initiative. He
will seek information on the details of the irregularity to be able to advise the
passenger duty, if so required by the PIC.
01 Oct 2016 Page 1

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10. GROUND HANDLING
03. PRESENTATION OF INFORMATION

Most passengers like to be kept informed of the progress of the flight and PIC
should be mindful of this.
Passengers are a “Captive audience” and, as experience has shown,
announcements via the PA find a mixed acceptance. Therefore, the PIC shall
select length, contents and number of announcements so as to make them as
pleasing as possible to those who like them and as nonirritating as possible to
those who dislike them.
Generally PA announcements should be made during the following phases of flight:
 Prior to start when delays of 5 minutes or more occur.
 During prolonged periods of taxi or protected queuing periods at the holding
runway. During such periods, opportunity should be taken to inform passengers
of the reason of such taxi or delay and also inform them, when applicable of
takeoff direction and where to look for local features during takeoff climb out.
 Early in the flight phase of general flight plan. This should cover such as height,
routing, speed, expecting en route weather conditions, ETA at destination in
local time and time check or time different where necessary. Metric units
should be used whenever possible.

C O PY 4 4 9
During flight, to high light or point out interest places that are being flown.
ED .0 1
Abnormal/unusual operations that can be observed by the passengers should
L 5
RO L
also be explained to them.
n g /

N T g g a
Prior or during descent, an announcement should be made to revise the ETA,
O n
N C S i t a
give an update local weather conditions and high light any interest places that
U l o r a 1 - 2 5
may be observed during the approach or landing.

n a F 7 - 0
When the “Fasten Seat Belt” sign needs to be switched on inflight to warn the
1
l y 2 0
R ose
passengers and crew of moderate or severe turbulence.
In the event of Go-Around, passengers are usually concerned about it. They
therefore ought to be informed of the reasons for Go-Around and what
subsequent course of action is being taken, this will be included diversion to
alternate airport.
It is preferable to make rather brief announcements, but to inform the passengers
repeatedly. In order to avoid monotony, announcements shall be as varied as
possible.
The following hints might be helpful:
 Refrain the distance of the microphone not more than 10 cm away from the lip
 Introduce yourself before the first announcements.
 Stick to facts, use direct and simple expressions and well-known geographical
names for position reports.
 Do not use technical terms, which passengers might not understand.
 Avoid expressing opinions.
 Be cautious in using humor. Passengers might disagree on what is funny!
 Smile to the microphone.
01 Oct 2016 Page 2

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10. GROUND HANDLING
 “Promotional” type announcements from the pilot are not desired. “This is
Captain…. (xyz), welcome aboard Garuda Indonesia Flight…. (nnn)” followed
by flight information, pre-arrival information, and
“Thank you for being aboard with Garuda Indonesia” is sufficient.
Passenger’s announcements should be made in a positive manner as far as
possible.
Expressions, which could scare the passengers, such as “Bad weather”, “Heavy
turbulence”, etc., should be avoided when informing about weather conditions.
A delay shall not be mentioned repeatedly. After one announcement and one
apology, further information should refer to “Remaining flight time” or “ETA” only.
The Flight will automatically include an apology in the “Welcome Announcement”
if a flight is delayed substantially.
Cockpit announcements shall normally be made in the two or three languages used
by the majority of passengers and include, at least alternately in Bahasa Indonesia
and English. It is recommended to delegate announcements in languages in which
one is not sufficiently fluent. In such cases coordination may be necessary with the
Flight Attendant and inflight Interpreter if present.
C O PY 4 4 9
04. PROCEDURE FOR NORMAL OPERATION D
L E majority of g 5 1
.0are already
RO L n /
At any convenient time during boarding
O N
onboard, or after boarding T when
n
completed, the PIC g g a
shall
passengers
make a “Welcome Aboard”
U N C S i t a
announcement and inform the passengers
l o r a 1 - 2 5
about flight plan, weather en route and
n a F
other information deemed necessary.
1 7 0
-additional en route information, e.g.
Subsequent l yannouncements 0
e points of special2interest, leaving/reaching coastlines on ocean
should state
osprogress,
Rflight
flight, etc. These announcements shall normally also be made in IMC.
Final announcements should be made when the destination actual weather report
has been received and the traffic situation at the landing place can be better judged
concerning possible arrival delays, etc.
Information and explanation about the following special circumstances should
comprise at least:
 Anticipated turbulence,
 Deviations from the intended plan of operations which are of interest to the
passengers.
Do not use the PA system in informing the passengers to unfasten seat belts at
any time during flight.
01 Oct 2016 Page 3

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10. GROUND HANDLING
05. PROCEDURES FOR IRREGULAR OPERATION

Suitable information should, if possible, be transmitted before passengers start
impatient inquiries, but not before a sound explanation of the circumstances can
be given.
Information should be based on the following principles:
 Reasonable and realistic statement of duration of a delay and the reason of the
delay. This should first be checked with the Engineer and Station Manager
when available.
 Once a defined time has been given, this time should in no case be extended
further without informing the passengers accordingly.
 If no time statement can be made, the passengers should be told so in every
15 minutes. A sample announcement could take the following form: “For the
time being I cannot give you any definite information but I will advise you of the
expected time for departure as soon as possible. More details will be given to
you (A further announcement will be made) in about half-an-hour. In the
meantime please remain on board (or Garuda Indonesia offers you
refreshment in the waiting lounge/restaurant)”.
 Upon continuation of the flight, final apologies on behalf of Garuda Indonesia
takeoff.
C O PY
should be given by the PIC and that announcement should took place before
4 4 9
L ED 5 1
.0through the
RO in gL
In case of prolonged delay, the PIC should
g /
inform the passengers
such a an
misunderstandingsO N T
Flight Attendant of all arrangements
g way that absolutely no
n and passengers will arise.
N C
U groundlo i t a
between PIC, Flight Attendant
S
During extended rain case of irregularities,
stays
1 - 2 5 contact between
personal
n a F and passengers 7
1 0
- advantageously assist in handling
l y
crew, station personnel
0 may
2 time should be transmitted to these groups as
osasepracticable
the situation.
Rsoon
Changes of departure
by the station personnel.
When a diversion becomes necessary, passengers shall be informed, as soon as
possible and be advised that their onward transportation or accommodations will
be arranged by ground personnel.
VHF/HF Transmission and/or ACARS transmissions regarding passenger
connections should be made on long-haul flights when arrival time is delayed for
more than 20 minutes.
Such transmissions are subject to cockpit workload and are normally not made
later than 30 minutes prior to estimated time of arrival.
After receipt of a passenger’s message, the passenger (s) shall be informed via
the Flight Attendant.
If the decision is to over-fly a station for whatever reason, passengers should be
informed prior to departure.
01 Oct 2016 Page 4

▲
10. GROUND HANDLING
06. BRIEFING OF PASSENGERS IN EMERGENCY

Proper briefing of passengers is most important to prevent shock or panic.
It is of special importance that the PIC performs the passenger briefing personally.
He/She shall explain the situation in a calm and professional manner so as to
encourage the passengers to have confidence in the crewmember’s ability to cope
with the emergency. Only if conditions prevent the PIC from informing the
passenger himself/herself, he/she may designate and brief another crewmember
to perform this duty.
The detailed briefing by the Flight Attendants shall include instructions, as
appropriate, refer also AOM and Emergency Checklist.
07. DISCUSSION ON OPERATIONAL MATTERS IN FRONT PASSENGERS

Crewmember should avoid discussion among themselves, within the hearing of
passengers, any matters relating to operational difficulties or to the safety of the
Company operations.
If approached on this subject, the PIC and other crewmember should not
misleading or give the impression of concealment of the true cause of the
difficulties. Instead, give an explanation of the difficulties being encountered and
operation of the aircraft.

C O PY
assure passengers that the flight will not proceed if any doubt existed as to the safe
4 4 9
L ED 5 .0 1
RO L n g /
N
08. INFORMATION TO THE PRESS
O T n g g a
N
No crewmember
U C S i
is permitted to givet a
information concerning the Company’s
business to any person r
l o a
outside the Company,-2
1 5 the Press and
especially
n
Passengers, other F
athan the ordinary 1 7 0
- made for public from time to time
information
l y 2 0
Rose
by the Company.
END OF 10.8
01 Oct 2016 Page 5

▲
10. GROUND HANDLING
C O PY 4 4 9
L ED 5 .0 1
L
RO LEFT BLANK n g /
O N T
INTENTIONALLY
n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 6

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10. GROUND HANDLING ARRANGEMENT
AND PROCEDURES
OM – A 10.9 DE-ICING AND ANTI-ICING ON THE GROUND
10.9 DE-ICING AND ANTI-ICING ON THE GROUND

10.9.1 GENERAL
This section is provided as guidance when operating under winter conditions. The
crews and ground personnel shall be aware of the potential hazards associated with
weather conditions inherent to operations in those circumstances.
The De-icing/Anti-icing program consists of four elements:
 Management Plan;
 Holdover timetables with procedures for usage;
 De-icing/Anti-icing Procedures, Responsibilities, and Checks;
 Training.
The first two elements are located in this subchapter. The training portion for Flight
Crewmember is contained in OM-D1, for Flight Dispatcher in OM-D3, for Station
Manager in the Station Manual/SPTM, and for Ground and Maintenance personnel in
Technical Manual ™.
10.9.2 MANAGEMENT
The Station Manager of Garuda Indonesia is designated as overall manager of the De-
icing/Anti-icing program.
O P Y 4 9
A. OPERATIONS
ED C .0 1 4
L L g / 5
(1) Station Manager
N T RO g g a n
C
 The Station
N OManager or aSdesignated
i t a n representative, in cooperation with
U
Dispatch will be
l o r a
responsible for
- 2
implementation5 of the de-ice/anti-ice
1 contractor and with the Air
a
program. They
n FwillTower
coordinate through 0
1 7 - qualified
s e l y
Traffic Control
2
and0 Airport Authorities concerning usage and
Ro holding areas.
priorities of gate hold procedures, secondary deicing, and pre takeoff
 At each airport where Garuda Indonesia does not maintain a Station

Manager, the De-icing Coordinator or PIC will assume these duties.
 In all cases possible, prior to entry at those facilities, information instructive
of the Garuda Indonesia De-icing/Anti-icing Program will be forwarded to
the Handling Agencies. At that time, a request will be made for information
concerning available equipment, fluids, capabilities, and application
procedures, to be compared with the Garuda Indonesia accepted program.
(2) Pilot in Command

The Pilot in Command will coordinate with the Station Manager or De-icing
Coordinator to request De-ice/Anti-ice as required.
(3) Dispatch
The Dispatcher will coordinate with the Station Manager or De-icing
Coordinator and the PIC to determine if meteorological conditions are
conductive to ground icing.
01 Oct 2016 Page 1

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AND PROCEDURES
B. MAINTENANCE
The maintenance quality assurance is responsible for ensuring sufficient trained
and qualified contractor personnel at each facility for compliance with all phases of
the CASR Approved, Garuda Indonesia De-icing/Anti-icing Program.
C. DEICING COORDINATOR
A Maintenance Technical Representative or the Pilot in Command shall be
designated as the Garuda Indonesia De-icing Coordinator who will supervise and
monitor the entire de-icing/anti-icing procedure.
10.9.3 AIRCRAFT DE-ICING/ANTI-ICING RESPONSIBILITY

The aircraft de-icing/anti-icing program is prepared to ensure that when a flight is
planned to operate in known or suspected ground icing conditions, it shall be subject
to the following procedures:
 That the aircraft has been inspected for ice accretion;
 If necessary, the aircraft has been given appropriate de/anti-icing treatment.
It is the responsibilities of the Station Manager, designated representative, De-icing
Coordinator, or PIC, in coordination with Dispatch, to make the decision for initiation of
C O PY
de-icing or anti-icing procedures. The conditions that warrant deicing of an aircraft
4 4 9
ED .0 1
make that decision quite obvious. Following is a list of criteria to assist in determining
L 5
L
the implementation of anti-icing procedures:
RO application g /
n material must be
 If frost or precipitation isT gofaanti-icing
considered. CO
N occurring,
t a n g
N S i
Uthe temperaturelofallsrabelow 6 C and the1Dew 5will form
 Any time
F
0
0
expected that frost,-snow
-or2icePoints 0
is within 3 C of the
y n a
OAT, it can be reasonably
0 1 7 on the surfaces,
RLocal
el forecasts shall also 2
osairport
requiring application of anti-icing fluid.
be considered.
De-icing shall be accomplished in accordance with instructions contained herein. All
persons participating in these procedures must be trained and qualified to de-ice/anti-
ice aircraft. This training must be updated annually.
The Garuda Indonesia De-icing Coordinator is responsible to anti-ice the aircraft when
taxiways are slush, snow, sleet or water covered or if precipitation is falling and the
ambient temperatures are near freezing.
The Garuda Indonesia De-icing Coordinator and the PIC shall be responsible for
ensuring that all flight controls are operable and free of ice or snow prior to releasing
an aircraft for departure.
The ground man handling interphone communications with the cockpit will be
responsible for checking inlets for foreign material, checking access doors for being
closed and that the aircraft has been de-iced and/or anti-iced as required and will
confirm for the flight crew that these checks have been accomplished before the
pushback operations starts.
The PIC is responsible for obtaining procedures used in aircraft de-icing guidelines for
remote or gantry de-icing.
01 Oct 2016 Page 2

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AND PROCEDURES
The de-icing coordinator shall be responsible for informing the PIC and that the de-
/anti-icing procedures are completed and a Pre-Flight Ice Inspections has been
performed assuring no frost, snow or ice is on the aircraft. This report shall note the
following:
 The time the last procedures, de-icing or anti-icing was started.
 The kind and type of fluid used.
 The concentration used.
 The pre-flight ice inspection shows the aircraft is free of frost, snow and ice.
The PIC is responsible for assuring this information is recorded on the De-icing/Anti-
icing Record sheet.
The flight dispatcher will not release the aircraft if he/she determines de-ice/anti-ice is
warranted but not accomplished.
The PIC is responsible for making the final decision to takeoff.
The PIC shall not commence takeoff unless the external surfaces are clear of any
deposit which might adversely affect the performance and/or controllability of the
aeroplane except as permitted in the Airplane Flight Manual.
Warning:
A Maximum thrust take off is required following any de-icing/anti-icing.
C O PY 4 4 9
10.9.3.1 FLIGHT PLANNING
ED conditionsgrequires
Lweather 5.0 1
Flight planning, especially duringO L
Rconditions at the
winter
n / that the crew
thoroughly review the N
O T
weather
n g g a
departure airports as well as for
C
UN if the ltemperature
the remainder of the i t a
Sis approximately-22C
flight. Special attention shall be given to the time of the latest
report, especially
o r a 1 5 (36F) or lower. There
n
could be as much a F
as 3 to 4 degree
7 - 0
variations
1 in current temperature from the
s
reportede y
l current temperature
temperature depending 2upon0 the time since the last weather observation.
o
Rdepending upon aircraft location relative to the location
Additionally, versus reported temperature can be different
of the weather observation
and any weather occurrence since the observation such as rain (causing cooler
temperature) or cold front passage.
10.9.3.2 WEATHER CONDITIONS

A. GENERAL
Aircraft on the ground are susceptible to accumulation of ice formations under
various atmospheric conditions. Some of these are:
 Freezing rain and drizzle. Liquid precipitation existing at ambient
temperatures below 00 C where rain droplets remain in a super-cooled state
and freeze upon contact with objects on the ground.
 Frozen precipitation such as snow, sleet, or hail. The type of snow
(wet/dry) is temperature/dew-point related. For wet snow, the temperature
and the dew point are normally within 1C (2F) of each other and the
ambient temperature approximately –4C to 1C (25F to 33F). Dry snow
01 Oct 2016 Page 3

▲
AND PROCEDURES
occurs with the temperature/dew point more than 6C (10F) apart with both
below –8C (18F).
 Super cooled ground fog and ice clouds. Clouds of super cooled water
droplets that form a deposit of ice on objects in cold weather conditions.
 Conditions of high relative humidity that may produce frost formations on
aircraft surfaces having a temperature at or below the freezing point. Frost
accumulations are common during overnight parking and after landing
where aircraft surface/fuel temperatures remain below freezing following
descent from altitude. Flight operations with up to 1/8 inch of frost on the
underside of the wing due to cold soaked fuel are permitted on aircraft
operated by Garuda Indonesia.
 When frozen precipitations covers existing clear ice, the potential exists for
de-icing crews to overlook the clear ice that remains after the aircraft has
been deiced. Once the frozen precipitation has been removed, the residual
deicing fluid may camouflage the clear ice by leaving a shiny surface that
gives the appearance of deicing fluid on a clean metal surface. The wing
root area presents a particular problem because it is difficult to view from
the ground or inside the aircraft. Ice breaking loose from this area poses
the particular risk of impacting empennage surfaces.

C O PY
During extremely cold temperatures, the application of Type II Fluid and
4 4 9
L ED 5 .0 1
water mixture to a cold soaked aircraft surface may remove the existing
L /
frozen precipitation and then refreeze on the surface of the aircraft.
RofOType II Fluidgmayga g
T notn
O N
 The normal application
C the clearnoticebeduring a n remove clear ice and may
UN
camouflage
sometimes may r a S itinspections. The clear ice is difficult to see
5touch.
and
F l o 0 1 -
detected other than2 by
- when frost is forming. Active frost
 Activen
l y a Active frost2is 0a condition
frost: 1 7
R oseoccurs when aeroplane surface temperature is: at or below 0 ºC (32ºF), and
at or below dew point.
 Ice pellets: Precipitation of transparent (grains of ice), or translucent (small
hail) pellets of ice, which are spherical or irregular, and which have a
diameter of 5 mm (0.2 inch) or less. The pellets of ice usually bounce when
hitting hard ground.
 Lowest Operational Use Temperature (LOUT): The lowest operational use
temperature (LOUT) is the higher (warmer) of: a) The lowest temperature
at which the fluid meets the aerodynamic acceptance test (according to
AS5900) for a given type (high speed or low speed) of aeroplane or b) The
freezing point of the fluid plus the freezing point buffer of 10 °C (18 ºF) for
Type I fluid and 7 °C (13 ºF) for Type II, III or IV fluids.
 Rime ice is Small frozen water droplets, spherical opaque/milky granular
appearance looking similar to frost in a freezer. Typically rime ice has low
adhesion to the surface and its surrounding rime ice particles.
01 Oct 2016 Page 4

▲
AND PROCEDURES
B. FLIGHT PLANNING
Ice accumulation can also occur from ground operations or conditions. Some
of these ground operations/conditions are:
 Operations on ramps, taxiways, and runways containing moisture, slush or
snow.
 Re-circulated snow blown airborne by surface winds, other aircraft, or
ground support equipment.
10.9.3.3 EFFECTS OF ICE ON THE AIRCRAFT

A. CONTAMINATION EFFECTS
The “clean aircraft” concept as derived from CASR 121.629 that states that no
person may takeoff an aircraft when frost, snow, or ice is adhering to the wings,
control surfaces of the aircraft. The reason for this regulation is that ice
accumulation on the aircraft can have very significant and sometimes
devastating results on aircraft equipment and performance.
Contamination from frost, snow, or ice changes the aerodynamic design of the
aircraft – always for the worse. Hence, components of an aircraft affected by
contamination generally fall into the following categories: Lifting devices;
C O PY
Control surfaces; Engines; Landing gears; Sensors, and Fuselage sections.
4 4 9
L ED 5 .0 1
B. AERODYNAMICS
RO L
come to mind when n g /
performance is theN
O T
The first effects that always
loss of lift n g g a discussing ice and aircraft
U N
ice, snow, C
or
significant
S
frost adhering to the
a ta edge of the5wing, the airflow over the
ileading
and an increase in stalling speed. With
F l o r affecting -the0airflow
wing is disrupted, adversely
1 -2more
required to generate lift.
l y n
Contamination aperformance than
of the leading
2
edge
0 1 7 of the wing significantly affects
o s e
aerodynamic
R the wing.
contamination of the center and aft portion of
Angle of attack is another victim of contamination. With a clean wing, the

required lift for normal takeoff is below maximum lift. With a frost-covered wing,
the lift for takeoff may be close to maximum lift and near the stall speed. With
an ice covered wing, the critical angle-of-attack is even lower, and on airplane
rotation for takeoff, the wing may never produce the required lift before stall.
Furthermore, the angle of attack sensors assume a clean wing and make no
adjustment for the effect of contamination. This condition increases the
probability that a stall will occur prior to activation of the stall warning devices.
With ice, or any type of contamination, the wing has less ability to generate lift
and it stalls at lower angle of attack. Additionally, stall characteristics are
unpredictable depending upon the type and the amount of contaminations.
Contamination on the wings as well as over the body of the airplane creates
additional skin friction, thus producing parasite drag. Additionally, the
cumulative weight of the ice on the entire airplane can be significant.
The center of lift is affected by the location of the contamination on the wings.
With swept back wings, if the outboard/aft area of the wing is more
contaminated than the inboard/forward area, more total lift will be produced
01 Oct 2016 Page 5

▲
AND PROCEDURES
inboard/forward, the lifting force move forward and the result is nose up pith
during takeoff. A heavy nose situation can occur if the contamination is
concentrated on the inboard/forward areas of the wings.
Effect of Airfoil Contamination
 Decreased lift
 Higher stall speed
 Lower stall AOA
 Increased drag/weight
 Displacement of center of lift.
C. AIRPLANE SYSTEM
Power available may be reduced due to contamination of the engine inlets.
Control surfaces can freeze in place or be restricted in movement if
contamination is not properly cleaned from critical areas. Damage to control
surfaces may also occur if they are moved while ice is adhering to critical areas.
Landing gear mechanism may be damaged if not properly cleared of ice
formations. Snow/slush accumulated on landing gear mechanism and
deflectors may separate on takeoff and cause airplane damage.
Flight, engine, and other instruments, as well as automated systems, may
C O PY 4 4 9
provide erroneous information if contamination exists on the external sensing
L 5 .0 1
probes and ports or on areas forward of or adjacent to these external sensors.
ED
RO L n g /
Residual moisture on door and cargo hatch seals may freeze causing leaks or
seal damage.
O N T n g g a
N C
U LIMITSlo S i t a
10.9.3.4 PROCEDURES, ANDraPRECAUTIONS 1 - 2 5
n F
aspecify the recommended
1 7 0
-methods for de-icing and anti-icing of
l y
These procedures
0
2 an aerodynamically clean aeroplane.
ose on the ground to provide
Raeroplanes
When aeroplane surfaces are contaminated, they shall be de-iced prior to dispatch.
When there is a risk of contamination of the aeroplane surfaces at the time of
dispatch, these surfaces shall be anti-iced. If both de-icing and anti-icing are
required, the procedure may be performed in one or two steps. The selection of a
one- or two-step process depends upon weather conditions, available equipment,
available fluids and the holdover time to be achieved. If a one-step procedure is
used, then both De-icing and Anti-icing apply.
De-icing
Ice, snow, slush or frost may be removed from aeroplane surfaces by heated fluids,
mechanical methods, alternate technologies or combinations thereof. The
following procedures shall be used for their removal by fluids.
Requirements
Ice, snow, slush and frost shall be removed from aeroplane surfaces prior to
dispatch or prior to anti-icing.
01 Oct 2016 Page 6

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AND PROCEDURES
Anti-icing
Ice, snow, slush or frost will, for a period of time, be prevented from accumulating
on aeroplane surfaces by the application of anti-icing fluids. The following
procedures shall be adopted when using anti-icing fluids.
Required usage: Anti-icing fluid shall be applied to the aeroplane surfaces when
freezing rain, snow or other freezing precipitation may adhere to the aeroplane at
the time of aeroplane dispatch.
Limits and Precautions
 Fluid related limits
 Temperature limits
When performing two-step de-icing/anti-icing, the freezing point of the fluid used
for the first step shall not be more than 3° C (5 °F) above ambient temperature.
(See also Tables 1 and 2.)
Type I fluids
The freezing point of the Type I fluid mixture used for either one-step de-icing/anti-
icing or as a second step in the two-step operation shall be at least 10 °C (18 °F)
below the outside air temperature. In no case shall this temperature be lower than
PY
the lowest operational use temperature (LOUT).
C O 1 4 4 9
CAUTION: Type I fluids supplied as concentrates for dilution with water prior to use
L L ED / 5 .0
shall not be used undiluted. For exceptions refer to fluid manufacturer's
g
documentation.
N T RO g g a n
N III / O
C S i t a n
U
Type II / Type Type IV fluids
l o raas de-icing/anti-icing
1 - 2 5 may have a lower
n F
Type II, III, and IV fluids used
a limit of -252°C0(-13
1 7 0 agents
- The application limit may be lower,
l y
temperature application °F).
osea 7 °C (13 °F) buffer is maintained between the freezing point of the neat
Rprovided
fluid and outside air temperature.
In no case shall this temperature be lower than the lowest operational use
temperature (LOUT).
Note: These fluids may not be used below -25°C (-13°F) in active frost conditions
(see Table 3).
Application limits
Under no circumstances shall an aeroplane that has been anti-iced receive a
further coating of anti-icing fluid directly on top of the contaminated film.
If an additional treatment is required before flight, a complete de-icing/anti-icing
shall be performed (see Application Tables 1 and 2). Ensure that any residues from
previous treatment are flushed off. Anti-icing only is not permitted.
Aeroplane related limits

The application of de-icing/anti-icing fluid shall be in accordance with the
requirements of the airframe/engine manufacturers.
01 Oct 2016 Page 7

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AND PROCEDURES
Procedure precautions
One-step de-icing/anti-icing is performed with a heated anti-icing fluid (see *anti-
icing fluid).The fluid used to deice the aeroplane remains on the aeroplane surfaces
to provide limited anti-ice capability.
The correct fluid concentration shall be chosen with regard to desired holdover time
and is dictated by outside air temperature and weather conditions (see Application
Tables 1 and 2).
Two-step de-icing/anti-icing (When the first step is performed with de-icing fluid):
 The correct fluid(s) shall be chosen with regard to ambient temperature. After
de-icing, a separate overspray of anti-icing fluid shall be applied to protect the
relevant surfaces thus providing maximum possible anti-ice capability. The
second step is performed with anti-icing fluid.
 The correct fluid concentration shall be chosen with regard to desired holdover
time and is dictated by outside air temperature and weather conditions (see
Application Tables 1 and 2).
The second step shall be performed before first step fluid freezes (typically within
3 min), if necessary area by area.
When applying the second step fluid, use a spraying technique, which completely
PY
covers the first step fluid (for example using the method described in section anti-
C O 4 4 9
icing fluid application strategy) and provides a sufficient amount of second step
1
L L ED g / 5 .0
fluid. For guidance on amount of fluid refer to the AEA document "Training
on the Ground".
N T RO g g n
Recommendations and Background Information for De-icing/Anti-icing Aeroplanes
a
N C O
occurs followingS i t a ntreatment, both first and second step
must beU 5
Where re-freezing the initial
repeated.
F l o ra - 0 1 - 2
l y n a 2 0 1 7
se
RA.oDEFINITIONS
Anti-icing
Precautionary procedure which provides protection against the formation of
frost or ice and accumulation of snow or slush on treated surfaces of the
aeroplane for a limited period of time (holdover time).
*anti-icing fluid:
a) Mixture of water and Type I fluid;
b) Premix Type I fluid;
c) Type II fluid, Type III fluid, or Type IV fluid;
d) Mixture of water and Type II fluid, Type III fluid, or Type IV fluid.
NOTE: Fluids mentioned in a) and b) must be heated to ensure a temperature
of 60 °C (140 °F) minimum at the nozzle.
De-icing
Procedure by which frost, ice, slush or snow is removed from an aeroplane in
order to provide clean surfaces.
01 Oct 2016 Page 8

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AND PROCEDURES
**de-icing fluid:
a) heated water;
b) mixture of water and Type I fluid;
c) Premix Type I fluid;
d) Type II, Type III, or Type IV fluid;
e) Mixture of water and Type II, Type III, or Type IV fluid.
NOTE: De-icing fluid is normally applied heated in order to ensure maximum
efficiency.
De-icing/anti-icing:
Combination of the procedures 'de-icing' and 'anti-icing'. It may be performed
in one or two steps.
B. HOLDOVER TIME
Holdover time is estimated time for which an anti-icing fluid will prevent the
formation of frost or ice and the accumulation of snow on the protected surfaces
of an aeroplane, under weather conditions as specified in this section.
Holdover time is obtained by anti-icing fluids remaining on the aeroplane
surfaces.
C O PY 4 4 9
With a one-step de-icing/anti-icing the holdover time begins at the start of the
treatment; and
L ED 5 .0 1
O L g /
nfrozen deposits start to
With a two-step de-icing/anti-icing at the start of the second step (anti-icing).
Holdover timeO willN TReffectively n g g a
U N C have
S i t arun out when
form/accumulate
F l o a I fluids form 1a -thin25liquid wetting film, which
on treated aeroplane
rType surfaces.
Due to their properties,
n a
providesylimited 1 7 - 0
o s e l 20 holdover time would be provided by
holdover time, especially in conditions of freezing precipitation.
R increasing the concentration of the fluid in the fluid/water mixture.

With this type of fluid no additional
Type II, III, and IV fluids contain a pseudo plastic thickening agent, which
enables the fluid to form a thicker liquid wetting film on external aeroplane
surfaces. This film provides a longer holdover time especially in conditions of
freezing precipitation.
With this type of fluid additional holdover time will be provided by increasing
the concentration of the fluid in the fluid/water mixture, with maximum holdover
time available from undiluted fluid.
The Tables 3, 4, 5, 6, and 7 give an indication as to the time frame of protection
that could reasonably be expected under conditions of precipitation. However,
due to the many variables that can influence holdover time, these times should
not be considered as minimums or maximums as the actual time of protection
may be extended or reduced, depending upon the particular conditions existing
at the time.
The lower limit of the published time span is used to indicate the estimated time
of protection during moderate precipitation and the upper limit indicates the
estimated time of protection during light precipitation.
The responsibility for the application of these data remains with the user.
01 Oct 2016 Page 9

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AND PROCEDURES
CAUTION: Heavy precipitation rates or high moisture content, high wind

velocity or jet blast may reduce holdover time below the lowest
time stated in the range. Holdover time may also be reduced
when aeroplane skin temperature is lower than OAT.
Therefore, the indicated times should be used only in
conjunction with a pre-takeoff check.
Note:
 Certain fluids may be qualified according to fluid specifications but may not
have been tested during winter to develop the holdover time guidelines
specified in this document.
Holdover time guidelines in this document are not applicable to these fluids.
 For use of holdover time guidelines consult fluid manufacturer’s technical
literature for minimum viscosity limits of fluids as applied to aeroplane
surfaces.
 A degraded Type II, Type III, or Type IV fluid may be used, provided the
holdover time guidelines for Type I fluids (Table 3 or 4 as applicable) are
used.
A Type II, Type III, or Type IV fluid is considered to be degraded if the
viscosity is below the minimum limit as provided by the fluid manufacturer.
The Type II fluid holdover time guideline (Table 5) may be used with
C PY 4 4 9
degraded Type IV fluids only after substantiation by holdover time testing.
O
 Holdover time guidelines can also be obtained for individual fluid products
L ED 5 .0 1
RO n g /
and these “brand name” holdover times will be found to differ from the
L
O N T
tables published here.
n g g a
Holdover times are given in ranges in both tables. Holdover times within
U N C S i t a
l o ra 1 - 2 5
these ranges can be further estimated based upon the severity of the
n a F
weather conditions (i.e., heavy, moderate, or light) by dividing the range
1 7 - 0
l y
into thirds.
2 0
R ose As a rule of thumb, visibility during a heavy snowfall would be less than ¼
mile, moderate snowfall visibility would be between ¼ to 1 mile, and light
snowfall visibility would be greater than 1 mile. When using this rule of
thumb, ensure that the reduction in visibility is caused by snowfall only and
not assisted by fog.
C. FLUID EFFECTS ON TAXIWAY/RUNWAY FRICTION COEFFICIENTS.

The de-ice/anti-ice fluids on taxiway/runway can affect braking coefficients;
therefore caution shall be used at all times when maneuvering in the areas
where the fluids have accumulated. Nose wheel steering and braking action
may both be affected by lack of traction on contaminated surfaces.
D. HEALTH/ENVIRONMENTAL CONSIDERATIONS
Brief, single exposure to de-icing fluids that might be encountered during pre-
flight is not likely to cause irritation to either eyes or skin. Inhalation of the mists
or high concentration of the heated vapors may cause respiratory irritation. If
de-icing is in progress upon arrival of the airplane, avoid any such spray or
mist.
01 Oct 2016 Page 10

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AND PROCEDURES
Extreme caution shall be used during the pre-flight to avoid slipping on any
fluids that may have accumulated on the ramp area surrounding the airplane.
Table 1 - Guidelines for the application of Type I fluid/water mixtures

(minimum concentrations) as a function of OAT
O n e -S te p T wo -S t e p P ro ce dure
P ro ce du re
OAT S e co nd ste p :
De -I cin g/ A n t i - First st e p : De -
I cin g icin g A n t i -icin g ( 1 )
He a t ed wa t e r o r
3 º C (27 º F) an d a h ea t ed
a b o ve f lu id / wa t e r
He a t ed
He a t ed m ixt u re
f lu id / wa t e r
f lu id / wa t e r
m ixt u re wit h a
m ixt u re wit h a He a t ed
f ree zin g p o in t of
f ree zin g p o in t of f lu id / wa t e r
a t le a st 10 º C
b e lo w -3 º C (2 7 a t le a st 10 º (1 8 m ixt u re wit h a
(1 8 º F) be lo w
º F) d o wn t o º F) b e lo w O AT f ree zin g p o in t
OAT
L O UT n o t m o re t ha n 3
º C (5 º F) ab o ve
OAT
O P Y 4 9
C 3 4
re e ze s, t yp ica lly wi t h in 1
(1 ) T o b e a pp lie d b ef ore f irst st e p f lu id fD
L L E / 5 .0
m in u te s.
T RorOfluid/water mixtures g a n g
C
NOTE 1: Temperature O Nof water
t a n g shall be at least 60 °C (140 °F)
N
Umanufacturer's
at the nozzle. Upper
a S i
temperature limit shall not
5 exceed fluid and aircraft
F lo r
recommendations.
- 0 1 - 2
l a
yntabletimes
is applicable for0
2 7
1ausetemperature
s e
NOTE 2: This
Ro is desirable.
holdover are not
the
required,
of Type I Holdover Time Guidelines. If
of 60 °C (140 °F) at the nozzle
NOTE 3: To use Type I Holdover Time Guidelines, at least 1 liter/m2 (~2 Gals/100ft2)
must be applied to the deiced surfaces.
CAUTION:
Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger
mixture (more glycol) may need to be used to ensure a sufficient freezing point buffer.
01 Oct 2016 Page 11

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AND PROCEDURES
Table 2 - Guidelines for the application of Type II, Type III, and Type IV
fluid/water mixtures (minimum concentrations) as a function of OAT
Concentration of neat fluid/water mixture in vol%/vol%
One-Step Procedure Two-Step Procedure
OAT (1)
Second step: Anti-
De-icing/ Anti-icing First step: De-icing
icing (2)
Heated water or a
50/50 Heated (3) 50/50 Type II, III, or
-3 ºC (27 ºF) and heated Type I, II, III,
Type II, III, or IV IV fluid/water
above or IV fluid/water
fluid/water mixture mixture
mixture
Heated Type I, II, III,
75/25 Heated (3) or IV fluid/water
75/25 Type II, III (4),
below -3 ºC (27 ºF) to Type II, III (4), mixture with a
or IV fluid/water
-14 ºC (7 ºF) or IV fluid/water freezing point not
mixture
mixture more than 3 ºC (5 ºF)
above OAT
Heated Type I, II, III,
or IV fluid/water
below -14 ºC (7 ºF) to 100/0 Heated (3) mixture with a 100/0 Type II, III (4),
-25 ºC (- 13 ºF) Type II, III (4), or IV freezing point not or IV
more than 3 ºC (5 ºF)
above OAT
below -25 ºC (-13 ºF) Type II/Type III/Type IV fluid may be used below -25 ºC (-13 ºF) provided
C O PY 4 4 9
that the freezing point of the fluid is at least 7 ºC (13 ºF) below OAT and
L 5 .0 1
that aerodynamic acceptance criteria are met (LOUT).
ED
RO L g /
NOTE: Type II/Type III/Type IV fluid may not be used below -25°C (-
n
O N T n g a
13°F) in active frost conditions Consider the use of Type I fluid/water
g
mixture when Type II, III, or IV fluid cannot be used (see Table 1).
U N C S i t a
(1)
o ra - 2 5
Fluids must only be used at temperatures above their LOUT.
l 1
(2)
F - 0
To be applied before first step fluid freezes, typically within 3 minutes.
n a 1 7
y
(3)
ose
(4)
l 2 0
Clean aeroplanes may be anti-iced with unheated fluid.
Type III fluid may be used below -10 ºC (14ºF) provided that the freezing point of the fluid is at
R least 7 ºC (13 ºF) below OAT and that aerodynamic acceptance criteria are met (LOUT).
NOTE: For heated fluid and fluid mixtures, a temperature not less than 60 ºC (140 ºF) at the nozzle
is desirable. When the first step is performed using a fluid/water mixture with a freezing point above
OAT, the temperature at the nozzle shall be at least 60 °C (140 ºF) and at least 1 liter/m2 (~2
Gals/100 ft2) must be applied to the surfaces to be de-iced. Upper temperature limit shall not
exceed fluid and aircraft manufacturer's recommendations.
CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified, it shall
be verified if a stronger mixture (more glycol) may need to be used to ensure a sufficient freezing
point buffer. As fluid freezing may occur, 50/50 Type II, III, or IV fluid shall not be used for the anti-
icing step of a cold soaked wing as indicated by frost or ice on the lower surface of the wing in the
area of the fuel tank.
CAUTION: An insufficient amount of anti-icing fluid, especially in the second step of a two-step
procedure, may cause a substantial loss of holdover time. This is particularly true when using a
Type I fluid mixture for the first step (de-icing).
CAUTION: Some fluids shall only be used undiluted. For some fluids the lowest operational use
temperature (LOUT) may differ. For details refer to fluid manufacturer's documentation.
01 Oct 2016 Page 12

▲
10. GROUND HANDLING ARRANGEMENT AND PROCEDURES
Table 3 – Guidelines for holdover times anticipated for Type I, II, III and IV fluid mixtures in Active Frost
Conditions as a function of OAT
(Valid for metallic and composite surface)
Approximate Holdover Type II, III, and IV Approximate Holdover Times
Time Fluid (hours:minutes)
OAT
(hours:minutes) Active Forst
Active Frost Concentration Neat
Type I (1) (2) C F Fluid/Water Vol %/Vol% Type II (3) Type III (3) Type IV (3)
100/0 8:00 2:00 12:00
-1 and above 30 and above 75/25 5:00 1:00 5:00
50/50 3:00 0:30 3:00
Below 30 to
C O PY
100/0
4 4 9 8:00 2:00 12:00
Below -1 to -3
27
L ED
75/25
5 .0 1 5:00 1:00 5:00
RO L n g /
50/50 1:30 0:30 3:00
0:35 Below -3 to -
O N T
Below 27 to
ng g a 100/0 8:00 2:00 10:00
10
U N C 14
S i t a 75/25 5:00 1:00 5:00
Below -10 to -
l o r a 1 - 2 5
100/00 6:00 2:00 6:00
14
l y n aFBelow 14 to 7
2 0 1 7 -0 75/25 1:00 1:00 1:00
R ose
Below -14 to -
21
Below 7 to -6 100/0 6:00 2:00 6:00
Below -21 to - Below -6 to -
100/0 2:00 2:00 4:00
25 13
(1)
Type I fluid/water mixture is selected so that the freezing point of the mixture is at least 10C (18F) below the outside air temperature
(2)
May be used below -25C (-13F) provided the lowest operational use temperature (LOUT) of the fluid is respected
(3)
These fluids may not be used below -25C (-13F) in active frost conditions
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide – protection during flight.
01 Oct 2016 Page 13

▲
Table 4 – Guidelines for holdover times anticipated for Type I fluid mixtures as a function of weather conditions
and OAT
(Valid for metallic and composite surfaces)
OAT (1) Approximate Holdover Times under various weather conditions (hours:minutes)
Rain and
Snow/Snow Freezing Light Freezing Other (4) (5)
C F Freezing Fog
Grains/Snow Pellets (2) Drizzle (3) Rain
Cold Soaked
Wing
-3 and 27 and
00:09 – 0:16 0:03 – 0:06 0:08 – 0:13 0:02 – 0:05 0:01 – 0:05 (6)
above above
Below -3 to Below 27
0:06 – 0:08 0:02 – 0:05 0:05 – 0:09 0:02 – 0:05
-6 to 21
O P Y 4 9 CAUTION:
Below -6 to Below 21
0:04 – 0:08 0:02 – 0:05 0:04D
E C 0:02 – 0:05
– 0:07
. 0 1 4 Guidelines exist
No Holdover Time
-10 to 14
R O LL n g /5
Below -10 Below 14 0:04 – 0:07
O N T
0:02 – 0:04
a n g ga
NC (LOUT)
Utemperature r a S it
2 5
(1)
Ensure that the lowest operational use l o
F Rain” holdover
is respected
-0 1 -
(2)
In light “Rain and Snow” conditions use “Light
l y n a
Freezing
0 1 7times
2“Light Freezing Rain” holdover times
(3)
(4)
If positive identification of “Freezing
Other conditions are: HeavyR snow,
epellets,is hail,
osiceDrizzle” not possible use
moderate freezing rain and heavy freezing rain
(5)
For holdover times under active frost conditions see the separate frost table (Table 3)
(6)
No holdover time guidelines exist for this condition for 0C (32F) and below
Type I Fluid/water Mixture is selected so that the freezing point of the mixture is at least 10C (18F) below actual OAT
Caution: The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content,
high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range.
Holdover time may also be reduced when the aeroplane skin temperature is lower than OAT.
Therefore, the indicated times should be used only in conjunction with a pre takeoff check.
01 Oct 2016 Page 14

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Table 5 – Guidelines for holdover times anticipated for Type II fluid mixtures as a function of weather conditions and OAT
OAT (1) Type II Fluid Approximate Holdover Times under various weather conditions (hours:minutes)
Concentration Snow/Snow
Freezing Light Freezing Rain and Cold Other (4)
C F Neat-Fluid/Water Freezing Fog Grains/Snow
Drizzle (3) Rain Soaked Wing (5)
(Vol%/Vol %) Pellets (2)
100/0 0:35 – 1:30 0:20 – 0:45 0:30 – 0:55 0:15 – 0:30 0:08 – 0:40 (5)
-3 and 27 and
75/25 0:25 – 1:00 0:15 – 0:30 0:20 – 0:45 0:10 -0:25 0:05 – 0:25 (6)
above above
50/50 0:15 – 0:30 0:05 – 0:15 0;08 – 0:15 0:05 – 0:09
Below -3 Below 27 100/0 0:20 – 1:05 0:15 – 0:30 0:20 – 0:45 (7) 0:10 – 0:20 (7)
to -14 to 7 75/25 0:25 – 0:50 0:10 – 0:20 0:15 – 0:30 (7) 0:08 – 0:15 (7)
Below -14 Below 7 100/0 CAUTION:
to -25 or to -13 or 0:15 – 0:35 0:15 – 0:30 No Holdover Time
LOUT LOUT Guidelines exist
(1)
C O PY 4 4 9
Ensure that the lowest operational use temperature (LOUT) is respected. Consider the use of Type I fluid when Type II fluid cannot
be used.
L ED 5 .0 1
(2)
RO L n g
In flight ‘Rain and Snow’ conditions use “Light Freezing Rain” holdover times/
(3)
O N T ng g a
If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times
(4)
N C S i t a
Other conditions are: Heavy snow, ice pellets, moderate, and heavy freezing rain hail
U
(5)
l o r a - 2 5
For holdover times under Active Frost conditions see the separate frost table (Table 3)
1
(6)
l n aF 2 0 1 7 -0
y
ose
(7)
No holdover time guidelines exist for this condition below -10C (14F)
R
CAUTION: The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content
Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for – and do not provide- protection during flight.
01 Oct 2016 Page 15

▲
Table 6. Guidelines for holdover times anticipated for Type III fluid mixtures as a function of weather conditions
and OAT
(Valid for metallic and composite surface)
Concentration Neat-
Rain and
Fluid/Water Snow/Snow Light Other (4)
Freezing Freezing Cold
C F (Vol%/Vol %)
Fog
Grains/Snow
Drizzle (3)
Freezing
Soaked
(5)
Pellets (2) Rain
Wing
100/0 0:06 – 0:20
0:20 – 0:40 0:10 – 0:20 0:10 – 0:20 0:08 – 0:10 (6)
-3 and 27 and
75/25 0:02 – 0:10
above 0:15 – 0:30 0:08 – 0:15 0:08 – 0:15 0:06 – 0:10
PY 0:04 – 0:06449
above (6)
50/50 0:10 – 0:20 0:04 – 0:08

D C O 0:15 – 0:09
0 –1
Below -3 Below 27
100/0 0:20 – 0:40
L L E
0:09 – 0:15
/ 5 .
0:10 – 0:20
0:08 0:10
to -10 to 14 75/25
T R
0:15 – 0:30 O 0:07 – 0:10
a n g0:09 – 0:12
0:05 – 0:09
100/0
C O N
i t a n gg CAUTION:
Below -
10
Below 14
UN 0:20 – 0:40
lo r a S
0:08 – 0:15
1- 2 5 No Holdover Time
Guidelines exist
a F 7 - 0
(1)
s e
Ensure that the lowest operational use l yn (LOUT) is2respected.
temperature 0 1 Consider the use of Type I fluid when Type III fluid cannot
be used. Ro
In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times
(2)
(3)
If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times
(4)
Other conditions are: Heavy snow, ice pellets, moderate and heavy freezing rain, hail
(5)
(6)
CAUTION: the time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content,
01 Oct 2016 Page 16

▲
Table 7. Guidelines for holdover times anticipated for Type IV fluid mixtures as a function of weather conditions
and OAT
Concentration
Neat- Snow/Snow Other (4)
Freezing Light Freezing Rain and Cold
C F Fluid/Water Freezing Fog Grains/Snow
Drizzle (3) Rain Soaked Wing
(5)
(Vol%/Vol %) Pellets (2)

100/0 1:20 – 3:10 0:35 – 1:15 0:45 – 1:30 0:25 – 0:40 0:10 – 1:15 (6)
-3 and 27 and
75/25 1:00 – 1:45 0:30 – 0:55 0:35 – 1:05 0:25 – 0:35 0:09 – 0:50 (6)
above above
50/50 0:15 – 0:35 0:07 – 0:15 0:10 – 0:20 0:07 – 0:10
Below 27 100/0 0:20 – 1:20 0:25 – 0:50 0:20 – 1:00 (7) 0:10 – 0:25 (7)
Below -3
75/25 0:25 – 0:50 0:20 – 0:35 0:15 – 1:00 (7) 0:10 – 0:25 (7)
PY
to -14 to 7
Below 7 100/0
C O 4 4 9
CAUTION:
1
ED .0
Below -
14 to -25 to -13 or 0:15 – 0:40 0:15 – 0:30
L L g / 5 No Holdover Time
RO
Guidelines exist
or LOUT LOUT
N T g a n
g the use of Type I fluid when Type IV fluid cannot
(1)
C
Ensure that the lowest operational use temperature
N O (LOUT) is respected.
S i t a nConsider
be used. U l o r a 1 - 2 5
(2)
n isa
F
In light “Rain and Snow” conditions use “Light Freezing Rain” holdover
1 7 -0 Rain” holdover times
times
(3)
l y
If positive identification of “Freezing Drizzle” 0
not possible use “Light Freezing
2 freezing rain, hail
siceepellets, moderate and heavy
(4)
R
Other conditions are: Heavy snow,
(5)
o
(6)
(7)
No holdover time guidelines exist for this condition below -10C (14F)
CAUTION: the time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content,
01 Oct 2016 Page 17

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AND PROCEDURES
10.9.3.5 GROUND PROCEDURES

A. PRE-DEPARTURE INSTRUCTIONS
(1) Flight Crewmembers
 To take a maximum benefit of the anti-icing protection, the de-/anti-icing
treatment should be given after all passengers have boarded, all doors
closed and the aircraft is ready to depart.
 Engines and APU may be running during de-/anti-icing, but air-
conditioning and/or bleed air should be switched off as per AOM
procedures.
(2) Ground Engineers
 Reasonable precautions must be made to minimize fluid entry into
engines and other intakes.
 De-/anti-icing fluids must not be directed into the orifices of pitot heads,
static vents or angle of attack sensors.
 Before starting engines check that compressors and turbines are free
to rotate.
 Both wings and both stabilizers must be treated, not on side only.
 Any traces of de-/anti-icing fluids on cockpit windows must be removed
prior to departure. Particular attention should be paid to windows fitted
with wipers.
C O PY 4 4 9
ED .0 1
 Fuselage areas in front of windscreen and in front of center tail engine
L 5
L
RO may begg
have to be free of snow and ice.
g /
n at one or more of the
O N T
The Ground de-icing/anti-icing
n a
initiated
N C
following
U times:
S i t a
l o ra(if appropriate); 1 - 2 5
 On overnight
n F
ataxi to the gate;2017-
aircraft
0
l y
 During
R ose
 Prior to the arrival of the aircrew;
 At the gate, requested by flight crew following their preflight inspection;
 After normal preflight and the crewmember is onboard the airplane;
 After departure from gate.
In each case, the decision whether to de-ice/anti-ice should be based on
appropriate consideration of the weather conditions and the airplane critical
areas susceptible to the accumulation of ice and snow.
(3) Ground Crew
Garuda Indonesia will use trained and qualified contract operator in de-icing
and anti-icing. The Station Manager or De-icing Coordinator will ensure that
the airplane de-ice/anti-ice procedure is performed in accordance with
Garuda standards.
B. COMMUNICATION
Communication between cockpit crewmember and deicing personnel during all
phases of deicing/anti-icing is required to ensure the cockpit crewmember is
aware of the airworthiness of the airplane.
01 Oct 2016 Page 18

▲
AND PROCEDURES
(1) Prior to De-icing/Anti-icing:

 Ground Deicer/DIS: “Captain, deicing/anti-icing is about to commence,
please prepare the airplane for deicing”.
“Set parking-brakes, confirm aeroplane is ready for
treatment, inform on any special requests.”
After aeroplane is configured for treatment:

 PIC: “Brakes are set, you may begin treatment and
observe …
(any special requests like: ice under wing/flaps,
clear-ice on top of wing, snow on fuselage, ice on
landing-gear, anti-ice with Type IV fluid, etc.)”.
 Ground Deicer/DIS: “We begin treatment now and observe …
(Special request given, like “ice under wing”, etc.).
I will call you back when ready”.
(2) After De-icing/Anti-icing:
 Ground Deicer/DIS: “Captain, I am (name…), your certified deicer. You
have been sprayed with: Type I – 50/50 (or Type II
100%)”
C O PY 4 4 9
“YourL E D time begins/……minutes
holdover 5 1
.0 ago, the
RO L a g
n is complete, and your
O N T preflight ice inspection
airplane isn g g
clean”.
U N C
a isS
ita 5
Or; after all
completed: F l o r
equipment
- 2
cleared from aeroplane
- 01
and all checks are
y n a
 lGround Deicer/DIS: 2 0 1 7
R ose “De-icing/anti-icing
…………........
completed, Anti-icing Code is:
I am disconnecting.
Standby for clear signal at right/left and/or contact
ground/tower for taxi clearance.”
 PIC: ”De-icing/anti-icing completed, Anti-icing code is
…………........”
Anti-icing Codes
The following information shall be recorded and be communicated to the
PIC by referring to the last step of the procedure and in the sequence
provided below:
a. the fluid Type; i.e. Type I, II, III, IV
b. the concentration of fluid within the fluid/water mixture, expressed as a
percentage by volume;
NOTE 1: No requirement for Type I fluid.
c. the local time (hours:minutes), either
 for a one-step de-icing/anti-icing: at the start of the treatment; or
01 Oct 2016 Page 19

▲
AND PROCEDURES
 for a two-step de-icing/anti-icing: at the start of the second step

(anti-icing);
d. the date (written: day, month, year);
NOTE 2: Required for record keeping, optional for Commander
notification.
e. the complete name of the anti-icing fluid (so called “brand name”).
NOTE 3: Optional; for Type II and IV fluids only.
f. the statement "Post de-icing/anti-icing check completed”
NOTE 4: For specific aeroplane types, additional requirements exist
e.g. special clear ice checks, such as tactile checks on wings.
Additional confirmation for these checks is required.
EXAMPLE
A de-icing/anti-icing procedure whose last step is the use of a mixture of
75% of a Type II fluid and 25% water, commencing at 13:35 local time on
20 February 2011, is reported and recorded as follows:
TYPE II/75 13:35 (20 Feb 2011) (Complete name of anti-icing fluid)
"Post de-icing/anti-icing check completed".
C O PY 4 4 9
(3) DEICING AND ANTI-ICING
L ED 5 .0 1
RO L n g /
Deicing and anti-icing is a combination of the two procedures and can be
N T
performed in one or two steps:
Odeicing/anti-icing n g g a
a) OneC
N step
UIt is accomplished S i t a
l o r a heated Type I fluid.
with
1 - 2
The5fluid is used to deice the
n
airplane F
a and remains 1 7 0
- surfaces to provide limited anti-
on the airplane
l y 0
2 must beoraccomplished
R ose tactile check of the wings
icing capability. If light freezing rain drizzle condition exist, an outside
within 5 minutes of
takeoff.
b) Two step de-icing/anti-icing
Two distinct steps; The first step (deicing) is used to remove all frozen
contaminants from all surfaces and components (landing gear, etc.) and
is followed by the second step (anti-icing) with a separate fluid
application.
Anti-icing fluid is applied before the first step deicing fluids freezes (in
case of severe freezing precipitation, this can be within 3 minutes) and
become ineffective. This process provides the maximum possible anti-
icing capability. This two-step procedure is accomplished with:
 Heated Type I and then another application of heated Type I, or
 Heated Type I and then an application of Cold Type II.
If for any reason the deicing process is interrupted, the process must
be restarted from the beginning.
01 Oct 2016 Page 20

▲
AND PROCEDURES
(4) OFF-GATE PROCEDURES

There will be times when de-icing/anti-icing will be accomplished in
locations other than at the gate. During the Pre-Flight External Check the
engines should be inspected to ensure they are free of ice prior to starting.
At a remote location, a ground electrical power and air cart will be provided
when the APU is inoperative, or the crew may elect to keep engines
running. During de-icing, ensure the airplane packs are off and the
APU/engine bleed valves are closed. The bleed valves should not be
opened and the airplane packs should not be turned on until at least one
minute after deicing is completed. De-icing fluid, if allowed to enter the APU
inlet, may cause a white acrid smoke or enter the airplane through the air
conditioning system.
(5) INSPECTION CHECK

In the Pre-Takeoff Check and Pre-Takeoff Contamination Check, attempt
to view the middle third of the upper wing surface and leading edge area
for any frost, snow or ice buildup. If the airplane has been deiced/anti-iced,
the surfaces should appear to have glossy sheen and be free from any
contamination.
C O PY
If the surface are losing their gloss and turning white or snowflakes remain
4 4
on the surface without melting, the fluid is not providing the proper9
L ED
protection and takeoff should not be attempted.
5 .0 1
L
RbeOaccomplished g /
n following areas:
N T
The check will normally
Ocockpit, usingS g g a
from the
n surfaces such as wipers, window
N
 FromC the
Ucorners, radome, i t a
representative
 From a F a and,
retc,
loexit 0
window, door-12 1 -25
e l y n over-wing
2 0 1 7 or 13 and door 22 or 23.
R os
If one step de-icing/anti-icing with Type I fluid is accomplished, and light
freezing rain or drizzle conditions exist, an outside tactile check of the wings
must be accomplished within 5 minutes of takeoff, or Type II fluid must be
applied and takeoff accomplished within the determined holdover time.
(6) PRE-FLIGHT EXTERNAL ICE INSPECTIONS

The exterior pre-flight inspection is an important part of safe winter
operations. During pre-flight inspection, assure the aircraft surfaces or
those areas affected by contamination are free of frost, snow, and ice. The
Pre-Flight External Ice inspection should include those critical areas listed
here as well as those areas identified in the appropriate operating manual.
The De-icing/Anti-icing Record shall be completed and placed in the Flight
Document envelope.
01 Oct 2016 Page 21

▲
AND PROCEDURES
AREA CHECK
Protective covers. Removed
Wings, tail and control surfaces. Free of frost, snow
and ice
Balance panel cavities, flap well cavities, hinges, Free of slush, snow
tracks, and actuators. and ice
Fuel tank vents and dumps nozzles. Clear
Pitot heads, static ports, and sensor pickup points for Clear of ice
engine control and flight instruments.
Area in front of engines Clear of ice
Engines/APU inlets Clear of ice, engine
fans turns freely.
Air conditioning inlets and exhausts Clear of snow or
ice.
Landing gear and landing gear doors Unobstructed and
clear of ice, slush,
frost and snow
Radome, nose forward of the windshields, and the Free of snow and
windshields ice.
(7) FLIGHT CONTROL OPERATIONAL CHECK

C O PY 4 4 9
ED .0 1
Flight crewmember will assist as required in performing the following flight
L 5
L
O using “EDP”gand g /
control operational check to ensure ice or snow is not binding flight controls.
Rpower noperate all system flight
N T
O(including flapsSand
 Provide hydraulic
n g a
N C
Uobserves thatlo i t a
full5
controls slats) slowly through full travel. Ground
F all r a respond through
controls
1 - 2 travel.
n a
 Operate
1 7 - 0
l y aileron control
0
wheel and check for free movement of inboard
2 ailerons and balance tab on each wing.
R ose aileron, spoilers, outboard
 Operate horizontal stabilizer through full range of travel. Observe
stabilizer operations.
 Operate elevator and rudder full travel and observe operations.
 If any control is binding, spray control surface and tabs hinge position
with deicing fluid.
 Retract wing flaps and slats.
(8) PRE-TAKEOFF CHECK

At any time ground icing conditions exist, the airplane has been de-
iced/anti-iced, and a holdover time has been established, the PIC shall,
during taxi-out, accomplish a check to include the following:
 Ensure engine anti-ice is on and appropriate procedures complied with;
 Brief on the use of wing heat;
 Review holdover time to ensure a pre-takeoff check is accomplished
within the holdover time range;
 Establish the validity of the holdover time by ascertaining the current
weather conditions are consistent with those existing or forecast at the
start of the holdover time;
01 Oct 2016 Page 22

▲
AND PROCEDURES
 Assess the runway surface condition and adjust for the appropriate
performance decrements;
 Check the airplane for contamination as described in “INSPECTION
CHECKS”.
(a) Cockpit Check

The cockpit check is performed by flight crewmember and is required
any time: Ground icing condition exists; the airplane has been
deiced/anti-iced; and, the holdover time is still valid.
The cockpit check consists of:
 Ensuring free travel of all flight controls, including trim and spoilers
throughout the full range.
 A check of representative aircraft surfaces which are visible from
the cockpit.
 If desired or if doubt exists, conduct Cabin Check.
(b) Cabin Check

The cabin check is performed by flight crewmember and is required any
time: During conditions of ice pellets, snow pellets, and snow grain; the
airplane has been deiced/anti-iced; the holdover time is exceeded
O PY
during frost, freezing fog or snow, and, when doubt exists after
C 4 4 9
conducting cockpit check.
L E D 5 0 1
.representative
R O L n g /
The cabin check consists
N T of visual
which are visibleg
Ocabin (see “INSPECTION
airplane surfaces g a
inspections
n CHECKS”).
from
of all
the best vantage points in the
N C
UWhen circumstances
airplane
S i t a
F l o 1 -25visual check from inside
rado not permit-0satisfactory
l y
the a (cockpit and
nairplane 2 0 1 7return to designated area and:
cabin),
R e
os  Have qualified personnel perform the external check;
 If any doubt exists as to the condition of the aircraft, repeat the
ground deicing/anti-icing procedure.
(c) Holdover Time

The determination of holdover time is the responsibility of PIC. The
previous section on fluid characteristics and capabilities discussed how
to determine holdover times and the use of the times. An initially
determined time should be increased or decreased if condition change.
For example: if conditions should deteriorate, the holdover time should
be decreased. Conversely, if conditions were to improve, the holdover
time could be increased, and if precipitation were to stop, the holdover
time could be suspended during that time.
If precipitation starts again, the holdover time clock would continue from
where it previously stopped. Again, the holdover timetable is purposed
for planning only, and should be used as guidance by the PIC.
01 Oct 2016 Page 23

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AND PROCEDURES
(9) PRE-TAKEOFF CONTAMINATION CHECK

If the holdover time has been exceeded, no takeoff will be attempted until
a contamination check of the airplane has been accomplished. This
procedure may be done from inside the airplane and must assure that all
critical surfaces and controls are free from weather-associated
contamination. Flight crewmember must be able to assess the surface
conditions as described in “INSPECTION CHECK”
A Deicing Coordinator or designated qualified ground crewman may
perform an external check. If it cannot determined that the critical surfaces
of the airplane are free from contamination of frost, ice, or snow, or if takeoff
cannot be accomplished within 5 minutes of a satisfactory contamination
check, the deicing procedure must be re-accomplished or the airplane must
return to the ramp.
(10) THRESHOLD DE-ICING

A station may implement threshold deicing under severe icing conditions.
When required, threshold de-icing near the departure end of the runway
will be accomplished in addition to any previous deicing.
The PIC is responsible for familiarizing himself and crew with the
procedures for this operation:
C O PY 4 4 9
 Engines should be left running;
L E D 5 1
.as0 previously
 The A/C packs and
RO L
engine bleed valve
n g
must /
be off
describedN in T g g a
n fluid directly into the engine inlet,
it isO
off-gate-procedures.
N If C
S
necessary to spray
U takeoff should i t a
deicing
rbeamade with all packs- 2off5in order to prevent any
F l o
a deicing fluid2in0the1engine
7 0 1
- from entering the cabin in the form
l y n
residual
R ose Ingestion of deicing/anti-icing fluid into the engines will not degrade
of smoke.
engine performance.
(11) NO DE-ICE/ANTI-ICE EQUIPMENT AVAILABLE

When no de-icing or anti-icing can be performed at a facility, an inspection
must be performed from a suitable position outside the airplane to ensure
that the wings, control surfaces and other critical areas are free of ice,
frost or snow.
The PIC will coordinate with ATC, Gate Hold and Ground Control to
ensure that this check can be accomplished within the five minutes
prior to beginning takeoff.
10.9.3.6 SUMMARY
Be aware of the weather conditions that can produce winter hazards. Know how
contamination affects the airplane. Be familiar with the fluids and their limitations
that are applied to the airplane to remove and prevent contamination. Operate
within the established procedure to counter these adverse winter weather
01 Oct 2016 Page 24

▲
AND PROCEDURES
conditions. The challenge of operating in winter weather conditions can be a

formidable one, but with careful planning, adherence to procedures and common
sense, the flight can be operated safely.
DE-ICING/ANTI-ICING FLOW CHART

Use this flow chart to determine if you need to commence deicing/anti-icing
operations.
No
Need Deicing/anti-icing Takeoff
Yes
Deicing/anti-icing
Holdover Time Begins
Procedures
No Pre-Takeoff Check Yes Takeoff

Within
C O PYHoldover
4 4 9
Satisfactory
L ED Holdover 5 0 1
.Ends
RO L n g /Time
N T
O Yes, butSHoldover g g a
n Exceed
U N C i t a
F l o raPre-Takeoff-01-25
l y n aNo 2 0 1 7 Yes
R os e Contamination Check Within

5 Minutes
Takeoff
Satisfactory
END OF 10.9
01 Oct 2016 Page 25

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AND PROCEDURES
C O PY 4 4 9
L D
EBLANK 5 .0 1
INTENTIONALLYLLEFT
RO n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 26

▲
OM – A 11. FLIGHT PROCEDURES
TABLE OF CONTENT
CHAPTER 11
11.1 GENERAL COCKPIT PROCEDURES ....................................................................... 1
11.1.1 CREW RESOURCE MANAGEMENT .......................................................... 1
11.1.2 CREW POSITION ....................................................................................... 2
11.1.3 DEPARTURE AND APPROACH BRIEFING ............................................... 3
11.1.4 USE OF COCKPIT CHECKLIST ................................................................. 4
11.1.5 PILOT FLYING - PILOT MONITORING TASKS .......................................... 4
11.1.6 MINIMUM HEIGHT FOR TURNING ............................................................ 5
11.1.7 AUTO AND MANUAL FLIGHT .................................................................... 6
11.1.8 CREWMEMBER COORDINATION DURING NON-NORMAL ..................... 6
11.1.9 LOOK OUT .................................................................................................. 7
11.1.10 CLEARING OF COCKPIT ........................................................................... 7
11.1.11 STERILE COCKPIT ..................................................................................... 7
11.1.12 ADMISSION TO FLIGHT DECK .................................................................. 9
P Y
11.1.13 OBSERVER SEAT / BRIEFING ................................................................ 11
O 4 9
ED C
11.1.14 MANIPULATION OF CONTROLS .............................................................
.0 1 4 11
O L L g / 5
T R
NTHE USE OFtAIRBORNE g a n
11.1.15 MAGNETIC MATERIALS ..........................................................................
g RADAR............................. 11
11
C
11.1.16 RESTRICTION O ON
i a n
UN VOICE lRECORDER
11.1.17 COCKPIT o r a S (CVR) AND FLIGHT
1 - 2 5DATA RECORDER
n a F 1 7 - 0
l y
(FDR) CB...................................................................................................
e OF PORTABLE ELECTRONIC 0
2 DEVICES ON BOARD ..................... 13
12
RosUSE
11.1.18
11.1.19 RUNWAY INCURSION ............................................................................. 13
11.1.20 RUNWAY EXCURSION ............................................................................ 14
11.2 COMMUNICATION .................................................................................................... 1
11.3 START UP AND TAKEOFF ....................................................................................... 1
11.3.1 PUSH BACK / PULL OUT PROCEDURE .................................................... 1
11.3.2 CREW DUTIES BEFORE, DURING AND AFTER TAKE-OFF .................... 1
11.4 CLIMB, CRUISE AND DESCENT .............................................................................. 1
11.4.1 FLYING ALONG AIRWAYS AND ADVISORY ROUTE ............................... 1
11.4.2 AUTOPILOT AND AUTOTHROTTLE OPERATION .................................... 2
11.4.3 CONTINUATION OF A FLIGHT WITH N-1.................................................. 3
11.5 APPROACH AND LANDING...................................................................................... 1
11.5.1 FLIGHT CREWMEMBER COORDINATION................................................ 1
11.5.2 INITIAL APPROACH ................................................................................... 2
■
16 Jan 2017 Page 1
TABLE OF CONTENT
11.5.3 AUTOMATIC APPROACH .......................................................................... 3

11.5.4 FINAL APPROACH AND LANDING ............................................................ 5
11.5.5 FUEL DUMPING AND OVERWEIGHT LANDING ..................................... 14
11.5.6 LANDING WITH DEFECTIVE GEAR ........................................................ 16
11.5.7 USE OF REVERSE THRUST AND/OR BRAKES ..................................... 17
11.5.8 PARKING OF AIRCRAFT.......................................................................... 17
11.5.9 POST-FLIGHT DELIVERY OF METEOROLOGICAL INFORMATION ...... 18
11.6 CRITICAL FLIGHT CONDITIONS .............................................................................. 1
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
■
16 Jan 2017 Page 2
11.1 GENERAL COCKPIT PROCEDURES

11.1.1 CREW RESOURCE MANAGEMENT
One of the basic fundamental of the Crew Resource Management is that each
crewmember must be able to supplement or act as a back-up for the other
crewmember. Proper adherence to Standard Operating Procedures and Standard Call
Outs are an essential element of well managed Flight Deck.
Situational awareness or the ability to accurately perceive what is going on in the flight
deck and outside the airplane, requires ongoing questioning, crosschecking,
communication and refinement of perception.
It is important that all flight deck crewmembers identify and communicate any situation
that appears unsafe or out of ordinary.
Accident investigations show that approximately 70% of air carrier incidents and
accidents have been caused by the failure of flight crewmember to make use of readily
available “resources”. In most cases the information was available to the Pilot in
Command but tragically, it was not utilized.
The investigation also reveals some situation in which the subordinate flight
crewmembers had detected serious problems in the performance of the captain such
as denying serious risk or displaying counterproductive and unreasonably perilous
PY
behavior, prior to the incidents or accidents but they were not able to prevent it.
C O 1 4
Pilots occupying First Officer position is responsible of informing Captain immediately4 9
L L ED / 5 .0
and at any time should he believe the aircraft is being handled improperly or placed in
g
jeopardy.
N T RO g g a n
When the situationC
First OfficerU
O
Ntakebecomes i t an under
critical and Captain
S
did not response appropriately the
shall
l o r a
over control. To intervene
1 - 2 5
such critical situation can be
a F
very difficult for junior crewmembers,
n they use a proper 1 7 - 0
particularly if they are still in their new-hire,
s e l
probation period yunless 2 0 strategy at proper progression level.
Rothe Captain decides to take over the Co-pilot on controls by saying “My control”
When
he is normally acknowledged by everyone. Unfortunately the situation is reversed
when the Co-Pilot has to take over control from a conscious but dysfunctional Captain.
To enable subordinate flight crewmembers to intervene effectively, a structured
intervention models using a precise language shall be used to successfully cope with
the extremely rare but potentially lethal performance break down of the Captain.
The following are the recommended procedural steps and progressions of inquiries
which considered being effective to be used by all subordinates:
Step 1. Probing for better understanding;
 I.e. statement;
“Captain, I need to understand why we are flying like this.”
Step 2. Alerting Captain of the anomalies;
 I.e. statement;
“Captain, it appears to me that we are on a course that is drastically
reducing our safety margins and is contrary to both your briefing and to
company’s SOP.”
01 Oct 2016 Page 1

▲
Step 3. Challenging suitability of present strategy;

 I.e. statement;
“Captain, you are placing the passengers and aircraft in irreversible and
immediate danger. You must immediately choose a course of action that
will reduce our unacceptability high risk levels.”
Step 4. Emergency warning of critical and immediate dangers.
 I.e. statement;
“Captain, if you don’t immediately increase our safety margins, it is my duty
and responsibility to immediately take over control of the airplane.”
These four steps define ordered progressions of inquiries designed to reduce risks at
each level of the intervention sequence.
The “P.A.C.E.” skills will enable subordinate flight crewmembers to effectively
intervene when a Captain is not performing up to reasonable performance standards.
The “P.A.C.E.” inquiry procedural steps will ensure that intervention by Co-Pilots will
always increase the margins of safety.
The “P.A.C.E.” progression tools are carefully designed to never make a bad situation
worse.
C O PY
When unsafe situation suddenly appear in a critical situation where the safety limit will
4 4 9
L 5 .0 1
be breached (i.e. Unstabilized approach below 500 feet), the most effective
ED
intervention is by directly using the highest step.
RO L n g /
N T n g g a
11.1.2 CREW POSITION CO i t a
N
U belt by flight ra S 2 5
 Use of seat
F l o crewmember
0 1 -
- stations:
l y n a are at their
When flight crewmember
0 1 7
assigned
sebelts must be fastened at2all times;
R oSeat
Shoulder harness shall be fastened during taxi, take off, landing and turbulent
conditions.
The use of seat belt and shoulder harness by cockpit observer shall follow the
active flight crewmember.
 Seat occupation.
Each flight crewmember shall occupy his qualified seat specification when doing
his flight duties.
During all phases of flight, each crewmember shall be at his cockpit station, except
when:
 His absence is due to the performance of duties in connection with the
operation of the flight.
 His absence is for reason of personal care. In this case one crewmember may
leave his cockpit station during cruise flight for a period as short as is possible.
By personnel care is understood:
 A visit to the toilet
 Exercise for the purpose of relaxation or mental alertness.
01 Oct 2016 Page 2

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No cockpit seat change shall take place when flight is below the height of 10.000 feet
above ground.
Flight crewmember shall transfer control (or tasks under his responsibility) to other
flight crewmember prior to leave assigned station, or is required to perform system
handling during abnormalities or emergency.
Authorization of the PIC is required before any flight crewmember leaves his station.
When a pilot transfers control of the aircraft or leaves the flight deck, a minimum of one
pilot continuously maintains:
1. Unobstructed access to the flight controls;
2. Alertness and situational awareness;
3. Cross monitor system panels, the progress of flight;
One pilot is allowed to have small size food tray on the lap provided both flight
crewmember seats are occupied. Seat shall be adjusted aft to prevent flight control
obstructions from free movement.
With PIC permission, one crewmember may place his seat to recline temporarily if
such action is deemed necessary to restore mental alertness.
Flight crewmember replacing the relieve pilot shall resume his seat at the controls in
C O PY 4 4 9
sufficient time to allow full orientation and preparation for the approach and landing.
L ED 5 .0 1
11.1.3 DEPARTURE AND APPROACHR O L n g /
N T BRIEFING
Oof PIC, the PilotSFlying g g a
nshall conduct departure and approach
N C
Under the responsibility
Uinclude: lora i t a
briefings that
1 - 2 5
 Fuel status;
n a F 1 7 - 0
l y 2 0
R osereports, forecast for Departure,
 Airport/taxi
Weather
diagrams;
En-route, Destination and Alternate
Airport as appropriate;
 Aircraft technical status;
 NOTAM review;
 Low Visibility procedure (as applicable);
 Departure / Approach charts;
 Minimum Safe Altitude and Terrain;
 Use of automation;
 Takeoff / Landing (Flaps, auto brakes and stopping distances);
 Miss approach / Go around and alternates;
 Special conditions and operations (e.g. Crew familiarization with the route or airport
flown, hazardous materials, environmental, non-standard noise abatement, etc.);
 Normal and non-normal departure and approach considerations; and when the
observer seat is occupied;
 Review Lost Communication procedure;
 Jump-seat / observer briefing prior to departure (as applicable);
 And other relevant information;
01 Oct 2016 Page 3

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11.1.4 USE OF COCKPIT CHECKLIST

The PIC shall assure that the flight crewmember utilizes checklists to ensure
compliance with operating procedure contain on the FCOM/AOM and the requirement
of the aircraft certificate of airworthiness.
The use of an update checklist for normal and emergency operation is compulsory.
One checklist must be within immediate reach at each flight crewmember station.
The checklists task sharing between RHS pilot, LHS pilot, PF and Pilot Monitoring shall
be described in fleet FCOM/AOM.
The items on the checklist shall be called out separately in a loud voice. The next item
shall not be called until the item has been checked. The exact terminology of the
cockpit checklist shall be adhered to.
 Interruptions by other crewmember or ground engineers shall, whenever possible
be avoided.
 When interrupted by radio communications, checklist reading shall be stopped until
it finished.
11.1.5 PILOT FLYING - PILOT MONITORING TASKS

Under the following conditions the PIC shall be Pilot Flying:
C O PY 4 4
 Runway contaminated or slippery Runway with reported braking action medium to 9
poor;
L ED 5 .0 1
RO L
 Predicted wind shear will be encountered;
n g /
N T
 Maximum crosswind or tailwind limit;
O n g g a
U N C i t a
 Non Normal / Emergency situation as stated in FCOM/AOM relevant aircraft type.
S
l o ra 1 - 2 5
Pilot Flying
n F
a have full access 1 7 0
-flight control and maintain constant
l y
e flight.
One of the pilots shall
2 0 to the
Rosduring
vigilance
Pilot Monitoring
The pilot duties, who is performing tasks during flight time in support of the pilot flying.
Command and selections given by Pilot Flying, shall be acknowledged and carried out
by pilot monitoring.
Such duties of PM are Check list task sharing, ATC communications and administrative
duties (filling landing data card etc.)
a. Crewmember coordination
Assure stressing the requirements of cross-checking the critical flight crewmember
actions, include:
 Aircraft configuration changes (Landing gear, wing flaps, speed brakes);
 Altimeter bug and airspeed bug settings, as applicable;
 Altimeter subscale setting;
 Altitude (window) selections and Heading;
 Transfer of control of the aircraft, when condition requires;
01 Oct 2016 Page 4

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 Changes to the Automated Flight system (AFS)/Flight Management System

(FMS) and radio navigation aids during the departure and or approach phase
of flight;
 Weight/mass and balance calculations and associated AFS/FMS entries;
 Performance calculations or inputs, including AFS/FMS entries.
Actions which require time for completion (e.g. flap and gear retraction, thrust
adjustments, ATC request, etc.) shall be repeated by crewmember concerned and
acknowledged as soon as the desired position, setting etc. is established.
b. Standard Calls
The flight crewmember shall use standardized verbal callouts (standard callouts)
during each phase of flight.
Standard calls are used to improve cross-checking, coordination and mutual
knowledge by the following (See FCOM/AOM – Flight Technique):
 Give command, delegation of task;
 Acknowledge a command or confirm receipt of an information;
 Challenge and response to checklist items;
 Call a change of an indications;
 Identify a specific event;
 Identifying all parameter exceedence
C O PY 4 4 9
c. Altitude Awareness
L ED altitude awareness 5 .0 1
R O L n g /
Flight crewmember shall continuously
O T maintain
N or auto-flighttoperation
either during manual-flight
n g
g by: a during flight,
C
UN checkingloaltitude i a
S minimumradio
 Periodically
r a against
altimeter against 1
5
safe altitude;
- 2
of radioy n a F
 Cross checking barometric
1 7 - 0 altimeter on first activation
l altimeter;
0
2 when over outer marker as applicable;
se checking barometric altimeter
R oCross
Using verbal flight crew altitude callouts if automated callouts not available and
any other actions to be taken by the flight crew to maintain altitude awareness;
 Setting the vertical rate to maximum 1000 feet/minute at 1000 feet before the
cleared level
Further to avoid altitude exceedance / busting, strictly follow the procedures in
relevant FCOM/AOM regarding:
 ATC to Pilots communications;
 Crewmember coordination;
 Automation management.
11.1.6 MINIMUM HEIGHT FOR TURNING

With due consideration of Aviation Environmental Program and unless specifically
determined by the local departure procedure such as no turn before DER (Departure
End of Runway), or the requirement to follow RNAV Departure, the minimum height for
commencing a turn after takeoff shall not be lower than 500 feet AGL.
When a requirement is to turn below 500 feet, refer to respective Aircraft Manual for
specific aircraft system capability.
01 Oct 2016 Page 5

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11.1.7 AUTO AND MANUAL FLIGHT

Unless dictated otherwise by flight technical reason, or stated in FCOM/AOM, flight
crewmember shall maximize the use of automations during flight. See OM-A Chapter
11.5.3.
a. Automation Policy (Auto Flight Policy)
 Flight Crewmember shall monitor the Automated flight and Navigation System
(AFS) to ensure appropriate aircraft response to inputs by:
 Cross-checking mode control panel and/or FMA status;
 Observing the result of any mode change;
 Supervising the resulting guidance and airplane response.
 Flight crewmember shall take over manual control when aircraft response is
not appropriate or not adequate.
 During CDU entries, Flight crewmember must not execute unless both Pilots
are confirmed.
b. Level of Automation
The use of a level of automation appropriate for the task, to include manual flight
when aircraft response is not appropriate or adequate.
Full full AFS (AFDS, A/T, A/P), or as stated
C O PY
in FCOM/AOM
4 4 9
L ED .0 1
Use full automation as much as
5
RO L g /
possible. PF make selection, Pilot
n
O N T n g g a Monitoring verifies.
CWS
U N C S i t a As per FCOM/AOM. PF call for
l o ra 1 - 2 5
selection, Pilot Monitoring makes
n a F 1 7 - 0 selections and verify.

l y 2 0
ose
Manual Any one of the auto system not
R functional, or as stated in FCOM/AOM.
PF call for selection, Pilot Monitoring
makes selections and verify.
11.1.8 CREWMEMBER COORDINATION DURING NON-NORMAL

In case of emergencies or abnormalities during any portion of a flight one pilot must be
solely occupied with the control of the aircraft. This pilot shall not distracted by
conversation or actions with respect to the problem being encountered.
The Pilot shall takes the priority to Aviate, Navigate and Communicate properly to
manage the situation that includes task sharing, division of PF/PM duties and
crewmember coordination as specified in respective FCOM/AOM.
The execution of abnormal/non-normal a cross check and verbal confirmation by two
flight crewmembers (dual response) occurs before the actuation of any critical aircraft
system as defined by respective aircraft manual an address, as a minimum:
 Engine thrust levers;
 Fuel Master or control switches;
 Engine fire handles or switches;
 Engine fire extinguisher switches;
01 Oct 2016 Page 6

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 IDG/CSD disconnect switches.

 Any irreversible actuation (e.g. Gear Down on all hydraulic fail, where retraction is
not possible).
The above also applies when autopilot / auto-throttle is engaged. Constant monitoring
of autopilot / auto-throttle performance leads to early detection of possible deviations
in heading, attitude and/or altitude.
11.1.9 LOOK OUT

Although it is the responsibility of ATC to maintain separation between IFR traffic, it is
essential to maintain a good look out during IFR flights, especially during climb or
descent in areas of heavy traffic.
In visual meteorological conditions, it is the direct responsibility of the pilot on an IFR
flight to avoid other aircraft (that may be on VFR) even though this flight is in a control
area on an IFR ATC clearance.
Due to the above requirement and other obvious reasons, reading of literature other
than that essential for the safe and efficient execution of flight, is not permitted whilst
on duty at the flight deck.
During the hours of darkness the use of white light at the flight deck must be kept a
minimum in order not to impair night vision. A certain amount of white lighting should
power failure occur.

C O PY
be maintained to provide illumination of the instrument panel as a backup when DC
4 4 9
L ED 5 .0 1
11.1.10 CLEARING OF COCKPIT
O L g /
nAny superfluous paper or
A clean and tidy cockpitN an R
is T important factor g g a
N
equipment should C Oremoved or S
be i t
stowed.a n to descend, flight deck shall be
in safety.
Prior
U non-essentiallomatters
cleared from ra and food tray. 1 - 2 5
n F
aensure that navigation
1 7 0
- papers and equipment are stowed
l y
The PIC shall also
2 0 charts,
Roseplace following the completion of the flight.

in proper
11.1.11 STERILE COCKPIT

With regard to the safety and security demands, the sterile cockpit conditions shall
be maintained.
a. Locking of Cockpit Door
The cockpit door shall be of a type capable of being locked only from the cockpit
compartment.
 It is required to have the cockpit doors on Garuda Indonesia passenger
carrying aircraft to be closed and locked at all time during flight, (from the
moment when all its external doors are closed following embarkation until the
moment when any such door is opened for disembarkation), utilizing the
installed door lock mechanism.
 Personnel dealing with cockpit crew should be informed and instructed to
arrange temporary unlocking of the door by use of the interphone.
 PIC shall coordinate with FA -1 regarding procedure of closing and opening
cockpit door, including alternative method if deemed necessary (Normal and
Emergency procedure) by using the Intra-cockpit and cabin/cockpit
communication protocol during critical phase of the flight (OM-B2 Ch 2.3).
01 Oct 2016 Page 7

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 The flight attendant are able to gain entry to the flight deck by means of
Cockpit Door Locking System Access Code. The access code will be
renewed every 6 months.
 The new access code will be passed to PIC by Chief Pilot and The PIC will
pass it to FO and FA-1 during Preflight Briefing.
 The flight attendant can discreetly notify the flight crewmember in the event
of suspicious activity or security breaches in the cabin;
 Security procedures when a flight crewmember decides to exit the cockpit
prior to unlocking the door:
 Verify with flight attendant to make sure the adjacent lavatory is not
occupied by a passenger;
 Determine if the circumstance outside the door are secure;
 Clear zone by flight attendant;
 Confirm that flight attendant are positioned to block passenger access
while the door is unlocked;
 Before leaving the cockpit, flight crewmember use the spy hole to ensure
free from possible intruder;
 Should using toilet is the nearest with pilot station.
b. Mandatory use of headsets and boom microphone during critical phase of

the flight for the purpose of ATC communications.
C O PY 4 4 9
L 5 .0 1
During high workload, especially under emergency conditions, good and swift
ED
R O n g /
communication is very important. This purpose is best served through the use of
L
earphones, keeping one ear uncovered.
N T g g a
avoid U NCOdelaysandrina
Internal communication
S itan
external transmissions must be kept separated, and
5
unnecessary
F l o
transmission.
0 1 - 2
-the top of climb and from the start of
l y n
During ground aactivities, taxi, takeoff
0 1 7
until
s e throughout approach2and landing, flight crewmember shall use
Rodescent
headsets and/or boom microphone.
During cruise, flight deck speakers may be used. Speaker volume should be kept
at the minimum usable level adequate to avoid interference with normal
crewmember flight deck conversation, but still ensure reception of relevant
communications.
When Company frequency has no SELCAL, flight crewmember should maintain
listening watch on ground, as long as cockpit duties are not hampered.
c. Restriction of activities to essential operational matters during critical

phase of the flight.
At altitudes below 10.000 feet above terrain, all flight crewmembers shall
concentrate on the required duties for the safe operations of the aircraft; refrain
from non-essential activities such as eating meals, no unnecessary conversation
between flight crewmembers as well as between flight crewmember and flight
attendant.
01 Oct 2016 Page 8

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The flight crewmember shall not allow, and the flight attendants shall not
endeavor to distract pilot’s intentions in performing their duties during that
period of time unless for safety related matter only.
Duties such as company required calls made for such non-safety related
purposes as ordering galley supplies and conforming passenger connections,
announcements made to passengers promoting the air carrier or pointing out
sights of interest, and filling out company payroll and related records are not
required for the safe operation of the aircraft.
11.1.12 ADMISSION TO FLIGHT DECK

To ensure the security of the flight deck, unauthorized persons shall not be allowed
to enter the flight deck.
Flight attendant also be vigilant and observe the surroundings carefully before asking
permission to enter the cockpit. The crewmember shall strictly follow the guidance in
the OM-B2 Chapter 2.3.
The procedural means by which the crewmember:
 Prevents access to the flight deck by unauthorized personnel;
 Identifies authorized personnel requesting entry into the flight deck;
 Monitors the area outside the flight deck door prior to permitting authorized
personnel access to or egress from the flight deck.
O P Y 4 9
The following documents are issued by the company C
D except crewmember
Edeck, or DGCA that must 1
be 4
.0on duty or
carried
by personnel who intend to enter theL L g / 5
an O
flight
DGCA air carrier inspector,T
N orR
g g a n of the director, who is
authorized representative
performing officialC O presents hisSvalid
duties,
i t n
aidentification credentials to the PIC of an
aircraft. UN a 5
a. Issue of Flighta F l o r - 0 1 - 2
l y n 2 0 1
eFlight Deck Admission document 7
Deck Admission Document:
Ro sCockpit Authorization

Authority
VP Flight Operations; or
 Request for Access to Aircraft DGCA
b. PIC Verifications
 The PIC has final authority to allow an admission in consideration of safety
(e.g. critical flight phase.)
 The PIC is responsible to supervise behaviors of personnel who are admitted
to the cockpit.
c. Procedures
 The PIC must verify the identification and flight deck admission documents.
 The PIC must be notified of the fact that personnel are being admitted to the
cockpit.
 The PIC brief according to OM-A Chapter 11.1.13 below.
d. Personnel Who Might be Issued Cockpit Authorization and/or seated on the
Jump seat:
 The following lists are type of personnel who can be admitted to the cockpit
with a cockpit authorization unless flight crewmember or flight attendant on
duty:
01 Oct 2016 Page 9

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 Company employee carrying out official duties for the flight;

 A DGCA Air Carrier Inspector or an Authorized Representative of the
DGCA, who is performing official duties;
 Public officials or government designated officials besides DGCA
Inspector, carrying out official duties;
 Technical representative (engineers) from the aircraft manufacturer or
agent representative from other airline for safety matters;
 Flight Dispatcher, Air Traffic Controller or other airline pilot on a route
familiarization flight;
 Medical doctors checking crew member’s health;
 One who considered necessary by the company (e.g. DOD Auditor,
IOSA Auditor, Internal Safety Auditor etc.).
 The FOO familiarization flight and the required engineer on board shall
possess valid ticket for the flight and treated as passenger with seat
allocation in the passenger cabin.
 Passenger / Courtesy cockpit visit is only possible when the aircraft is on the
ground, engines are shut down and the PIC has given permission.
DGCA Inspector must be given free and uninterrupted access to the cockpit /
aircraft whenever conducting inspections:
 Inspections
C O PY 4 4 9
ED .0 1
DGCA Inspectors are entitled to review manuals and documents to be loaded
L 5
RO L g /
to aircraft, to include: Licenses and Medical certificates of all flight
n
N T
crewmember; AML/CML, Ship documents.
g g a
Flight N C O shall cooperate i t ton
a
U crewmember
 Ramp Inspections or a S their inspections.
- 2 5
F l
aall flightwithcrewmember 7 0 1
- Authority Inspector on or around
e l y n
When encountered
2 0 1
DGCA/Local Civil
R o s
the aircraft,
verifying positive identifications.
shall provide all possible means after
At least one flight crewmember or employee must accompany the exterior

inspection.
 Cockpit En-route Inspection
A PIC shall provide a jump seat to an inspector in order to carry out a cockpit
en-route inspection above any flight activity (e.g. flight training, check ride,
etc.).
DGCA Inspector will provide the following documents to be verified by PIC:

 DGCA Inspector ID and/or “Request for Access to Aircraft” issued by the
DGCA, or
 DGCA Inspector ID Card and/or Cockpit Authorization issued by company.
PIC rejection of DGCA Inspector to the cockpit must submit a report via VP Flight
Operations to be submitted to the DGCA within 7 days after the flight.
01 Oct 2016 Page 10

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11.1.13 OBSERVER SEAT / BRIEFING

When personnel must be seated in the cockpit for reason allowed according OM-A
Chapter 11.1.12 above, The PIC must brief such person on the following:
a. The need to remain silent during taxi, initial climb, approach, landing, and at any
other time the PIC require so;
b. The requirements to wear seat belt and shoulder harness, and how to quick
release them;
c. Location of the nearest emergency exit and how to operate them;
d. Location of the life vest and oxygen supply and how to use them;
e. The quick stowage of the jump seat;
f. The need to refrain the personnel from following behaviors:
 Distracting flight crew in-flight or interrupting flight operations;
 Manipulating with flight controls, switches, instruments or circuit breaker;
 Any other behavior that might interfere with the crew member performance of
duties that could jeopardize the safety and security;
g. Should there be any urgent situation/condition that endanger the safety of flight
(such as near collision, etc), inform pilot on duty in timely manner.
11.1.14 MANIPULATION OF CONTROLS
O PY 9
The PIC must not allow any person to manipulate the flight control of the aircraft in
C 4 4
operation, unless that person is:
L ED 5 .0 1
RO L g /
a. Garuda pilot who is qualified as pilot on that aircraft type.
n
O N T n g g a
b. Authorized pilot representing the DGCA, which is qualified as pilot on that aircraft
C i t a
type, and is conducting a flight operational check.
U N S
l o ra 1 - 2 5
c. A Pilot of another company, which is qualified as Pilot on that aircraft type and
a F - 0
having written authorization from the Director of Operations or his delegates.
n 1 7
l y 2 0
R ose
11.1.15 MAGNETIC MATERIALS
As a consequence of recycling process, metal cutlery will sometimes be permanently
magnetized. This is an inevitable phenomenon. When exposed in the vicinity,
magnetic and non-magnetic metal objects may be detrimental to Stand-by Compass
accuracy.
In case the Stand-by Compass is to be used as a heading reference it is, as a
precautionary measure, strongly advised to remove cutlery and other suspect metal
objects from the cockpit.
11.1.16 RESTRICTION ON THE USE OF AIRBORNE RADAR

The primary purpose of the airborne radar is to assist crews in identifying and
avoiding thunderstorm.
Airborne radar is not to be used for terrain avoidance. However, it may be utilized in
the terrain mapping mode to establish the relative position of the aircraft with respect
to large bodies of water, high terrain, and other dominant ground features.
When use on the ground, the power beam of the weather radar is capable of inflicting
damage by electrical induction within a considerable radius.
01 Oct 2016 Page 11

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Within a distance of approximately 300 meters it may light photographic flash bulbs
carried by passengers boarding an aircraft, or cause sparking between metallic
objects. The possible consequences of the latter on aircraft fueling need no
explanation.
The beam reflected to the radar unit itself, from a good reflecting surface within a
distance of approximately 500 meters, may seriously damage the equipment.
Therefore the following should be strictly adhered to:
 When on the platform, the weather radar may be switched to “STAND BY” only.
 During taxiing or the takeoff run the radar system may be switched to “ON” when:
 The antenna up-tilt is at least 2 degrees.
 A minimum separation of 200 meters from the other aircraft is maintained.
11.1.17 COCKPIT VOICE RECORDER (CVR) AND FLIGHT DATA RECORDER (FDR) CB
a. Cockpit Voice Recorder (CVR)
No flight crewmember is allowed to intentionally switch off CVR, unless required
to preserve CVR data after an accident or serious incident.
It is not permitted to disable or switched off a CVR, unless the PIC believes that
the recorded data should be preserved for an accident or serious incident
O PY 9
investigation---nor is it permitted to erase recorded data during or after flight in
C 4 4
ED
the event of an accident or serious incident.
L 5 .0 1
Pulling CVR CB Following ground L
ROCB pulled following
accident / serious g /
n incident/accident as
incident.
Flight-crew shall O N TCVR n g g a
U N C have the
S i t a ground
mentioned below:
F
 Overweight / Heavy l o raLanding; -01-25
l y
 Tail Strike a landing; 2017
nduring
/ Hard
 s
Ro e
High Speed Rejected Take Off;
 Runway / Taxiway excursion (Incursion);
 Tire Blown out / Failure due to brake overheat;
 Unscheduled stop due to airworthiness degradation (AOG);
 Any events incurring significant structural damage to the aircraft on the
ground (as caused by others not mentioned above, if any).
 Any other event that would require the CVR data for investigation
purposes (Landing due to: Flight-crew incapacitation, unlawful
interference, etc.)
Note:
The A 330 CVR cannot be switched off by the cockpit crew, since no CVR circuit
breaker is installed in the cockpit.
If a flight is terminated in an accident or serious incident and the electrical power
has been removed from the aircraft, it must be ensured that the CB of the CVR
is pulled and clipped by maintenance before electrical power is re-applied to the
aircraft in order to prevent inadvertent data erasure.
Ground maintenance will act as back up in the deactivation procedures, giving
thorough assessment on the aircraft condition prior to determining the next status
of release.
01 Oct 2016 Page 12

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b. Flight Data Recorder (FDR)

The flight crewmember is never allowed to intentionally switch off the Flight Data
Recorder (FDR) at any time.
11.1.18 USE OF PORTABLE ELECTRONIC DEVICES ON BOARD

Electronic equipment operating with an antenna may never be used by
crewmembers and passengers. Such equipment may interfere with communication
and navigation systems on the aircraft, for that reason it must be switched off
completely, except for smartphone and/or tablet device.
Smartphone and/or tablet device are allowed to be used in flight mode or airplane
mode only. The Wi-Fi function of the smartphone and/or tablet device may be used
as long as there is a Wi-Fi signal provided in the aircraft by PT Garuda Indonesia
(Persero) Tbk.
Other electronic equipment (see table) may be used unless electromagnetic
interference (EMI) is noted or suspected, however during taxiing, takeoff and landing
while the fasten seat belt sign is on, all equipment must be switched off and stowed
(if applicable).
In case of doubt, it remains SCD to prohibit the use of any electronic equipment at
C O PY
any time. Report any confirm EMI-case through an ASR, state model and serial
4 4
number of the device involved. Including all pertinent data related to aircraft or9
system behavior.
L ED 5 .0 1
RO L List of potentialn g /
Rules
N T
O Any equipment n g g a EMI source
DO NOT USENC
UOFF.
High risk
S a
equipment
i t
l ora
1 - 5 cellular phone (incl.
provided with an antenna.
2
And switch
n a F 1 7
embedded games, 0
It is NOT allowed to use personal
- calculator, etc.) on board.
seUSE l y Low 2
risk 0equipment
RDOoNOT
During taxi, take-off and
 Motor driven equipment (shaver, tools etc.)
 Portable music, video, computer equipment and
landing. To be switched off accessories, or similar battery powered or motor driven
when requested by crew. equipment.
 Smartphone, tablet device
Very low risk equipment
ALLOWED TO USE.  Calculator, games, clock, watch.
To be switched OFF when  Portable audio equipment (tape, CD, Mini disc)
requested by crew.  Medical equipment or similar battery powered
equipment.
11.1.19 RUNWAY INCURSION

The flight crewmember duties, responsibility, procedures and any other flight
crewmember actions necessary to prevent, or reduce the risk of runway incursion
occurring during taxi, takeoff and landing as follow:
 The use of all available resources (heading indicators, airport diagrams, airport
signs, markings lighting and air traffic control) to keep an aircraft on its assigned
flight and/or taxi route;
 Reference to the airport diagram and airport signage;
01 Oct 2016 Page 13

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 Taxi progress monitoring and/or verbal call-outs after taxiway passage;

 The development and/or discussion of a pre-taxi plan and taxi route briefing;
 The transcription of complex ATC taxi instructions;
 Methods for maintaining situational awareness at night and during times of
reduced visibility;
 Not stopping on a runway and, if possible, taxiing off an active runway and then
initiating communications with ATC to regain orientation;
 Visually clearing the final approach path prior to taxiing into the takeoff position
on the runway;
 Managing flight crewmember workload prior to takeoff and before landing;
 Procedures for deferring administrative tasks until non-critical phases of flight;
 Identifying checklist items that must be re-accomplished in the event of a runway
change;
 Maintaining a “Sterile Flight Deck;”
 The use of standard R/T phraseology;
 Clearance read-back and confirmation of changes;
 Monitoring clearances given to other aircraft;
 Obtaining directions or progressive taxi instructions when taxi route in doubt;
 Takeoff and landing runway verification and crosscheck;
 Takeoff and landing clearance verification;

C O PY
Questioning clearances when holding or lined up in position for takeoff on the
4 4 9
L 5 .0 1
runway, and takeoff clearance has not been received within a specified period of
ED

time;
RO L n g /

O N T n g g a
Use of aircraft of lighting during taxi, runway crossing, takeoff, and landing;
Appropriate transponder use at airports with ground surveillance radar;

U N C S i t a
l o ra 1 - 2 5
Appropriate use of TCAS when on the runway and holding in the takeoff position
 n a F 1 7 0
(e.g. center mode on Navigation Display to display traffic on final approach);
-
y 0
Delineation of potential incursion areas or points (i.e. hot spots) on airport
l 2
R

ose
diagrams;
Use of operator data collection programs to identify potential incursion areas in
other documentation available to the flight crew;
 The presence of Land and Hold Short Operations (LAHSO);
 A recommendation that checklists be suspended or delayed until the aircraft is
stopped;
 CAT II/III Surface Movement Guidance System (SMGS) procedures.
 Set the cockpit lights to dim, during taxi at night and/or low visibility taxi, to get a
better view of runway signs and runway markings.
Refer to OM-A Chapter 24 for details in use of lightings
Refer to OM-A Chapter 9.5.3 for Low visibility Procedure
11.1.20 RUNWAY EXCURSION

TBD
END OF 11.1
01 Oct 2016 Page 14

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11.2 COMMUNICATION
11.2 COMMUNICATION
Flight crewmember shall at all-time use the proper and standard ATC radio
phraseology, clearance read back, position reporting and the use of call sign. Detailed
instructions can be found in FRG or Jeppesen General Information.
Flight crewmember shall adhere to ATC communications regarding the acceptance of
ATC clearances and, when necessary, the clarification of such clearances to ensure
understanding of as a minimum:
a. At least two flight crewmembers to monitor and confirm clearances to ensure a
mutual (flight crewmembers) understanding of clearances accepted;
1) In areas of high terrain;
2) That includes heading, altitude/flight level, frequency, route/waypoint changes;
3) That includes instructions for holding short of a runway.
b. To clarify clearances with ATC whenever any flight crewmember is in doubt
regarding the clearance or instruction received.
c. To clarify the altitude clearance to ATC when there is call sign confusion prior to
clearance acceptance and read back;
Flight crewmember shall report the cleared flight level on first contact with ATC, unless
specifically requested not to do so by ATC, be familiar with the procedure use when
PY
flying in to CTAF, UNICOM, etc. and the use of pilot activated lighting on the non-
controlled en-route aerodrome.
C O 1 4 4 9
L L ED g / 5 .0
Clearance Read back
T Oback:
Rread g a n
C O N
Following clearance requires pilot
t a n g
N
 Taxi instructions S i
 RunwayU l o ra - 2 5
 SSR Code na
in use
F 7 - 0 1
l y
e and speed instructions 2 0 1
R
osheading
 Level,
Frequency changes
 Altimeter setting
 Airway and route clearance
 Type of radar service
 Transition level
 Clearance to enter RW, Landing on, Take off on, Backtrack, cross, hold short RW
01. COCKPIT / CABIN COMUNICATIONS AND COORDINATION

To facilitate communication and coordination between flight crewmember and flight
attendant vice versa, by using PA, service interphone or predetermined signals
have been agreed upon. The detail procedures are outlined in OM-B2 Chapter 2.3.
The basic principles for these signals are standardized to cover the following
subjects:
 Fasten seat belt and/or no smoking.
 Cabin readiness prior to first aircraft movement, takeoff and landing;
 Notification from flight deck when the flight is in the descend phase;
 Emergency.
01 Oct 2016 Page 1

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11.2 COMMUNICATION
02. USE OF PUBLIC ADDRESS SYSTEM

The PIC may use the PAS for announcement concerning operational matters, such
as:
 Reason for delay in case of delayed takeoff.
 Position, altitude and geographical particulars.
 Important deviation from the flight plan (diversion, return, route changes).
 Notification of technical (e.g. engine) malfunctions, if deemed necessary.
03. COMPOSITION OF CALL SIGNS

For normal schedule flights the radio-telephony (RTF) call sign shall consist of the
aircraft operation agency followed by the flight identification number,
e.g.: INDONESIA 892
In order to avoid the possibility of 2 aircraft flying in the same area at the same area
at the same time with identical RTF call signs, some additional rules are necessary.
 Extra flights
These are duplications of a schedule flights, operating the same route at
different times. In these cases ONE EXTRA DIGIT will be added to the flight
number to indicate an extra flight.
e.g.: INDONESIA 8921
C O PY 4 4 9
L ED 5
The extra digits used to indicate extra flights are: .0 1
RO L n g /
O N T n g g a
1, 3 or 5 placed as the 4th digit.
N C
 Charter flights
U flights will belo S i t a
Charter ra also by using
indicated
1 - 2
numeric50 (zero), 6 or 9 on the 4th
digit
n F
a e.g.: INDONESIA 1 7 - 0
se l y 2 0
R oOther
1806
Unscheduled Flights
This category comprises instruction-, test-, ferry-, delivery- and positioning
flights and all other unscheduled flights. For these flights the aircraft registration
letters as RTF call sign.
e.g.: INDONESIA PK-GIA
Flights using registration letters in their call sign may abbreviate this call sign
in subsequent contact with the ground station, e.g.:
INDONESIA PK-GIA : for initial contact, and
INDONESIA IA : on subsequent contacts.
 ATC
It is not permitted to use a call sign different from the one filed on the ATC flight
plan.
01 Oct 2016 Page 2

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11.2 COMMUNICATION
04. LISTENING WATCH AND SELCAL WATCH

 During flight the flight crewmember shall operate and maintain continuous
listening watch on radio frequency of the appropriate ATC unit, monitoring
guard frequency 121.50 MHz and the appropriate common frequency used for
in-flight communication in designated airspace without ATC coverage, e.g. In-
Flight Broadcast Procedures (Transmitting Blind). If required by applicable
authorities, in areas or over routes where the possibility of military intercept or
other hazardous situations exist.
The aircraft station shall not cease listening watch, except for safety reason,
without informing the controlling radio station.
 SEL-CAL or a similar automatic signaling device normally satisfies the
requirements to maintain listening watch. Where, on the basis or regional air
navigation agreements this is not the case, aircraft will also need to maintain
an aural guard.
 Within geographical Europe and in other areas so indicated in the
communication instructions, sel-cal watch shall be kept for reason of movement
control.
05. IN-FLIGHT REPORTING

The time and level of passing by a designated or otherwise specified reporting point
C O PY 4 4 9
shall be reported by radio as soon as possible to the appropriate ATC unit, together
EDreports shall 1
.0at intervals
with any other required information, unless exempted to do so by ATC.
Lposition 5made
In the absence of such reportingO L
Runit concerned. ggan
points, g /
be
specified by the State N T
or ATC
ElementU of N COReport: Sitan 5
 Call sign
Position
F l o ra - 0 1 - 2
 Positionl y n a 2 0 1 7
se(UTC)
R oTime
Flight Level
 Next Position and Time, and
 Position afterward (compulsory reporting point / FIR / point of airway change)
When it is necessary to suspend communication for meteorological reasons (e.g.
thunderstorms), or for radio repair, the aircraft station shall, if possible, inform the
control station specifying the estimated time at which communication is expected
to be resumed. If this time cannot be realized, a new estimate, shall, if possible be
transmitted at or near the time first specified.
When re-establishment of radio contact is possible, the control station shall be so
informed. Under normal circumstances the aircraft station may use any relay
means available to transmit messages to an air/ground control radio station or any
other aeronautical station.
01 Oct 2016 Page 3

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11.2 COMMUNICATION
06. USE OF COMPANY CHANNEL

Three company communication systems are used: VHF, HF and, as applicable
ACARS airborne data-link.
These company channels are meant to be used for any operations purposes such
as safety aspects or prevent any/further delay by giving earlier information by using
voice Radio or ACARS whichever available.
At convenient time, Pilot should give Dep. Message (Airborne Time and ETA) via
company channels.
In a condition where ATD on time but ATA is late, the Pilot shall report via any
available mean to the Departure/Destination Ramp Dispatcher or flight following
and give the reason of delay, as well as write it down in the AFL (Aircraft Flight
Log).
a. VHF Communication
 JKT : 131.90 Mhz (GA); 131.95 Mhz (Gapura ground handling)
 Domestic : 131.95 Mhz (Gapura ground handling)
 International : Due to different ground handling agents, see OM-C for
frequencies in used at specific stations
All communication on this channel in principle is initiated by the aircraft. First
C O PY
contact should be made when coming within VHF range of the company ground
4 4 9
ED .0 1
station. After the aircraft has delivered his message, the staff at ground station
L 5
L
may require transferring the message / information.
O will consistga g /
T Rstations of n
O N
Call signs of the ground
n g the company abbreviation
followed byC
UNwhile on take-off a S ita
the name of the station. Company ground station may not contact
5
an aircraft
F l o r or approach.
- 0 1 - 2
l y n a 2 0 1 7
Rose
b. HF Communication
JKT (Call sign: Garuda Operations)
a. Available frequency: 21970 KHz; 23300 KHz; 8996 KHz; 13384 KHz;
or 17435 KHz;
b. Preferable: at night, use of lower frequency usually is better reception
and transmissions, and
In the day light, use of higher frequency usually is better reception and
transmissions.
 Stockholm Radio:
The Stockholm Radio is providing following services:
a. Phone Patch;
b. Message Relay via SITA, AFTN, Fax or Phone;
c. Meteorological Information: METAR and TAFS for most stations;
d. Medical Advice: In cooperation with major hospitals, or call via Garuda
Operations.
Company airplane can use Stockholm radio whenever direct
communication with Garuda Operations in CGK is impaired or interrupted.
PIC shall monitor the active Stockholm radio frequencies when flying at or
suspected outside company communication coverage.
01 Oct 2016 Page 4

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11.2 COMMUNICATION
Airplane to Garuda Operations.

Contact with the Stockholm radio center on the following frequencies and
describe the message to be relayed either via Message Relay or Phone
Patch.
 Garuda Operations phone number for Phone Patch: 62 21 550 7229,
550 1771 ext 2570.
 Garuda Operations SITA address: JKTEOGA copy JKTOMGA
 Garuda Operations Fax number : 62 21 5502152
Fill the form provided for in the navigation bag and handed over upon arrival
CGK together with flight documents.
Stockholm radio monitored frequencies:
 3494 Khz : 22:00 – 02:00 UTC
 5541, 8930, 11345, 13342, 17916 Khz : H24
 23210 Khz : 02:00 – 22:00 UTC
Office to Airplane
Establish communication to Stockholm:
 Phone : +46 8 601 79 10
 Fax : +46 8 601 79 69
 AFTN : ESKRYFYX
C O PY 4 4 9
 SITA : STOOOYF, STOXGNW
L E D 5 .0 1
RO L g /
n and provide airplane
flight number, N
O T
Request communication
n g g a
with the regarding airplane
U N C registration,
S i t a
selcal code and the office phone number to
operator.
l o ra 1 - 2 5
Example:
n F
a : Garuda 2017- 0
l y
R ose
Airplane
Call-sign : GA 970
Registration : PK-GSG
Sel-cal : BC-RT
Office ph nr : 62 21 550 1543 (Chief pilot B 747)
c. Air To Air Communications

 Interpilot Frequency
Flight over remote or oceanic areas out of range of VHF ground stations
may establish on ICAO air-to-air frequency VHF 123.45 MHz for the
exchange of necessary operational information and to facilitate the
resolution of operational problems.
 TIBA
Communication difficulties may substantially affect ATS. Sources of
difficulty could be inadequate inter center ground communications or areas
where ATS performance is considered not adequate. This may result in a
lack of flight plan and/or flight progress information to the ATS center
concerned.
01 Oct 2016 Page 5

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11.2 COMMUNICATION
Flight crewmembers may also experience dificulties in establishing contact

with ATS ground stations.
Incase of ATS deficiencies alternaternative provisions should be inforce.
The purpose of this provision is detection by the Pilot of the risk of a conflicting
traffic situation.
Currently alternative provision used is TIBA, the ICAO procedure for Traffic
Information Broadcasts by Aircraft, which is a mandatory procedure,
promulgated via NOTAM by State Authority.
TIBA procedures are intended to permit reports and relevant supplementary
information of Pilots of other aircraft in the vicinity. (eg. in Australia FIR/UIR
frequency to be used at or above FL 200, 128.95MHz; and below FL 200,
Class G airspace other than oceanic areas is FIA frequency otherwise
126.35MHz). Further detailed procedures see ROM or Jeppesen General
information.
 Inter Company Aircraft
To exchange of necessary operational information related to company
matters etc., use Garuda Company HF frequency as outlined in ROM.
PY
d. ACARS
C O 4
Using Voice or Data message down-link and up-link for operational purposes
1 4 9
L ED 5 .0
such as Weather, NOTAM and Aeronautical information should be used. Refer
L g /
R O
to relevant FCOM/AOM of aircraft type.
T g a nduring flight, should there
N g
n either AML or CML related, PIC
NCOmessage t arepair
To prevent or anticipating delay for the next schedule,
any U S i
ra primary, if-not -25maybe via radio. In the
maintenance requiring
F
must make report via l o
ACARS
0 1
available
e l y na
case of CML
0
related FA-1 must report
2 1 7to PIC as soon as possible.
Ros
07. DISTRESS COMMUNICATION
An aircraft is in distress condition, when it is threatened by serious and/or imminent
danger and requires immediate assistance. The RTF distress signal is the word
“MAYDAY”, spoken three times on the air/ground frequency in use.
Other ways of indicating a distress condition are:
 The activation of the appropriate SSR mode and code, i.e. mode A or B and
code 7700;
 Transmitting the distress message on the emergency frequency 121.50 MHZ.
Circumstances and time permitting the following information should be given in the
distress message:
 name of station addressed
 identification of the aircraft
 nature of distress condition
 intentions of person in command
 Present position, level and heading.
01 Oct 2016 Page 6

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11.2 COMMUNICATION
Distress communications have absolute priority over all other radio traffic; other
stations shall not transmit on the frequency concerned until the distress
communication is ended or transferred to another frequency, unless a station has
to render assistance.
As soon as the distress condition is ended, the aircraft or the controlling station
shall cancel the distress phase.
08. URGENCY COMMUNICATION

This type of communication concerns the safety of an aircraft or other vehicle, or
of a person on board or in sight, not requiring immediate assistance.
The RTF urgency signal is the word PAN-PAN, preferably spoken three times on
the air/ground frequency in use. The following information should be given in the
urgency message:
a. Name of station addressed;
b. Identification of the aircraft;
c. Nature of urgency condition;
d. Present position, level and heading; and
e. Any other useful information.
09. COMMUNICATION FAILURE

C O PY 4 4 9
L ED 5 .0 1
RO L n g /
If radio failure precludes, the airplane shall comply with standard and local radio
O N T n g g a
communication failure procedures described herein or in ROM.
 Squawk 7600;
U N C S i t a
l o ra 1 - 5
 Listen out on the ATIS and/or voice modulated nav-aids;
2
n a F 1 7 0
 Transmit intension and make normal position reports (prefix calls with
-
l y 0
“TRANSMITTING BLIND”)
2
ose
 Comply with vertical navigation but not below minimum safe altitude.
RThe airplane, when forming part of the aerodrome traffic at a controlled aerodrome
shall keep a watch for such instructions as may be issued by visual signals.
a. Complete Radio Failure

 If in Visual Meteorological Conditions (VMC):  Squawk 7600.
 Continue to fly in visual meteorological conditions;
 Land at the nearest suitable aerodrome;
 Report its arrival by the most expeditious means to the appropriate ATC
unit.
 If in Instrument Meteorological Conditions (IMC); or when weather
conditions are such that it does not appear feasible to complete the flight in
accordance with appropriate procedure;  Squawk 7600.
 Proceed according to the current flight plan to the appropriate
designated navigation aid serving destination aerodrome and when
required to ensure compliance with next following paragraph, hold over
this aid until commencement of descent.
 Commence descent from the navigation aid specified in flight plan or as
close as possible to, the expected approach time last received and
01 Oct 2016 Page 7

▲
11.2 COMMUNICATION
acknowledged; or, if no expected approach time has been received and

acknowledged, at or as close as possible to the estimated time of arrival
resulting from the current flight plan.
 Complete applicable STAR followed by a normal instrument approach
procedure as specified for the designated navigational aid; and land, if
possible within 30 minutes after the estimated time of arrival specified
or the last acknowledged expected approach time, whichever is later.
If the clearance for the levels covers only part of the route, the aircraft is
expected to maintain the last assigned and acknowledged cruising level(s)
to point(s) specified in the clearance level(s) in the current flight plan.
The provision of air traffic control service to other flights operating in the
airspace concerned will be based on the assumption that an aircraft
experiencing radio failure will comply with the above name rules.
b. Receiver Failure
When two-way communication is not possible due to receiver failure at the
aircraft station, reports shall be transmitted preceded by the phrase
“transmitting blind due to receiver failure”, at the scheduled positions or times,
and on the frequency in use. After blind transmitting of a report, the complete
message shall be repeated, and the time of next intended transmission shall
be advised.
C O PY 4 4 9
L E 1
D are specified/ in5.the0Jeppesen,
R O L
State variations to the ICAO Basic Procedure
a n g
O N T
section EMERGENCY, or in ROM.
n g g
C
UNPYROTECHNICS S i t a
10. LIGHT AND
l o r a 1 - 2
SIGNALS AT AIRFIELDS 5
n F
a APPROACH2AND 1 7 - 0
l y 0
Rose LIGHT Instructions from aerodromeMEANING
DURING HOLDING, LANDING
control
steady green cleared to land

steady red give way to other aircraft and continue circling
series of green flashes return for landing*
series of red flashes aerodrome unsafe, do not land
series of white flashes land at this aerodrome and proceed to apron*
notwithstanding any previous instructions
red pyrotechnic
do not land for the time being.
Clearance to land and to taxi will be given in due course.
Acknowledged by aircraft
During the hours of daylight During the hours of darkness
By rocking the aircraft’s wings. By flashing on and off twice the aircraft’s
Landing lights, or if not so equipped, by
switching on and off twice its navigation lights.
Note *: This signal should not be expected on the base and final legs of the
approach.
01 Oct 2016 Page 8

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11.2 COMMUNICATION
DURING GROUND OPERATION

Instructions from aerodrome control
LIGHT MEANING
steady green cleared for take-off
steady red stop
series of green flashes Cleared to taxi
series of red flashes taxi clear of landing area in use
series of white flashes Returning to starting point on the aerodrome.
Acknowledged by aircraft
During the hours of daylight During the hours of darkness
By moving the aircraft’s aileron landing By flashing on and off twice the aircraft’s
or rudder lights, or if not so equipped, by switching on
and off twice its navigation lights
11. SIGNALS TO BE USED FOR SEARCH AND RESCUE

a. General
C O PY 4 4 9
Rescue is largely dependent on the effort and ingenuity in surviving until the
ED .0 1
rescuers have arrived. There are various ways of attracting the attention of the
L 5
L g /
search parties. If local circumstances make other signals more effective, do not
RO n
O N T n g g a
fail to use them. All available signaling devices shall be put to readiness
U N C
immediately after landing.
S i t a
Radio
l o r a 1 - 2 5
n
Try to get a fix F
aserviceable. 1 7 0
- the airplane radio equipment if the
land transmit position using
s e l y 0
2 beacon. For
R oradio is still
transmissions. Use radio
However,
survival
do not waste the battery on long
better radar detection erect to
correct reflector if available.
Smoke
Fire and smoke make good signals. Have fires ready to light when search
aircraft are heard or sighted. Put some fires going all the time. Use smoke by
day, bright flame by night. Engine oil, rags soaked in oil, pieces of rubber or
insulation material produce black smoke, green leaves, or a little water produce
white smoke.
Flares
Keep available flares dry and ready for use.
Mirrors
Mirror and bright pieces or metal make good signal that can be seen for many
miles.
01 Oct 2016 Page 9

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11.2 COMMUNICATION
b. Ground/Air Visual Signal Code

Ground/air signals have been internationally agreed upon and may serve as a
means of contact between the ground and rescue planes when no radio contact
is available (see OM-A Chapter 26.5.5).
As far as possible, the following instructions shall be adhered to:
 forms symbols by any available means :
Note: Some of the methods usually available are: using strips of fabric,
parachute material, pieces of wood, stones or such like material; marking
the surface by tramping or staining with oil, etc.
 make symbols not less than 2.5 meters (8 feet);
 take care to layout symbols as depicted to avoid confusion with other
symbols;
 provide as much color contrast as possible between material and the
background;
 Make every effort to attract attention by other means such as radio, flares,
smoke or reflected light.
c. Code For Use By Ground Search Parties

Air/ground signals
C O PY 4 4 9
When it is necessary for an aircraft to convey information to survivors or to
ED .0 1
ground search parties, and two-way radio communication is not available, it
L 5
RO L g /
shall, if practicable convey the information by dropping a message or by
n
O N T n g g a
dropping communication equipment that would enable direct contact to be
N C
established.
S i t a
Ua ground signallohasrabeen displayed and1is-2
When 5 the aircraft shall
understood,
acknowledgea
n F
the signal by the means 7
1 0
- above or, if that is not possible,
described
s e l y 0
2 lights during
R oby rocking
twice the
the wings
landing
of
lights
the
or
aircraft
navigation
during daylight or by flashing on and off
darkness.
When a ground signal has been displayed and is not understood, the survivors
or ground search party shall be so informed by a direct message except that, if
that course is not practicable, failure to rock the wings will indicate that the
message is not understood.
Sea markers
At sea use the sea marker only at daytime and only when aircraft are being
heard or sighted.
12. COMMUNICATION FLIGHT CREWMEMBER / GROUND ENGINEER

a. Departure
After exterior inspection and all maintenance work performed, all passenger
and cargo doors are closed, and pilot is ready to push-back and / or start
engines. The ground engineer will perform a final walk around check to assure
there is no damage or obstacle that may affect aircraft’s safety (see Note
below), and then report to cockpit via interphone according to procedures
below:
01 Oct 2016 Page 10

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11.2 COMMUNICATION
Ground engineer : GROUND TO COCKPIT

Pilot : COCKPIT TO GROUND
Ground engineer : ALL DOORS CLOSED AND LOCKED AND FINAL
WALK AROUND CHECK COMPLETED
Pilot : CHECKED
(If Ground Engineer does not report Final Walk
around Checked Completed, Pilot shall verify that
Final Walk around was performed)
Note:
The exterior inspection shall focus on safety-critical areas of the aircraft and, as
a minimum, ensure:
1) Pitot and static ports are not damaged or obstructed;
2) Flight controls are not locked or disabled ( as applicable, depending on
aircraft type);
3) Frost, snow or ice is not present on critical surfaces;
4) Aircraft structure or structural components are not damaged.
After receiving push back clearance from ATC:

C O PY 4 4 9
Pilot
L ED 5 .0 1
: CLEARED PUSH BACK, TAXYWAY …., HEADING ….
RO L n g /
Ground engineer : CLEARED PUSH BACK, TAXYWAY …., HEADING ….,
O N T RELEASE BRAKES
n g g a
Pilot
U N C i t a
: BRAKES RELEASED. (PIC informs the push back time to
S
l o ra
Ground engineer).
1 - 2 5
n F
a back are required:
1 7 - 0
l y
If standard
se
push
2 0
Ro
Pilot : CLEARED FOR STANDARD PUSH BACK
Ground engineer : CLEARED FOR STANDARD PUSH BACK, RELEASE
BRAKES
Pilot : BRAKES RELEASED. (PIC informs the push back time to
Ground engineer).
Pilot ready to start engines:

Pilot : READY TO START ENGINE ….
Ground engineer : CLEAR TO START ENGINE ….
Pilot : START ENGINE NUMBER ….
Ground engineer : GROUND CLEAR TO START ENGINE NUMBER ….
Ground engineer : N1 ROTATION
Pilot : CHECKED
01 Oct 2016 Page 11

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11.2 COMMUNICATION
When push back completed:

Ground engineer : PUSH BACK COMPLETED, SET PARKING BRAKES
Pilot : PARKING BRAKE SET
When all engines are started:

Pilot : START COMPLETED, REMOVE GROUND
EQUIPMENT. (PIC informs the Block Off time to Ground
Engineer)’
Ground engineer : GROUND EQUIPMENT REMOVE, SIGNAL FROM
THE…. (L/R)
Re-establishment of Interphone Communication
When initiated from the ground:

 Day : wave the headset
 Night : wave the headset illuminated by a flashlight
Pilot will acknowledge the request by flashing landing - or taxi lights. Following
this acknowledgement, the aircraft shall remain stationary until an “all clear
“signal is given.
When initiated by the cockpit crew:

C O PY 4 4 9
L 5 .0 1
Flash the landing - or taxi lights three or more times. The ground engineer
ED
RO L n g /
acknowledges the request by waving his headset (at night illuminated by
the cockpit.
O N T n g g a
flashlight) and approaches the aircraft from the front in order to be visible from
U N C S i t a
l o r a 1 - 2 5
b. Arrival
n a F 1 7 - 0
l y 0
2 wheel chocks at nose and main gears. He
seground engineer will position
RoThe
then contact the cockpit crew, than announce “CHOCK IN PLACE” and
inquiries if any technical problem requires his immediate action.
At some stations, a visual `chock in place` signal are given by marshaller.
Note:
- At Schippol airport, the towing truck driver also needs clearance from
Ground Control via `Platformverkeersdienst NVLS`
- At Sydney and Melbourne airport, the towing truck driver needs clearance
from Ground Air Traffic Control.
END OF 11.2
01 Oct 2016 Page 12

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11.3 START UP AND TAKEOFF

11.3.1 PUSH BACK / PULL OUT PROCEDURE
a. General
During push back and / or pull out, pilot shall maintain contact with the Ground
Engineer, whilst the copilot does the communication with the ATC.
b. Push Back
At stations where nose-in parking is used, push back will be necessary.
While push back with running engine is allowed, normal start-up clearance must
be obtained first and engine has been started before pushing back executed.
Starting engine during push back is allowed, provided push back car and condition
permit so. Ground Engineer must be consulted.
When ATC requires an immediate stop during push back, pilot must inform ground
engineer at once, and not to touch the brakes until instructed by the ground
engineer.
c. Pull Out
Because of possible damage to building and or vehicles by application of break-
away power at gate, some airports require that aircraft are pulled out of the gate.
C O PY 4 4 9
For these case, the same procedure applies as for push back, only read `pull out`
where push back is mentioned.
L ED 5 .0 1
RisO L
not recommended. n g /
O N T
Starting engine during pull out
n g g a
Note: C
UNcockpit-ground a S ita procedure,5see OM-A Ch 11.2-12.
For standard
F l o rcommunication
- 0 1 -2
e l y na 2 0 1 7
s BEFORE, DURING AND AFTER TAKE-OFF
RoDUTIES
11.3.2 CREW
a. General
During preflight check/cockpit preparation, FMC data entries related to aircraft
performance such as forecast wind/ temperature shall be entered by flight
crewmember on each way point or as appropriate refer to FCOM/AOM in
accordance with data from current flight plan, as well as forecast cruise wind, climb
and descent as applicable, into CDU. It shall be updated during flight if there is
significant change in wind direction and/or speed.
During taxi and during the climb phase of a flight at altitudes below 10 000 feet
above terrain, all flight crewmembers shall concentrate on cockpit procedures,
cockpit monitoring and look out, and refrain from non-essential matters (see Sterile
cockpit on OM-A Chapter 11.1.11)
b. Before Takeoff
The PIC must give a concise briefing to the copilot covering the major actions to
be taken if a malfunction should occur during takeoff. The PIC may delegate this
briefing to the copilot, if the latter execute the takeoff. Delegating this authority will
in no way diminished the PIC’s responsibilities and duties (see OM-A Ch 11.1.2)
01 Oct 2016 Page 1

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c. During Takeoff
Conversations shall be limited to the required commands and calls as specified in
the FCOM/AOM. In case of malfunctioning which may affect the takeoff, the PIC
will decide upon the action to be taken and given the appropriate command when
required.
To ensure best verbal communication between flight crewmembers, those wearing
headphones will keep one ear free during takeoff.
d. Rejected Takeoff
Takeoff malfunction requires utmost cooperation of all flight crewmembers and
sounds and quick decision by the PIC. To be properly prepared for such situations,
the takeoff briefing is mandatory.
The decision to reject the takeoff determined by several factors:
 Kind of failure
 The actual speed at time of failure
 Runway length/surface condition
 Meteorological condition.
In order to be able to reach adequate, quick and correct decision, the PIC should
make a mental review of the takeoff parameters prior to starting the takeoff.
The following basic policy applies:

C O PY 4 4 9
L ED 5 .0 1
1) Low speed RTO:
RO L n g /
O N T n g g a
The total energy that must be dissipated during an RTO proportional to the
If anU N C
square of the airplane velocity.
S i t a
o
engine failure occurs
l raat low - 2 5yawFormaythisbereason,
speed, the resultant
1 significant,
a F
leading to rapid displacement
n 7 - 0
from the runway
1 centerline. it is
s e
essentialy
lhas been set.
that the Captain
20
keeps his hand on the thrust levers once takeoff
R othrust
Directional control is achieved by immediately closing the thrust levers and
using maximum rudder and braking. If necessary, the nose wheel tiller/steering
should be used to avoid runway departure.
Low speeds is defined or specified on each associated aircraft type (ref related
FCOM/AOM). The airplane should be stopped if an event occurs that would be
considered undesirable for continued takeoff roll or flight.
Examples include Master Caution, unusual vibrations or tire failure.
Precautions:
 When closing thrust lever prior to auto throttle-hold feature, the auto throttle
will move again forward. Be ready to turn it off manually.
 When rejecting the takeoff prior to “RTO auto brake” activation speed, no
braking will be available. Be ready to take manual braking.
 Although reverse thrust sounds not effective at low speed and excluded in
the ASD demonstration, the use of reverse thrust can help minimizing gear
skid on wet/slippery runway compared with manual braking alone.
01 Oct 2016 Page 2

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2) High Speed RTO:

As the air speed approaches V1 during a balanced field length takeoff, the effort
required to stop can approach the airplane maximum stopping capability.
Therefore, the decision to stop must be made before V1.
Historically, rejecting a takeoff near V1 has often resulted in the airplane
stopping beyond the end of the runway. Common causes include initiating the
RTO after V1 and failure to use maximum stopping capability (improper
procedures/techniques).
Precaution:
 All automatic features are functioning, however notwithstanding the use of
a time delay before taking the decision to reject and the fact that reverse
thrust is excluded for ASD demonstrations, it may be assumed that a
rejection of a take-off on a marginal runway, from high speed close to V1,
in particular when the runway is wet, can be extremely hazardous.
 Serious failure/malfunctions such as engine failure/fire, aircraft fire,
structural damage and flight control problem BEFORE V1: REJECT THE
TAKE OFF.
 Minor malfunctions may justify a continued takeoff especially in marginal
conditions and speed close to V1.
O PY
No action shall be attempted to rectify a fault during takeoff run.
C 4 4 9
L EinDconcise 5 1
.0shall call out
To provide best support to the Pilot
RO L Flying,
/
the Pilot Monitoring
n g
any detected malfunction during
N T takeoff
OTakeoff is required, g g a and clear term.
nuse of the command word “STOP”,
When Rejected
U N C S i t a
the
“REJECT” or the
l o r a
advisory word “FAILURE”
1 2 5
(as specified
- in related aircraft
a F
type), by any crewmember shall be
- 0
confined
7 to circumstances where a very
e l
positive
s ylossn of thrust occurs2or0where
1 aircraft condition clearly renders it un-
Roflyable.
The decision to reject the takeoff lies with the PIC except when the first officer
is flying and he observes a malfunction which renders the aircraft un-flyable
such as flight control malfunction. The PIC, however, remains responsible to
the best of his ability.
Following a RTO or emergency stop, the PIC shall make appropriate
announcement to warn FA and / or Passengers regarding the need to remain
seated or evacuate as depicted in OM-B2.
Detailed specifications for flight crewmember functions, actions and task
sharing are described in the relevant FCOM/AOM.
e. Engine Failure Before V1
When an engine fails before V1, the basic V1- concept provides protection to safely
reject a takeoff within the required runway length, provided that:
 The first action is initiated with failure recognition and at the latest at V1.
 The runway is dry;
 Full braking is applied.
01 Oct 2016 Page 3

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The use of reverse thrust additionally decelerates the aircraft, although this braking
means is not considered in the calculation of the stopping distance on a dry runway.
On a marginal wet runway and en engine fails near V1, the associated wet runway
performance corrections might not entirely compensate for the increased stopping
distance actually required. On the other hand, situations might arise where an
aircraft already above V1 would be exposed to greater risk during a continued take-
off than during a rejected take off, e.g. due to sudden deterioration on aircraft
performance.
f. Engine Failure After V1
 The flying pilot shall establish a safe climb-out, in order of following solutions:
 If published in RTOLW/Approach Chart, follow the engine failure climb out
procedure as it provides safe terrain clearance for the most critical case of
an engine failure immediately after V1 at maximum permissible Takeoff
weight. or,
 Follow normal SID or part of it as contained in the ATC clearance if terrain
clearance is not in doubt. or,
 Follow any route over known obstacle-free areas at PIC discretion.
 When engine re-light and continuing the flight is unsafe/operationally not
possible, make a landing at a suitable or even emergency aerodrome.
C O PY
 Notify and Inform ATC about the intention after experiencing an engine failure.
4 4 9
g. Engine Fire Warning
L ED 5 1
.0 way as an
O L
Rcrewmember g /
nthe emergency checklist
An engine fire during takeoff shall
O N
engine failure on takeoff. T
Flight
be handled
n g g
shall a
operationally
follow
in the same
N
appropriately.
U C S i t a
Whenever faulty systemlo
F rafire warning -system
or the
0 1 -of2an5engine is found inactive
e l y ntoa
after departure,
0 1 7 is at PIC’s discretion and PIC shall
continuation to destination
2
os
Roperation.
make an entry the AML that the aircraft requires rectification prior to further
However if faulty system or the fire warning system of an engine is found inactive
prior to departure the requirements of MEL would apply.
END OF 11.3
01 Oct 2016 Page 4

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11.4 CLIMB, CRUISE AND DESCENT

11.4.1 FLYING ALONG AIRWAYS AND ADVISORY ROUTE
It is Garuda Indonesia’s general policy, that all flights be executed along airways, air
routes, RNAV routes and advisory routes.
When this is not possible or when it entails excessive operational penalties, all factors
such as communications, air traffic services, navigation facilities, weather etc., must
be carefully considered before selecting a different routing (see Rules of the Air, OM-
A Chapter 24)
a. Navigation Aids Tuning and Identification
Prior to using the navigation aids on any stage of the flight, selection of the correct
beacon shall be identified visually and aurally.
b. Navigation Performance Monitoring
Flight crewmember shall at all-time ensure the correctness of the aircraft position
in accordance with published, and readily available at all time, navigation
charts/approach charts and the flight management system by:
 Correct present position during initial navigation alignment;
 Continuous monitoring of the airplane navigation performance;
 Verifying airplane position through updating procedures;
C O PY
 In the case of flying off track or flying on non ATS route (e.g. Direct to way
4 4 9
L 5 .0 1
point), the flight crew shall ensure the trajectory of the aircraft is comply with
ED
RO L n g /
rules and regulations such as considering minimum safe altitude (GRID MORA,
O N T n g g a
MSA), prohibited area, restricted area, or danger area, etc.
 The navigation accuracy shall be checked prior to approach and after
U N C S i t a
-25performance is described
prolonged flying.
F l o raon monitoring-navigation
0 1
nthea type Aircraft Operation
7Manual.
The technique and instructions
e l y
in details within
2 0 1
c. R os Flight Plans
Company
Company operational flight plans will be published for the official routes and
approved RNAV routes, as prescribed or approved by the aeronautical authorities.
d. Aircraft Performance
PIC shall ensure that all performance aspects are in compliance for all phases of
flight. Refer to related Performance Manual for detailed explanation of aircraft
performance.
e. Weather Monitoring
Flight crewmember shall monitor weather information whilst en-route, to include
the following:
 destination;
 destination alternate (if applicable);
 En-route alternate /ETOPS (if applicable).
f. Altitude / Flight Level Rules
Flying above FL250 within controlled airspace shall be executed at flight levels
prescribed by the aero-nautical altitude rules, and as shown in the Garuda
Indonesia documentation (See ACL A9 and ROM Chapter 3.6.1).
16 Jan 2017 Page 1

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Flights outside controlled airspace above FL250 shall be executed using the semi-
circular cruising level system.
g. Excessive Rate of Descend at Lower Altitude
 General
An aircraft descending and passing through 10,000 feet/FL100 is considered
to be in the lower altitude/height phase of flight, most particularly, when
approaching the Minimum Sector Altitude (MSA) and when the radio altimeter
becomes active at 2,500 feet height above terrain.
This is the phase of flight where situational/terrain awareness and crewmember
coordination plays a major role in the prevention of Controlled Flight into Terrain
(CFIT).
 Policy
Large altitude changes during descent sometimes result in excessive rates of
descent that can be a factor in CFIT. The rate of descent at lower
altitudes/heights should be restricted as follows:
 When passing through 10,000 feet/FL100 down to an altitude where the
flaps/slats are extended to the maneuvering configuration, the rate of
descent should not exceed 2,500 feet/min.
 With flaps/slats extended to the maneuvering configuration, rate of descent
should not exceed 1,500 feet/min.
C O PY 4 4 9
ED .0 1
 On the final approach phase of the flight, the stabilized approach limitation
L 5
RisO L n g /
of 1,000-feet/min. sink rate from OM-A Chapter 11.5.4-06 shall prevail.
O N T to g
required due g
n a
If a higher rate of descent
theC
factors, N
Uthe Pilot Monitoring S i t a altitude/ATC constraints or other
use of speed brakes
l o
may
1 - 2 5
be required and the Pilot Flying (PF) shall
ra(PM) of his intentions.
inform
n F
aaltitude/terrain2awareness
1 7 0
-along with crew coordination shall at
l y
e be exercised.
Situational and 0
Roallstimes
During approach, stabilized approach criteria shall be strictly complied with.
The normal rate of descent during approach should be less than 1000 feet per
minute.
11.4.2 AUTOPILOT AND AUTOTHROTTLE OPERATION

a. General
 To minimize cockpit workload and thus to increase the safety level, optimum
use of the autopilot and its sub-modes and auto throttle as far as per
FCOM/AOM permitted, is strongly recommended during the whole flight
regime.
 The autopilot should be regarded as the primary means of aircraft control
during turbulence penetration.
 The following general regulations apply when the autopilot is engaged:
 Below 2.500 feet above terrain, the pilot flying must have his thumb on
the disconnect button in order to be able to disconnect immediately in
case needed.
01 Oct 2016 Page 2

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
Be alert to detect a possible malfunction of the autopilot. At least one
cockpit crewmember must be in a position to take over manually at any
time and without delay.
 During changeover of pilots, a cockpit crewmember must be seated in the
pilot’s seatbelt fastened.
 The aircraft should be properly trimmed during autopilot operation. For
that purpose the trim indicators should be checked regularly.
b. Minimum Altitude
Unless specified in the approved FCOM/AOM;
 The minimum engagement of Autopilot (except in CWS Mode) is 500 feet
HAA whichever higher, during climb and cruise.
 The Autopilot might be engaged (except in CWS Mode) up to 50 feet HAT or
published MDA/DA/DH whichever higher for approach.
 And aircraft capability status, the Autopilot might not be engaged for
automatic landing.
 The Auto throttle might be engaged for takeoff, climb, cruise, descent,
approach and landing.
11.4.3 CONTINUATION OF A FLIGHT WITH N-1
O PY 9
After an engine failure or the rotation of an engine is stopped, condition permitting,
C 4 4
ED .0 1
contact must be established with the Company and to the appropriate ground radio
L 5
stations.
RO L n g /
O N T n g g a
N C
 Two Engine Aircraft
U an engine fails S i t a
Whenever
l o rora
1 - 2
the rotation of an engine5is stopped, to prevent
possible damage,a F
n the PIC shall land 1 7 0
- at the nearest suitable airport, in
the airplane
point ofe
s l y
time, 2 0
at which a safe landing can be made.
R o
 Three or more Engines Aircraft
If one engine fails (not more than one) or its rotation is stopped, the PIC may
proceed to an airport that he selects if, after considering the following, he decides
that proceeding to that airport is as safe as landing at the nearest suitable airport:
1. The nature of the malfunction and the possible mechanical difficulties that may
occur if flight is continued.
2. The altitude, weight, and usable fuel at the time of engine stoppage.
3. The weather conditions en-route and at possible landing points.
4. The air traffic congestion.
5. The kind of terrain.
6. His familiarity with the airport to be used.
However a suitable alternate airport located within 90 minutes flying time in still air at
normal cruising speed with N-1 should be available.
Although highly improbable, a second in-flight engine shutdown may have
consequences for obstacle clearance. If further deterioration of the aircraft’s technical
status becomes apparent, land at the nearest suitable airport.
16 Jan 2017 Page 3

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Other factors that may be considered for selection of a suitable airport:

When time and aircraft conditions permitting, other factors may be taken into account,
e.g.:
 Availability of spares engine or repair facilities.
 Passenger accommodation and through connection possibilities.
 Possibility of an N-1 ferry flight.
 Reporting
The Pilot in Command shall report each stoppage of engine rotation / engine failure in
flight to the appropriate ground radio station as soon as practicable and shall keep that
station fully informed of the progress of the flight.
If the pilot in command lands at an airport other than the nearest suitable airport, in
point of time, he shall (upon completing the trip) send a written report by means of Trip
Report and Air Safety Report (ASR), in duplicate, to JKTOFGA and JKTDVGA stating
his/her reasons for determining that his selection of an airport, other than the nearest
airport, was as safe a course of action as landing at the nearest suitable airport.
The CGKOFGA / JKTDVGA shall, within 10 days after the pilot returns to his/her home
C O PY
base, send a copy of this reports with his/her comments to the DGCA.
4 4 9
L ED 5 1
0 OF 11.4
.END
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
16 Jan 2017 Page 4

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11.5 APPROACH AND LANDING

11.5.1 FLIGHT CREWMEMBER COORDINATION
a. General
Thorough planning and good coordination is the key to a safe, efficient, unhurried
and professional approach.
The following chapter provides recommended general guideline for crew
coordination in executing instrument approaches (such as Precision Approach,
non-Precision Approach and circling approach) and Visual Approach, Go Around
and Missed Approach maneuver.
Detailed flight crewmember coordination and task sharing is outlined in the relevant
FCOM/AOM.
b. Flight Crewmember Coordination during Holding, Approach and Landing
During these phases of flight, both pilots must be seated at their assigned qualified
cockpit seats.
During the descent phase of the flight, at altitudes below approximately 10.000 feet
above terrain, and during taxi (as appropriate), all flight crewmembers shall
concentrate on cockpit procedures, and adhere to monitoring or lookout
PY
procedures. They shall refrain from any non-essential activities.
C O 1 4
To achieve safe approach it begin from good descent plans, careful review of the4 9
L L ED / 5 .0
holding (as applicable), approach and landing procedures, accurate flying and
g
T RO a n
good flight crewmember coordination between(among) flight crewmembers.
N g g
Flight techniques
N C Oprocedures toSbeitused
and a nshall be according to those prescribed
U
in the relevant FCOM/AOM
l o r a
and ROM.
1 - 2 5
Both pilots shall a F
nfamiliarize 1 7 0
- with the relevant data such as
themselves thoroughly
l y
descentealtitude
s 0
2procedures, runwayaircraft
restrictions, weather condition, serviceability, ground
o
Rlighting system, touchdown zone lights, runway center lineaids
facilities, holding and approach visual (e.g. approach
lights and runway
markings), noise sensitive areas for the runway to be used and missed approach
procedures.
The crewmember briefing (refer to OM-A Chapter 11.1.1 and FCOM/AOM section
Flight Techniques) should be completed well in advance of terminal area
penetration, preferably before starting descent, or at the latest, before handling the
– Before Landing Initial / approach - checklist, and shall be updated if changing
circumstances require so.
Both Pilots should review the approach procedure. All pertinent approach
information including minima and missed approach procedures should be reviewed
and alternate courses of action considered.
As a guide the approach briefing should include at least:
 Weather and NOTAM at destination/alternate as applicable;
 type of approach and the validity of the charts to be used;
 navigations and communications frequencies to be used;
 minimum safe/sector altitudes for that airport;
 approach procedure including courses and heading;
01 Oct 2016 Page 1

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 vertical profile including all minimum altitudes, crossing altitudes and approach
minimum;
 speed restrictions;
 determination of the MAP and the missed approach procedure;
 other related crew action such as tuning of radios, setting of course information,
or other special requirements; taxi routing to parking,
 any appropriate information related to a non-normal procedure; and
 management of AFDS.
If weather conditions or any circumstances are such that diversion becomes a real
or high possibility, the time of diversion as well as the selection of, and routing to,
the alternate shall be discussed.
Normally the Pilot Flying, programs and monitors the autopilot/flight director and
auto throttle, and gives necessary commands (e.g. checklist, gear down, flaps
etc.).
For operations into lower weather minima the crew coordination and procedures
are based upon the principles of the monitored approach. This means that
particular attention is paid to the distribution of cockpit duties/ task sharing.
FCOM/AOM procedures ensure that one pilot continues to monitor his/her
instruments down to and below decision height.
C O PY
On practice approach, or whenever part of an actual approach is flown in VMC, a
4 4 9
ED
regular lookout should form part of the scanning cycle.
L 5 .0 1
L
RtheofOthe
approach, keep look n g /
O N T
The Pilot Monitoring, monitors
n g g a out, executes the allocated
system operation on
U N C command
S i t a
Pilot Flying and confirms its execution, does
the radio communication
l o
and
r a
checks for visual reference.
1 - 2 5 of the pilot flying, and
F
a figures ready2when
The Pilot Monitoring shall
n 7 -
be fully familiar with
1 0the intentions
e y
shall havelfacts and 0 needed.
RTheosuse of facilities shall be planned beforehand, and on passing one facility, the
Pilot Monitoring shall inform the pilot flying and be ready to retune to the next facility
immediately.
11.5.2 INITIAL APPROACH

a. General
- Initial Approach: That part of an instrument approach procedure consisting of the
approach to the first navigational facility or to a predetermined fix associated with
the approach procedure.
- Initial Approach Area : An area of defined width (normally 10 NM) lying between
the last preceding navigational fix or dead reckoning position and either the facility
to be used for making an instrument approach or a point associated with such a
facility that is used for demarcating the terminating of the initial approach.
- When making an initial approach to a radio navigation facility under IFR, no person
may descend below the pertinent minimum altitude for initial approach (as specified
in the instrument approach procedure for that facility) until his arrival over that
facility has been definitely established.
01 Oct 2016 Page 2

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b. Initial Approach Obstacles Clearance

The initial approach shall not be made below a height of 1000 feet, above the
highest obstacle within the initial approach area. However, this altitude should not
be lower than the altitude at which the facility will be crossed on final approach and,
if a procedure turn is required, not lower than the procedure turn altitude.
c. Initial Approach Altitudes in IMC And Without Radar Vectors
Where no initial approach altitudes have been specified, the minimum sector
altitude(s) as shown on the approach charts are applicable. When cleared for
approach, follow the descend procedures as depicted on the approach chart.
Inform the controller when leaving and reaching the prescribed levels/altitudes.
d. Initial Approach Altitudes in IMC And With Radar Vectors
When positively identified by ATC radar within TMA (terminal control area), PIC
may accept clearances to altitudes below the applicable sector altitude or Minimum
Vectoring Altitude, provided the radar monitoring and communication watch are
continue. In the same circumstances takeoff clearances based on radar controlled
climb out may be accepted at PIC’s discretion.
In accepting these clearances, the PIC will exercises a full measure of discretion,
utilizing his knowledge of the terrain over which the clearance takes him, possible
consequences of radio or radar failure, his ability to maintain a clear picture of the
C O PY 4 4 9
situation using VOR, ADF facilities etc. and his experience with the possibly known
L Eand D no opportunity/ to5study

reputation of the installation and personnel involved.
1
.0 the chart,
L
ROand the flightgfalls
If there is any doubt about spot heights etc.,
a g
n on the known safety or
N T
the clearance should be refused,
O n g back
U N
minimum sector Caltitude.
S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
y
11.5.3 AUTOMATIC lAPPROACH
2 0
a. R oseRegulations
General
When conducting an automatic approach/landing, both pilots shall monitor
instruments and annunciators and be alert to take over immediately when
circumstances so dictate.
At or below 2500 feet AGL or when Radio Altimeter activated the pilot-flying must
have his one hand on the control column and the other hand on the throttle in order
to be able to take over the Auto Flight System timely.
All control actions must be followed with hands and feet on the controls by the pilot-
flying so that an autopilot disconnects will result in immediate resumption of manual
control.
b. Use Of Autopilot and Auto throttle
Conditions permitting, an auto-land is strongly recommended when weather
conditions are 500ft/2500 m or below.
See OM-A Chapter 11.1.7 Auto and Manual Flight.
Compare with the manual approach/landing technique, use of the autopilot / auto
throttle has the following advantages:
 Speeds and ILS beams can be flown with a higher accuracy.
01 Oct 2016 Page 3

▲
 Lower cockpit workload, permitting better monitoring.

 In marginal weather conditions a better decision making process is obtained.
Maximum use of autopilot and auto throttle is required for ILS approaches, provided
that:
 The performance of the relevant airborne and ground systems is satisfactory.
 The localizer can be intercepted at an adequate distance from the runway.
 No restrictions to autopilot use are indicated on the approach chart (see 03
below).
It should be realized that in weather conditions of CAT I or better a number of
factors may have some influence such as:
 Protection area not assured to be clear.
 Close sequencing of aircraft.
 Switch over time of ground aids.
 Quality of ILS signals.
These factors may influence performance of aircraft auto-land systems in a
negative way. Therefore it is essential that the Pilot flying is prepared to take
immediate action in case of a significant deviation from the desired flight path. If
necessary, make a (Auto) go-around.
c. Auto-land / Auto-Approach Restrictions
C O PY 4 4 9
L ED 5 .0 1
There may be various reasons to restrict the use of autopilot/auto throttle during
RO L n g /
approach and/ or landing for certain aircraft type or runways. In order to provide
O N T n g a
the necessary information, a note will be printed on the approach chart in the space
g
below the minima box.
U N C S i t a
In this note the abbreviation
l o r a
TCH (Threshold
- 2 5
Crossing Height) will be used when
F means
aparticular
applicable. This indication
n
threshold lofythat
-01of the ILS glide path over the
runway0is1in7adequate to provide sufficient wheel
that the height
ose for certain aircraft types.2

Rclearance
The indications to be used in the notes on the approach charts and their meaning
are as follows:
 No auto-approach
According to the local authorities the glide path below a certain height is not
suitable for autopilot coupled approaches and landing.
 No auto-land
Auto-land are not allowed in some aerodromes.
Possible reasons for this restriction could be:
 Low quality of ILS beam in last part of the approach.
 Irregularity sloping terrain approach area, making radio altimeter readings
unreliable.
 Off-set localizer.
 Local regulations.
No Auto-land B747
Auto-land not permitted for B747 aircraft due to an unfavorable combination of
glide path angle and up-slope condition of the touch down zone.
01 Oct 2016 Page 4

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No Auto-land (TCH)
 Auto-land is not permitted since an on-glide path threshold crossing height
would be below 43 feet.
 Minimum visibility for B747: 1200 meters
These minima are applicable in both auto and manual approaches.
Required action to ensure adequate wheel clearance at threshold is given in
the appropriate Flight Techniques (FCOM/AOM).
11.5.4 FINAL APPROACH AND LANDING

01. POTENTIAL HAZARD
Common sources of potential hazard on final approach and landing are heavy
precipitation.
Poor visibility, reduced windshield transparency and refraction error may give
wrong horizon reference (false horizon lies below actual).
This way, objects appear to be lower than they actually are, causing pilots deceived
to descend below glide path. Such dilution can create up to 5 degrees in error,
which means that at a distance of 1/2 NM the aircraft is off glide 200 feet.
C O PY 4 4 9
The danger is greatest when making visual contact after breaking out below clouds.
L ED 5 .0 1
It is therefore very important to monitor altimeters and whatever glide slope or
distance information is available.
RO L g /
n especially at night
N T
Drifting snow or the combination
g g
of rain or snow with
Oyaw-rate during n phase.acrosswind,
U N C
may cause incorrect
S i t a
de-crabbing
l o ra 1 - 2 5
n a F 1 7 - 0
l y 0
seapproach is conducted2on an IFR flight plan and authorizes a pilot to
02. VISUAL APPROACH
RA ovisual
proceed visually and clear of clouds to the airport.
The pilot must have either the airport insight and can maintain visual reference to
terrain with adequate margin or have the preceding identified aircraft insight.
This approach must be authorized and controlled by the appropriate air traffic
control facility.
Reported weather at the airport must have a ceiling at or above 1000 feet and
visibility 5 km or greater.
ATC may authorize this type of approach when it will be operationally beneficial.
Visual approaches are an IFR procedure conducted under IFR in VMC.
Visual approach is normally conducted on one of the following: Traffic pattern
(circuit pattern), down wind, base leg, straight in, circling approach.
01 Oct 2016 Page 5

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a. Operating to an Airport without Weather Reporting Service

ATC will advise the pilot when weather not available at the destination airport.
ATC may initiate a visual approach provided there is a reasonable assurance
that weather at the airport is a ceiling at or above 1000 feet and visibility 5 km
or greater (e.g. area weather reports, PIREPs, etc.)
b. Operating to an Airport with an Operating Control Tower
Aircraft may be authorized to conduct a visual approach to one runway while
other aircraft are conducting IFR or VFR approaches to another parallel,
intersecting, or converging runway.
When operating to airport with parallel runways separated by less than 2500
feet, the succeeding aircraft must report sighting the preceding aircraft unless
standard separation is being provided by ATC.
When operating to parallel runways separated by at least 2500 feet but less
than 4300 feet, controllers will clear/vector aircraft to the final at an angle not
greater than 30 degrees unless radar, vertical, or visual separation is provided
during the turn-on.
The purpose of the 30 degree intercept angle is to reduce the potential for
overshoots of the final and to preclude side-by-side operations with one or both
aircraft in a belly-up configuration during the turn-on.
C O PY 4 4 9
ED .0 1
Once the aircraft are established within 30 degrees of final, or on the final, these
L 5
L
operations may be conducted simultaneously.
ROare separated g /
N T g a byn4300 feet or more or
When the parallel
C
runways
O runways i t a g
innuse, ATC may authorized a visual
N
intersecting/converging
U after advising S are
rallaaircraft involvedbe that 5 aircraft are conducting
approach
operations to the F l o runway. This may-0 1 -2other
ATIS. lyn
a other
2 0 1 7 accomplished through use of the
s e
Rc.oSeparation Responsibilities
If the pilot has the airport in sight but cannot see the aircraft to be followed,
ATC may clear the aircraft for a visual approach; however, ATC retains both
separation and wake vortex separation responsibility.
When visually following a preceding aircraft, acceptance of the visual approach
clearance constitutes acceptance of pilot responsibility for maintaining a safe
approach interval and adequate wake turbulence separation.
d. Missed Approach
A visual approach is not an IAP and therefore has no missed approach
segment.
If a go-around is necessary for any reason, the aircraft should initially fly in the
direction of the active runway, climb to an altitude that will allow it to remain
clear of cloud, immediately inform ATC of the missed approach and request
instruction and further clearance.
An aircraft operating at controlled airports will be issued an appropriate
advisory/clearance/instruction by the tower.
01 Oct 2016 Page 6

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At uncontrolled airports, aircraft are expected to remain clear of clouds and

complete a landing as soon as possible.
If a landing cannot be accomplished, the aircraft is expected to remain clear of
clouds and contact ATC as soon as possible for further clearance.
Separation from IFR aircraft will be maintained under these circumstances.
e. Pilot Responsibilities
 Visual approaches reduce pilot/controller workload and expedite traffic by
shortening flight paths to the airport. It is the pilot’s responsibility to advise
ATC as soon as possible if a visual approach is not desired.
 Authorization to conduct a visual approach is an IFR authorization and does
not alter IFR flight plan cancellation responsibility (The PIC shall not cancel
IFR flight plan when making visual approach, in order to keep the provision
of separations between the aircraft and other arriving / departing traffic).
Radar service is automatically terminated, without advising the pilot, when the
aircraft is instructed to change to advisory frequency.
03. CHARTED VISUAL FLIGHT PROCEDURE (CVFP)

a. CVFPs are charted visual approaches established for environmental/noise
C O PY 4 4 9
considerations, and/ or when necessary for the safety and efficiency of air
ED .0 1
traffic operations. The approach charts depict prominent landmarks, courses,
L 5
RO L g /
and recommended altitudes to specific runways. CVFPs are designed to be
n
O N T n g g a
used primarily for turbojet aircraft.
C i t a
b. These procedures will be used only at airports with an operating control tower.
U N S
l o ra 1 - 2 5
c. Most approach charts will depict some NAVAID information which is for
n a F 1 7 - 0
supplemental navigational guidance only.
l y 0
d. Unless indicating a Class B airspace floor, all depicted altitudes are for noise
2
R ose
abatement purposes and are recommended only. Pilots are not prohibited from
flying other than recommended altitudes if operational requirements dictate.
e. When landmarks used for navigation are not visible at night, the approach will
be annotated “procedure not authorized at night.”
f. CVFPs usually begin within 20 flying miles from the airport.
g. Published weather minimums for CVFPs are based on minimum vectoring
altitudes rather than the recommended altitudes depicted on charts.
h. CVFPs are not instrument approaches and do not have missed approach
segments.
i. ATC will not issue clearances for CVFPs when the weather is less than the
published minimum.
j. ATC will clear aircraft for a CVFP after the pilot reports siting a charted
landmark or a preceding aircraft. If instructed to follow a preceding aircraft,
pilots are responsible for maintaining a safe approach interval and wake
turbulence separation.
Pilots should advise ATC if at any point they are unable to continue an approach
or lose sight of a preceding aircraft. Missed approaches will be handled as a go-
around.
01 Oct 2016 Page 7

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04. CIRCLING APPROACH

Circling approach is a combined instrument/visual approach, consists of an
instrument letdown using a ground based approach aid, followed by a visual circuit
or part of circuit, with the intention to line up the aircraft with the extended centerline
of the landing runway.
Before commencing the letdown for a circling approach, both pilots must study the
approach chart and familiarize terrain features, elevations, spot heights,
obstructions and circuit pattern.
In some cases the approach aid to be used and/or the circuit to be flown is specified
because the obstacle clearance is based on it.
The letdown for a circling approach must not be continued below the minimum
descent altitude (MDA) for that particular approach aid specified for the circling
procedure.
Upon reaching the Missed Approach Point (MAP), adequate outside visual
reference must be obtained. If not, or if the PIC is not convinced that uninterrupted
adequate outside reference can be maintained, a Go-around must be executed.
The circuit part of the circling may be executed at or above the minimum descent
altitude, provided:
 The aircraft is clear of clouds;
 Full visual reference can be maintained;
C O PY 4 4 9
L ED 5 .0 1
 The runway in use and/or runway lights and/or approach lights and/or other
RO L n g /
N g g a
lights, marking or objects identifiable with the runway can be kept in sight; and
T
 Down-wind timing is adjusted to ensure maneuvering within the circling area.
If one ofU NC O S i t ana Go-around must be executed.
these
l o r a
conditions cannot be fulfilled
1 - 2 5
F
naMDA shall not2be0commenced
Descent below the
1 0
7- until intercepting a visual glide
3.ly
path of e
s
RInodarkness, over unlighted terrain or water, extreme caution should be exercised.
Precipitation will add to the difficulties of a circling procedure.
Other optical illusions may also contribute to misjudgment of aircraft vertical
position e.g. sloping runway, non-standard runway width, displaced threshold,
sloping terrain and non-standard aircraft attitude.
Missed Approach
If visual reference is lost while circling-to-land from an instrument approach, the
missed approach specified for that particular procedure must be followed (unless
an alternate missed approach procedure is specified by ATC).
To become established on the prescribed missed approach course, the pilot should
make an initial climbing turn toward the landing runway and continue the turn until
established on the missed approach course.
The circling maneuver may be accomplished in more than one direction, different
patterns will be required to become established on the prescribed missed approach
course, depending on the aircraft position at the time visual reference is lost.
01 Oct 2016 Page 8

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Adherence to the procedure will assure that an aircraft will remain within the circling
and missed approach obstruction clearance areas. (See Figure on the following
Page)
Circling and Missed Approach Obstruction Clearance Areas
C O PY 4 4 9
LED ng / 5.0 1
05. INSTRUMENT APPROACH ROL
O N T n ing g aChapter 11.5.1, the following
UN
rules apply whenCa full instrument S
In addition to the general
a ita is made. 5
directives laid down
approach
OM-A
F l o r 0
report as required-per 1 -2
e l y na for example: 2017
The pilot monitoring must FCOM/AOM, using the standard
s
words as specified,
R o“CONTACT”, when ground becomes visible and is likely to remain visible.
 “APPROACH LIGHTS”
 “RUNWAY”
 Etc.
It should be remembered that, when the approach is executed in crosswind
conditions, the crab angle may give the false impression that the aircraft is not on
the centerline and that a lateral correction is needed.
Even in the absence of crosswind, there exists a tendency to apply corrective bank
after becoming visual. This is very often due to wrong interpretation of the few
available visual cues and will result in zigzagging and overcorrecting of bank; this
is a highly undesirable situation in conditions of marginal visibility and low altitude.
During the approach, the heights over the markers and beacons shall always be
checked by both pilots and in cases where discrepancies are detected, terrain
clearance shall be verified immediately.
In a “see to land” concept, it is understandable that a pilot wishes to make the
transition from instrument guidance to ground visual as early as possible.
01 Oct 2016 Page 9

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Although the approach lights may often be in sight before DH is reached, the
visibility may decrease or fluctuate during the remainder of the approach.
Misjudgment of visual cues or deviations from the intended flight path through
outside causes (cg, wind shear) can best be detected by reference to the flight
instruments.
It is therefore strongly recommended that the pilot-flying cross-checks/monitors the
instruments, also at break of altitude BOA/DH until a safe landing is assured. As
already mentioned in the beginning of this paragraph, the pilot monitoring will have
his attention focused mainly on the outside world.
06. 500 FEET CALL

A 500 feet call must be included in the final part of each approach, to protect
against subtle incapacitation and to serve as an awareness call for the approach
stability and the landing clearance.
If there is no automatic 500 feet call, the Pilot Monitoring must give this call.
The PF must respond ‘cleared/not cleared’, followed by a ‘checked’ call from the
Pilot Monitoring, which means that he/she agrees with the response from the PF.
If no landing clearance : Obtain Landing Clearance
If the aircraft is not stabilized : Go Around
C O PY 4 4 9
L
If disagreement to the objective of 500 feet D(and stabilized/ approach
Ecall 5 1
0 criteria)
.response
exists or when doubt exists to the L
O in the subtle
Rhim/her
awareness of or
a
no n g
appropriate from
the PF, the PM shall N
O T
consider
n g
gexecute Go-Around.
incapacitation state (OM-A
UN
Chapter 15). C
The PM shall take
S
over i t a
control and
File an incident reportF l o raas soon 1 - 2 5
n
on ASR
aexecute go around 1 0
- reject the landing at any time when
as possible.
7
l y 2 0
se of the flight is jeopardized.
It is mandatory to and/or
Rtheosafety
The company will not initiate disciplinary measures for a go around executed under
any unsafe or un-stabilized approached.
All flight crewmember must be convinced that the landing clearance has been
received and acknowledged before landing.
Note:
For Aircraft without automatic call out:
 Considering the purpose of the call, it will be clear that it is not meant to be a
precision call.
 The call will be made with reference to the radio altimeter or if this is impractical
due to underlying terrain, with reference to the pressure altimeter.
 When the latter is the case, the subject shall be discussed during the crew
briefing.
For details see the FCOM/AOM concerned.
01 Oct 2016 Page 10

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07. APPROACH STABILITY

All flight must be stabilized by 1000 feet above airport elevation in IMC and by 500
feet above airport elevation in VMC.
An approach is stabilized when all of the following criteria are met:
a. The aircraft is in the correct flight path.
b. Only small changes in heading / pitch are required to maintain the correct path.
c. The aircraft speed is not more than Vref + 20 indicated airspeed and not less
than Vref.
d. The aircraft is in the correct landing configuration.
e. Sink rate not more than 1000 fpm; if an approach require sink rate greater than
1000 fpm, special briefing shall be conducted.
f. Thrust setting is appropriate for the aircraft configuration and is not below the
minimum thrust for approach as defined by the aircraft operating manual.
g. All briefing and checklist have been conducted.
h. Specific type of approach:
 ILS : within one dot of the glide slope and localizer.
 CAT II or III ILS : within the expanded localizer.
 Circling approach : wings level on final when the aircraft reaches 300 feet
above airport elevation.
PY
i. Unique approach procedure or abnormal condition requiring a deviation from
O
the above elements of a stabilized approach requires special briefing / training.
C 1 4 4 9
If the aircraft is not stabilized below 1000 E
L L Dabove airport elevation
feet
/ 5 .0in IMC and
T R
by 500 feet above airport elevation O in VMC in
a n
accordance
g g
with the criteria, the PIC
or PF shall go around.N g
C O i t a n
UN l o r a S
1 - 2 5
n
08. HEIGHT AT THRESHOLD a F 1 7 - 0
l y 0
2 are based on an assumed wheel height
ostheethreshold
RDispatch
over
landing distance requirements
of 50 feet. In the published actual landing distances, average
wheel height over the threshold for a particular aircraft type has been accounted
for.
 Precision Approaches
On an ILS approach, the wheel clearance over the threshold depends on the
height of the glide path signal over the threshold (threshold crossing height,
TCH), the location of the aircraft glide path antenna relative to the landing gear
and the aircraft pitch attitude. Taking this into account and considering certain
allowances for ground and airborne equipment and meteorological conditions,
a minimum threshold crossing height has been established:
 43 feet for B 747
 40 feet for A330
 35 feet for B 737
 35 feet for CRJ1000
Following a normal glide path (TCH 50 feet), a wheel clearance of 20-40 feet
(depending on the aircraft type concerned) over the threshold may normally be
expected.
01 Oct 2016 Page 11

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This means that an ILS with a threshold crossing height of less than 47 feet
may create problem with respect to wheel clearance.
ILS with threshold crossing problems are indicated on the approach charts with
a note below the minima box.
In case a displaced threshold provides sufficient obstacle free pavement in the
under run area a ‘no restriction ‘note is published in the ILS box of the approach
chart.
For further information regarding such notes, see OM-A Chapter 11.5.3-c.
 Non-Precision Approaches
CANPA (Constant Angle Non Precision Approach)
A Non Precision Approach is an instrument approach that does not incorporate
vertical guidance (i.e., no glide slope).
Over the past several decades statistically indicates that there have been a
number of CFIT (Controlled Flight into Terrain) and Unstabilized Approach
incidents and accidents associated with step down Non Precision Approaches
and landings. Traditionally step down method involve changing the flight path
at low altitude, require of the crew higher level of skill, judgment and training.
Many of these could have been prevented by the use of CANPA or CDFA
C O PY 4 4
(Continuous Descent Final Approach) methods. Flying a constant angle 9
ED .0 1
approach profile: provide a more stabilized flight path; reduced work load and
L 5
reduced the risk of error. L
RtheOuse of CANPA g /
n Angle Non Precision
Therefore Garuda N T
requires
O (ContinuousSDescent g g a
nFinal Approach) as primary methods
(Constant
N C
Approach) or CDFA
Ulocal procedures i t a
unless
F l o a otherwise. 1-25
rdictate
n a 7
and requirements1are - 0 in the FCOM/AOM related
y
ltype.
The procedures
s e 20 outlined
R oaircraft
If using an MDA(H) / DA(H) for Non Precision Approach, initiating a missed
approach approximately 50 feet 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 feet above the MDA(H) / DA(H) for Non Precision
Approach for anticipating go around does not require additional prescribed
minimum visibility.
On a non-precision approach, a normal glide-path and aiming point should be
established. Wheel clearance will then be approximately as described above.
When landing on a marginal runway, do not cross the threshold lower than
normal, as this will increase undershoot risk unacceptably.
ILS with threshold crossing problems are indicated on the approach charts with
a note below the minima box. The notes used and their meanings are:
 No auto-land (TCH)
Threshold crossing height is below 43 feet. Auto-land not allowed B747.
These aircraft leave the glide-path not lower than 100 feet to cross the
threshold with sufficient wheel clearance.
01 Oct 2016 Page 12

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 TCH < 35 feet

Threshold crossing height is 35 feet or less. Auto-land not allowed for B747.
All aircraft leave the glide-path not lower than 100 feet to cross the threshold
with sufficient wheel clearance.
09. LANDING ON TOUCH DOWN ZONE

Flight crewmember shall cross the landing threshold at ± 50 feet, and land the
airplane within the touch down zone of the intended landing runway. See OM-A
Chapter 9.5.1-03.
10. LANDING DISTANCE

Definition
The landing distance is the horizontal distance between that point on the landing
surface at which the airplane is brought to a complete stop and that point on the
landing surface which the airplane cleared by 15.2 m (50 feet).
Landing distance available (LDA): The length of runway which is declared available
and suitable for the ground run of an airplane landing.
(Destination)
C O PY
Landing distance required for dispatch for Aerodrome of intended landing
4 4 9
L ED 5 .0 1
RO L n g /
The landing distance at the aerodrome of the intended landing, as determined from
available on:
O N T n g g a
the flight manual (AFM), is not to exceed 60 percent of the landing distance
U N C S i t a
l o ra 1 - 5
a. The most suitable landing surface for a landing in still air; and, if more severe,
2
n a F 1 7 - 0
b. Any other landing surface that may be required for landing because of expected
l y 0
wind conditions at the time of arrival.
2 for Alternate aerodromes
osedistance required for dispatch
RLanding
The landing distance at any alternate aerodrome, as determined from the flight
manual, is not to exceed 70 per cent of the landing distance available on:
a. The most suitable landing surface for a landing in still air; and, if more severe,
b. Any other landing surface that may be required for landing because of expected
wind conditions at the time of arrival.
Actual Landing Distance: The landing distance for the reported meteorological
and runway surface conditions, runway slope, airplane weight, airplane
configuration, approach speed, use of auto-land or a Head-up Guidance System,
and ground deceleration devices planned to be used for the landing. It does not
include any safety margin and represents the best performance the airplane is
capable of for the conditions.
Unfactored Certified Landing Distance. The landing distance required by CASR
section 25.125 without any safety margin additives. The unfactored certified
landing distance may be different from the actual landing distance because not all
factors affecting landing distance are required to be accounted for by CASR section
25.125. For example, the unfactored certified landing distances are based on a dry,
level (zero slope) runway at standard day temperatures, and do not take into
01 Oct 2016 Page 13

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account the use of auto-brakes, auto-land systems, head-up guidance systems, or

thrust reversers.
The actual/unfactored landing distance information in the FCOM/AOM is provided
to guide the Pilot in his/her assessment of the possibly critical nature of a particular
landing. It should be realized that the figures in the FCOM/AOM are based on
stated reference conditions.
These reference conditions cannot be exactly duplicated, therefore additional
margin shall be added (see OM-A Chapter 11.5.4-11)
11. LANDING PERFORMANCE ASSESSMENTS AT TIME OF ARRIVAL

The following policy applies:
The Flight crewmembers shall assess landing performance based on conditions
actually existing at time of arrival at the destination or alternate airport, as distinct
from conditions presumed at time of dispatch.
Those conditions include weather, runway conditions of intended use, the
airplane’s weight, the aircraft configuration and with the means of deceleration that
will be used for the landing.
Once the actual/unfactored landing distance is determined an additional safety
margin of at least 15% shall be added to that distance.
C O PY 4 4 9
LED nshould 1
0 to land
5.attempt
and/safety margins as
Except under emergency conditions flight crewmembers not
on runways that do not meet O the L g
O N TR
specified in this requirement.
n g a
assessment criteria
g
UNtoCland restlo a S ittheaPIC, who shall5take into account:
The decision
F r
basically with
0 1
landing distance -figure,
2 as applicable shall
-corrected
l y a for its realism
 The actual/unfactored
nweighed 2 0 1 7
e
R oIfsthe actual/unfactored landing distance plus the specified safety margin is
carefully be under the prevailing operating conditions.
greater than landing distance available, a landing is not permitted.

 The margin mentioned above is intended to cover minor imperfections in flight
handling and judgment.
 If gross deviations occur, the pilot shall not hesitate to execute Go-around or
Rejected Landing.
11.5.5 FUEL DUMPING AND OVERWEIGHT LANDING

01. GENERAL
The PIC is legally allowed to make an overweight landing at destination, when the
take-off weight of the aircraft was so calculated that the estimated landing weight
at destination would not exceed the allowable maximum landing weight as
specified in the FCOM/AOM.
When landing at an airport not being the flight plan destination, the actual landing
weight could be considerably higher than the maximum landing weight. In this case
fuel dumping must be considered. In view of the many factors that have to be taken
into account, a uniform recommendation cannot easily be given.
01 Oct 2016 Page 14

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Although overweight landings do not necessarily have to cause structural damage

if a minimum rate of descent is achieved on landing, it is recommended to dump
fuel when the normal dumping procedure can be followed correctly and all
circumstances are favorable.
02. FACTORS WHICH INFLUENCE FUEL DUMPING

Test to determine safe methods of fuel dumping revealed the following facts.
 When dumping fuel from an aircraft in flight, the combustible gas envelope
surrounding the liquid fuel spray, presents practically no hazard to external or
internal components of the aircraft.
 Static discharges may however ignite sprayed fuel in an air stream.
 Even if ignition might occur, no hazard will have to exist as long as the fuel
does not contact any part of the aircraft after leaving the dump-chute.
 When an external surface is contacted by ignited fuel, burning of the surface
might continue after the source of ignition has disappeared.
 Hazard is increased by the presence of protuberances and irregularities on the
surface of the aircraft, by deflections of flaps, control surfaces and gear or an
increase of the angle of attack.
The fuel dumping procedure as specified in the FCOM/AOM for the relevant aircraft
type shall be strictly adhered to.
C O PY 4 4 9
No Fuel Should Be Dumped:
LED ngbe/expected. 5.0 1
 Under weather conditions in O L
N TR
 In areas of turbulence.
O
which
n g a
static electricity may
g
 In case N
U C fire.
of engine
S i ta
 Below altitude of 3000o
F l a
r except in case-0of 1
feet, -
engine25failure at take-off or initial
climb, when a 7
e l y n immediate dumping may
2 0 1 be required to obtain necessary
osshall
RATC
performance.
immediately be informed of the necessity of fuel dumping if time permits,
a location and altitude for dumping should be requested.
Do not use HF transmitters. Other radio equipment, e.g. VHF, weather radar, DME
etc. is not restricted.
The reason for fuel dumping shall be given in a trip report.
03. FACTORS WHICH INFLUENCE OVERWEIGHT LANDINGS

In view of the increased aircraft weight, special attention shall be paid to the
following items and conditions, when considering an overweight landing.
 Pilot’s physical condition : own limitations and fatigue.
 Weather : IMC or VMC, temperature, cross wind, turbulence
etc.
 Runway : elevation, length, slope, obstructions (at both
ends). Width and surface conditions.
 Aircraft : number of engines operating, serviceability of
system, flaps, etc.
01 Oct 2016 Page 15

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Any landing with a weight in excess of 2% above the maximum allowed landing
weight shall be reported in both the Aircraft Maintenance Log and a trip report.
04. OVERWEIGHT LANDING INSPECTION

When the weight of the aircraft at an overweight landing does not exceed 105% of
the maximum allowed landing weight no special inspection is required.
At higher weights, or when a hard landing is made at any weight, the “hard landing
inspection” for the aircraft type concerned shall be carried out.
11.5.6 LANDING WITH DEFECTIVE GEAR

01. LOW PASS FOR VISUAL CHECK
In case of (suspected) troubles with tires or undercarriage it may be necessary to
make a low pass for a visual check from the ground.
It should be arranged with ATC and the ground services concerned that such a low
pass be made over a runway.
This has the advantage that the normal traffic pattern is not disturbed and that full
use can be made of the available approach system(s).
C O PY
In case of darkness, observers on the ground could take advantage of the
4 4 9
illuminating effect of the approach lights.
L ED 5 .0 1
L
RO of a radio g /
n ground vehicle could
O N T
For fast communication, the intermediary
n g g a
equipped
be used.
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
02. USE OF FOAM
se l y STRIP
2 0
R oPolicy
In view of the limited effect of a foam strip, no firm requirements for its use are
prescribed.
The request for a foam strip is SCD and may be considered in case of a belly
landing or a landing with retracted main gear.
Objections resulting from operational considerations as stated below may be
reason to omit such request.
 Operational Considerations
Some considerations influencing the possible request for a foam strip are:
 The airport in question should preferably have more than one useable
runway, not intersecting.
 Adequate equipment for foaming must be available.
 Laying a foam strip takes considerable time (one hour or more).
 After production of the foam strip, the applicable equipment must be refilled
with foam before the landing may be executed.
 Strong wind will disperse the foam.
 In temperatures considerably below zero, the water in the foam will freeze.
01 Oct 2016 Page 16

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 Moderate to heavy rain has the same effect as a foam strip, making a foam
strip superfluous.
 Effect of Foam
Foam is a means of accumulating a large amount of water. It partly suppresses
sparks resulting from metal friction, but has no extinguishing effect.
The lubricating effect of foam is comparable with the properties of a wet
runway.
Leaking fuel will spread under the foam carpet, diminishing, but not excluding
the risk of a fire in the direct environment of the fuselage.
11.5.7 USE OF REVERSE THRUST AND/OR BRAKES

01. GENERAL
The takeoff and landing runway length requirements have been determined, during
certification of the aircraft by the use of wheel brakes only, with engines delivering
forward idle thrust.
The use of reverse thrust, as laid down in the FCOM/AOM increases the
operational safety margins and considerably increases the brakes and tire life, with
no adverse effects to the engines.
C O PY 4 4 9
ED .0 1
The use of Auto-Brake System (as installed) has its advantages on wet and
L 5
L g /
contaminated runways (except if crosswind is close to FCOM/AOM limits) as well
RO n
O N T n g g a
as in cases where minimum runway length is available only.
U N C
Its use is at PIC’s discretion.
S i t a
l o rato gain an early-0runway
1 5 point is undesirable,
-2turn-off
unless urgent n
F
Excessive use of wheel brakes
a reasons2are01 7
e l y operational involved.
Ros
02. REVERSE ON SLIPPERY AND SNOW-COVERED RUNWAYS
Should directional problems occur on a slippery runway, differential application of
reverse thrust must not be used in an attempt to regain directional control. Reverse
thrust must be reduced to idle reverse, until the aircraft is under control.
Reverse thrust when continued below 60 knots on powdery snow can result in the
loss of forward visibility.
11.5.8 PARKING OF AIRCRAFT

When parking an aircraft, the PIC remains responsible for the safe maneuvering, even
when guided by marshaling signals. The purpose of marshaling signals is to aid the
pilot when taxiing or parking, without affecting the pilot’s responsibility.
For use of wheel blocks and parking brake under normal and adverse weather
conditions see the relevant FCOM/AOM.
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11.5.9 POST-FLIGHT DELIVERY OF METEOROLOGICAL INFORMATION

When meteorological information are required to be made during flight these should
be delivered to the meteorological office at the station of next landing, either by the
crew or via station management.
It should be realized that in certain parts of the word, where the official meteorological
observations network is rather scarce, the local MET office partly depends on the upper
air information supplied by the aircrew.
END OF 11.5
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11.6 CRITICAL FLIGHT CONDITIONS

A. WIND SHEAR
With reference to the basic information on this subject in FRG 5.1.2 and the aspects
covered in the relevant AOM, following rules and recommendations should be
adhered to:
− Take-off
If a wind shear in the take-off flight path is expected or known to exist,
consideration should be given to the following:
 Delay the take-off
 Choose a more favorable runway and/or climb out direction
 Use of full rated take-off thrust
 Delay of heading changes and/or restrictions of bank angle to 15° in the
shear area.
A take-off should not be made in the direction of a reported shear if the take-
off is performance limited.
A take-off should not be made, or should at least be delayed when severe
thunderstorm are present in close vicinity of the airport, for reason of uncertain
wind/gust pattern normally associated with these phenomena.
− Approach
C O PY 4 4 9
L ED
If a wind shear in the approach area is expected:
5 .0 1
L
ROapproach untilgwind g /
n ceased.
N
 Consider holding T
or delay
Oneed to useSreduced g a shear
nlanding flap setting if runway length
U N
 ConsiderC the i t a
permit.
l o r a 1 - 2 5
 Maximizea F
n the use 1 7
of autopilot and auto 0
- ofthrottle if possible.
l y 0
R os shear recognition. 2
 e
Close monitor INS/ IRS data, IAS, rate descent, pitch and thrust for early
 Use speed increment according AOM.

Do not make large thrust reduction until beginning of flare.
Consider the need to divert if prolonged severe thunderstorms are present in
the approach area.
− Recovery
If wind shear has been encountered, ground contact is prime task to be
avoided. Apply maximum thrust as for go around, follow flight technique
procedure in AOM/FCOM for particular type of aircraft.
− Reporting
If wind shear has been encountered, this should be reported immediately to
ATC. Report should include altitude and amount of shear.
B. ENHANCED GROUND PROXIMITY WARNING
The Enhanced Ground Proximity Warning System (EGPWS) consists of 7 (seven)
mode that gives different alert/warning and provides forward looking terrain
avoidance function. Flight crew shall be knowledgeable of the operation of such
system
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During take-off, landing and/or flying in mountainous area, PF should set TERRAIN
or WEATHER display on his/her flight instrument as required and PM shall have
the TERRAIN display on his/her flight instrument. If weather RADAR is required PF
shall have WEATHER display on his/her flight instrument and PM shall have
TERRAIN display on his/her flight instrument.
Activation of the EGPWS provides an indication to the crew that the boundaries of
safe flight have been exceeded.
The EGPWS warning or alert requires immediate corrective action. This is a
mandatory maneuver. The reason for the warning or alert shall be evaluated
afterwards
Refer to particular AOM/FCOM for detailed information on EGPWS procedure.
− TERRAIN AVOIDANCE (CFIT escape maneuver)
i). Ground Proximity Caution
Activation of the (E)GPWS Caution such as: “SINK RATE”, “TERRAIN”,
“DON’T SINK”, “TOO LOW FLAPS”, “TOO LOW GEAR”, “TOO LOW
TERRAIN”, “GLIDE SLOPE”, “BANK ANGLE”,”CAUTION TERRAIN”,
either in IMC or VMC requires immediate and aggressive action to correct
the flight path or aircraft configuration.
PY
Note:
O 4 9
- If a terrain Caution occurs when flying under daylight VMC, and positive
C 1 4
L L ED g / .0
visual verification is made that no obstacle or terrain hazard exists the
5
N T RO
alert may be regarded as cautionary and the Approach may be
continued.
g g a n
N C O i t a n
- In case the warning is activated below 500 ft HAT, a go around is
S
U ra
mandatory.
l o 1 - 2 5
n a F 1 7 - 0
- Activation of the glide slope warning may be disregarded in case of:
l y 0
 An approach on a back beam ILS or circling approach for aircraft
2
R ose where the glide slope warning
 signal cannot be switched off.
 A change to a nearly parallel runway when on a visual approach.
ii). Ground Proximity Warning
Activation of the EGPWS Warning such as: “PULL UP” or “TERRAIN
TERRAIN PULL UP” or other situations resulting in unacceptable flight
toward terrain, either in IMC or VMC, requires immediate and aggressive
pitch up maneuver that maximizes the performance of the aircraft, Refer
to particular AOM/FCOM for accomplishing the maneuver procedure.
Note:
If positive visual verification is made that no obstacle or terrain hazard exists
when flying under day light VMC condition prior to a terrain or obstacle
Warning, the alert may be regarded as cautionary and the Approach may
be continued.
− Reporting
For reporting the activation of any mode of the EGPWS refers to OM-A Chapter
23.3.
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C. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)

TCAS provides back up to the air traffic services by alerting the flight crew to aircraft
which represent or ma represent a collision hazard, and proven to be a very useful
instrument for collision avoidance, even in low traffic environments. Pilots shall –
in the interest of safety avail themselves of the use of the system at all times.
Two modes corresponding to alert levels are provided by TCAS: The ″ traffic
advisory ″ (TA) and the ″ resolution advisory ″ (RA). Stall, GPWS and wind shear
warnings have precedence over TCAS advisories.
Infringement of an ATC clearance based on information / advisory conveyed by
TCAS lies within the authority of the Pilot-In-Command.
− Operational procedures
Notwithstanding the above, neither information derived from the traffic display
nor the issuance of a TA are meant for the crew as means to interfere with the
ATC task to provide continuous positive separation.
In principle, avoidance maneuver should be restricted to responding to an RA
or to the visual acquisition of conflicting traffic. Vertical excursions from level
flight should be kept at a minimum, in order to preclude a secondary collision
hazard.
and the pilot shall make a report using ASR form.

C O PY
ATC shall be informed at the earliest practical time of a RA occurrence
4 4 9
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− Mode of Operations
RO L n g /
O
As a rule, TCAS shall N T n g
be set on TA/RA during g a
all phases of flight. Exception
may beN C
Uapproach S a
t such as visual
irunways
justified under certain condition contact with known
traffic, to one r
of a
o setting may be7selected
lTA parallel or 2
flying 5
1-to prevent nuisance
in known close proximity to
other aircraft,a F -
n mode reverts to2TA0automatically
where
1 0 warning.
(Ase
s l y
installed, when flying below 1000 ft AGL).
R− oTraffic Advisories (TA)
Pilots shall immediately attempt to establish visual contact with all airplanes in
the vicinity in order to try to identify the intruder traffic.
If visual contact is established, safe separation shall be maintained.
If visual contact is not established, no avoiding action shall be taken unless the
TA subsequently changes to RA.
− Resolution Advisories (RA)
Pilot at the control shall immediately dis-engage the auto-pilot and manually
apply positive and smooth control inputs in the direction and with the magnitude
required by the RA (note that RAs do not require abrupt pitch control changes).
In VMC scan airspace into which your aircraft is diverting.
Never maneuver aircraft opposite to RA. While active, a RA has priority over a
conflicting ATC instruction or clearance.
− ATC Phraseology
The following R/T phraseology shall be used to inform ATC of deviations from
clearance when responding to TCAS RA.
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Situations Phraseology
After flight crew starts to deviate from any ATC - Pilot : TCAS RA
clearance or instruction to comply with an TCAS - (Controller : ROGER)
resolution advisory (RA)
After the response to an TCAS RA is completed - Pilot : CLEAR OF
and a return to the ATC clearance or instruction is CONFLICT,
initiated. RETURNING TO ….
( Assigned clearance)
- (Controller : ROGER,
or alternative instruction)
After the response to an TCAS RA is completed - Pilot : CLEAR OF
and the assigned ATC clearance or instruction has CONFLICT,
been resumed (assigned clearance)
RESUMED
- (Controller : ROGER,
or alternative instruction)
After the response to an TCAS RA is completed - Pilot : UNABLE, TCAS RA
and the assigned ATC clearance or instruction has - (Controller : ROGER)
been resumed
− TCAS “ RA “ compliance versus a/c performance restrictions

When operating at airport outside the reference TCAS performance envelope
C O PY 4 4 9
(e.g. during take-off, climb, or in final landing configuration at airport with
ED .0 1
elevations above 5300 ft MSL, or temperature outside the range of ISA ± 28°C),
L 5
L
precaution should be taken regarding RA compliance.
ROcapability togaccept n g /
At present, TCAS hasT
O N limited
n g a performance data from the
N C
aircraft on board systems.
U based onloassumptions
The
S i
TCASt a“climb “and “increase
weight,5
climb” inhibits are
determined
F ra regarding 0 1 - 2 altitude and temperature.
- the aircraft may not have the
y n
When operating
l a 1 7
outside these assumptions,
2 0
o s e
performance to execute a climb RA, even though TCAS does not consider the
R aircraft as climb inhibited. In this case, pilots should be aware that the RA will
still be issued and that response should still be initiated.
If the pilot is unable to attain 1500 fpm, he should establish a climb with the
highest vertical speed practical under the given conditions. TCAS will continue
to monitor the vertical separation that exists and will detect that the response
is less than 1500 fpm.
As a result of that situation TCAS has three options:
1. To leave the RA displayed for a longer period of time, to ensure that the
desired separation is obtained.
2. To issue a reversal RA.
3. To issue an increase RA, that obviously cannot be followed.
END OF 11.6
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12. AIRCRAFT EQUIPMENT AND
OM – A NAVIGATION PROCEDURES
TABLE OF CONTENT
CHAPTER 12
12.1 GENERAL .................................................................................................................. 1
12.2 AIRCRAFT INSTRUMENTS, EQUIPMENTS AND/OR AVIONICS ............................ 1
12.3 NAVIGATION EQUIPMENT ....................................................................................... 1
12.4 NAVIGATIONAL PROCEDURES .............................................................................. 1
12.4.1 GENERAL . .................................................................................................... 1
12.4.2 LONG RANGE NAVIGATIONAL AIDS (USE OF LONG-RANGE
NAVIGATION EQUIPMENT) .......................................................................... 1
12.4.3 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ............................. 8
12.4.4 PERFORMANCE BASED NAVIGATION (PBN) ........................................... 19
12.4.4.1 P-RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNP-4, B-RNAV/
RNP-5 ......................................................................................... 21
12.4.4.2 RNP APCH / RNAV (GNSS) ....................................................... 25
12.4.4.3 MNPS ......................................................................................... 35
C O PY
12.4.5 MIX FLIGHT RULE IFR AND VFR ............................................................... 41
4 4 9
12.5
ED
ALTIMETER SETTING PROCEDURES .................................................................... 1
L 5 .0 1
R O L n g /
12.5.1 DEFINITIONS................................................................................................. 1
O n g a
NTSETTINGSt................................................................
g
UN C
12.5.2 TYPE OF ALTIMETER
S i a 1
12.6
l o r a - 2 5
ETOPS .......................................................................................................................
1 1
12.6.1 GENERALn a F 1 7 - 0
l y 2 0
. .................................................................................................... 1
R se AIRCRAFT TYPE(S) FOR ETOPS FLIGHT............................... 4

12.6.2oAPPROVED
12.6.3 ETOPS AREA OF OPERATIONS .................................................................. 4
12.6.4 DIVERSION.................................................................................................... 5
12.6.5 ETOPS ALTERNATE AIRPORT .................................................................... 7
12.6.6 ETOPS ALTERNATE MINIMUM .................................................................... 8
12.6.7 MINIMUM EQUIPMENT LIST (MEL) .............................................................. 9
12.6.8 COMPUTERIZED FLIGHT PLAN ................................................................... 9
12.6.9 COMMUNICATION ........................................................................................ 9
■
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TABLE OF CONTENT
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12.1 GENERAL
12.1 GENERAL
This chapter describes all navigation equipment and procedures related to flight
operation conducted by Garuda Indonesia.
END OF 12.1
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12.1 GENERAL
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12.2 AIRCRAFT INSTRUMENT, EQUIPMENTS
AND/OR AVIONICS
12.2 AIRCRAFT INSTRUMENTS, EQUIPMENTS AND/OR AVIONICS

All Aircrafts shall be equipped with:
a) Instrumentation and/or avionics, readily visible to the intended pilot flight
crewmember, necessary to conduct operations and meet applicable flight
parameters, maneuvers and limitations;
b) Equipment necessary to satisfy applicable operational communication
requirements, including emergency communication;
c) Avionics, equipment and/or components necessary to satisfy applicable navigation
requirements, provide necessary redundancy and, as applicable, authorized by the
State for use in RNP, MNPS and/or RVSM operations;
d) Avionics, instrumentation and/or radio equipment necessary to satisfy applicable
approach and landing requirements;
e) Other components and/or equipment necessary to conduct operations under
applicable flight conditions, including instrument meteorological conditions.
END OF 12.2
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12.2 AIRCRAFT INSTRUMENT, EQUIPMENTS
AND/OR AVIONICS
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OM – A NAVIGATION REQUIREMENT
12.3 NAVIGATION EQUIPMENT

A. TCAS II
All aircrafts shall be equipped with serviceable TCAS II that meet authority
requirements.
B. Transponder Mode C
All aircraft shall be equipped with serviceable pressure altitude reporting
transponder (mode C)
C. Airborne Weather Radar

Each passenger carrying aircraft shall be equipped with serviceable airborne
weather radar systems which meet authority requirements when operating in areas
where thunderstorms or potentially hazardous weather conditions regarded as
detectable with airborne weather radar, may exist along the route either at night or
under Instrument Meteorological Conditions.
D. Terrain Awareness and Warning System (TAWS)

All company aircrafts in operation shall be equipped with a serviceable forward
looking Terrain Awareness and Warning System (TAWS), normally known as
Enhanced Ground Proximity Warning System (EGPWS), a GPWS that has a
forward looking terrain avoidance function.
C O PY 4 4 9
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E. Wind shear Warning System
R L
Oan approved airborne g /
n wind shear warning and
N T
All aircrafts shall be equipped with
O anwithapproved g g a
n detection
U N C
flight guidance system,
S i t a
airborne and avoidance system.
Also should be equipped
l o r a
a forward looking
1 2
winds
- 5
hear warning system, and
flight crewmember shall
a F be knowledgeable
7 -
of
0
the wind shear and the operation of
such system.
s e l yn 2 0 1
F.R
o
DFDR (Digital Flight Data Recorder)
All company aircraft in operation shall be equipped with a DFDR, which meet
Authority requirement, that:
1) does not utilize photographic film or engraving metal foil;
2) is capable of recording, as a minimum, the last 25 hours of aircraft operation;
3) records time, altitude, airspeed, normal acceleration and heading;
4) is of a type that is in accordance with requirements of the Authority;
5) Is not of the analog type utilizing frequency modulation (FM)
6) does not utilize magnetic tape
G. CVR (Cockpit Voice Recorder)

All company aircraft in operation shall be equipped with a CVR that records the
aural environment on the flight deck during flight and is capable of retaining
recorded information either:
1) for the last 30 minutes of its operation, as a minimum, or
2) for a period of time in excess of 30 minutes in accordance with the
requirements of the Authority.
Does not utilize magnetic tape and wire CVR.
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H. EQUIPMENT REQUIRED FOR PBN OPERATIONS

See related FCOM/AOM for each type.
I. Electronic Navigation Data

It shall have processes, approved or accepted by DGCA, if required, which ensure
electronic navigation data products acquired from suppliers, prior to being used as
a means for navigation in operations:
1) Are assed for a level of data integrity commensurate with the intended
application;
2) Are compatible with the intended function of equipment in which it is installed;
3) Are distributed in a manner to allow insertion of current and unaltered electronic
navigation data into all aircraft that require it.
END OF 12.3
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12.4 NAVIGATIONAL PROCEDURES

12.4.1 GENERAL .
The navigational procedures mainly depend on ATC requirements and the availability
of ground based radio aids. Consequently the OM-C is the main source for detailed
instructions on this subject. These instructions may also contain rules concerning the
airborne navigation equipment, which are based on the following considerations.
12.4.2 LONG RANGE NAVIGATIONAL AIDS (USE OF LONG-RANGE NAVIGATION
EQUIPMENT)
A. PURPOSE
Presents operational practices and procedures for the use of “electronic long-range
navigation equipment” in oceanic or remote land areas.
B. RELATED DOCUMENT
FAA AC-90-79
C. DEFINITIONS
For this purpose, the following definitions apply:
1) Gateway
C O PY 4 4 9
A specific navigation fix where a flight transitions from short range (airways)
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navigation to long range (oceanic) navigation or vice versa. Such fixes
L 5
RO L n g /
ordinarily are airways navigation facilities (VOR, NDB, etc.) located at or near
O N T
oceanic airspace entry/exit points.
n g g a
2) Long range navigation
U N C S i t a
l o ra 1 - 5
Flight operation outside (beyond) the published service range of short range
2
n a F 1 7 0
(airways) navigation facilities (i.e. VOR, VOR/DME, NDB).
-
y
3) Dead Reckoning (DR)
l 2 0
R ose
A method of directing an aircraft and estimating its position by the application
of time, direction and speed data to a previously determined position.
4) Cross Check
This is a term of methods used to carefully monitor and verify navigation
information so as to ensure compliance with a currently effective Air Traffic
Control (ATC) clearance. The keystone of successful navigation is effective
cross checking procedures. In order to minimize the exposure to human error,
each manual insertion of input data into the navigation system should be
carried out in its entirety by one crewmember and then recalled and verified by
another. Cross checking procedures should include:
a) Verification that all data inserted into the system is correct;
b) Verification that the systems are operating properly;
c) Confirmation that system controls and switches are properly configured to
provide the desired information; and
d) Frequent confirmation of navigation performance to ensure that the ATC
assigned track is maintained and that the information presented by the
systems remains reasonable.
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5) Waypoint
A geographic point specified for navigation, flight planning or air traffic control
purposes. For automated navigation system (i.e. INS, IRS, FMC/IRS, Omega),
a waypoint is usually inserted as latitude and longitude coordinates. For semi-
automated navigation systems (i.e. Doppler), a waypoint is usually inserted as
a bearing and distance from previous position.
Note:
All Omega stations have been completely shut-down by the end of 1997. So,
Omega navigation system is no longer in use within Garuda’s fleet.
D. GENERAL NAVIGATION PRACTICES AND PROCEDURES.

Experience indicates that the increased accuracy and reliability of modern
automatic navigation systems can induce a degree of complacency in the operator
which may result in the failure to routinely cross check system performance.
Under these circumstances, human errors may remain undetected for excessive
periods. Although navigation errors are infrequent occurrences, human errors have
accounted for a majority of the errors attributed to aircraft equipped with automated
systems.
Most inadvertent navigation errors have occurred when the equipment was
C O PY
functioning normally. The operating procedures prescribed were either inadequate
or were not followed. A common error associated with automated system is
4 4 9
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incorrect programming of the oceanic waypoint latitudes by multiples of one degree
(60 nautical miles (nm)). L
RthisOcan result ingthegflight g /
nmaintaining a wrong track
N T a
n a serious threat to other aircraft
Oand thereby Sconstituting
U N C
In an organized track system,
i t a
with high precision
o a flight level. 1-25
rand
properly occupying that ltrack
F
n a 1 7 - 0
s e l y
Vigilance and diligence in
2
properly 0
applying established procedures are essential
Ro
ingredients of safe oceanic navigation.
Although operational procedures (checklist) may differ slightly between specific
navigation systems, many good practices and procedures are basic to all
automated and semi-automated systems. These basic practices and procedures
are presented in this paragraph:
1) Preflight Planning
One of the basic fundamental of good navigation is prior Planning. A side from
planning to ensure successful navigation under normal circumstances, the
successful resolution of many inflight navigation difficulties depends to a large
degree of throughout preflight planning. Some of the more important factors
are addressed below.
a) The Navigation flight plan

Since Garuda uses a computerized flight plan, this planning task has been
greatly simplified. However, care should be taken to verify that all en route
waypoints are correctly and legibly shown on the flight plan. Also, it is
desirable to select a waypoint loading sequence and number each waypoint
accordingly.
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If more than one copy of the flight plan is used by various crew member,
designate one of the official copy to eliminate possible confusion, ensure
that all necessary information (i.e. routing changes, estimated times of
arrival, waypoint loading sequence) is recorded on this flight plan and this
copy is used for all reports to ATC.
Additionally if the flight is within the North Atlantic organized track structure
(OTS), obtain a copy of the current track message (ATC expects the flight
crewmember to have a copy) and be alert for a conflict between the flight
plan and the track message.
Track messages are issued periodically and describe the North Atlantic
routes, gateways and flight levels available for eastbound and westbound
flights during the period indicated in the message (usually 12 hours).
The same concept should apply for Central East Pacific routes with
minimum navigation performance separation (MNPS) requirement.
b) Weather
In addition to the normal review of weather information concerning
terminals, be alert for hazardous weather en-route which may require a
flight plan change or inflight rerouting.
C O PY
It is important to obtain a copy of the wind flow chart (constant pressure
4 4 9
L 5 .0 1
chart or equivalent) for your flight level and route since this information may
ED
RO L n g /
prove valuable when evaluating wind forecasting errors and if DR operation
should be necessary due to equipment failure.
O N T
to plot the routeaof g g a
nflight on the chart to increase its
U N C
It is desirable
S i t 5
usefulness. Also,
plotting actualF l
as
o ra on the-0chart
the flight progresses,
1 2
consideration
- should be given to
l a wind information
yn of the forecast. 201 7 as a means of evaluating the
R o s e
accuracy
c) NOTAM
Besides checking notices to airmen (NOTAM) for facilities at departure,
destination and alternate airports, NOTAM concerning navigation aids or
special airspace restrictions along the planned route of flight should be
checked.
d) Equipment preflight
 In addition to operating procedures (checklists) to confirm proper
system operation, care should be taken to ensure that the navigation
equipment is properly programmed. This is very important procedure
which should not be rushed.
All navigation information (coordinates or courses and distance) should
be programmed by one flight crewmember and verified for correctness
by another. Also, verify that the same waypoint loading sequence is
used for each system.
At this time, it is desirable to indicate on the flight plan that the present
position (if applicable) and waypoints have been entered and cross-
checked. If time becomes a factor, it is more important to verify that the
01 Oct 2016 Page 3

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first 2 or 3 waypoints are correct than to rush through the procedure to

insert as much information as possible.
Consideration should be given to using another cross-check which
compares the flight plan or charted distance between waypoints and the
distance computed by the navigation system to detect programming or
flight planning errors. This serve as a double check on waypoint
verification and will also reveal an error in the flight plan should one
exist.
A difference in distance of more than 2 nm may indicate a programming
or flight plan error.
 It is advisable not to transcribe waypoints coordinates from source
documents (track messages, en-route charts, etc.) onto the flight plan
for insertion into the navigation computers.
In order to avoid errors in transcription, waypoint coordinates should be
inserted in to the computers directly from the source documents.
 Since the initial stages of the flight can be very busy, consideration
should be given to ensuring the navigation system waypoint transfer
switches are placed in auto to facilitate outbound tracking and waypoint
change over during this period.

C O PY
With systems such as INS/IRS, which navigate during ground
4 4 9
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operation. It is advisable to cross check present position, tax distance
RO L n g /
or ground speed as appropriate, prior to takeoff to confirm proper
O N T n g g a
system operation and to ensure that the present position remains
U N C S i t a
reasonable. While with FMS equipped, position is automatically
l o ra
updated during takeoff.
1 - 2 5
n F
arange of outbound 1 7 - 0
l y
2) En-route-within 0
2 the outbound gateway unless the required
se should not continue beyond gateway
RoFlights
long range navigation equipment is functioning properly. To confirm proper
operation, certain cross-checks should be performed while within range of the
gateway navigation aid. Since this may be the last positive position cross-check
until the inbound gateway, the following practices may also provide valuable
information for resolving any later navigation difficulties:
a) ATC clearance
All ATC oceanic clearances should be cross checked by two members to
ensure the clearance is copied correctly. Any flight plan waypoints which
may have been revised in an ATC clearance, should be crossed out and
the revised coordinates entered in a legible manner.
Prior to proceeding outbound gateway, the currently effective ATC
clearance should be compared to the flight plan and the information in the
navigation computers for the gateway and the subsequent waypoints
should be verified.
01 Oct 2016 Page 4

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b) Gross error check

A gross error check is a position accuracy cross-check, using normal airway
facilities such as VOR, VOR-DME or NDB. The gross error check is usually
accomplished by flying directly over the gateway (if possible) and
subsequently establishing the aircraft on the outbound course using the
gateway navigation aid. This check serves the following purposes:
 Detects errors which may have occurred in position information since
takeoff.
 Provides information which can be used to determine which system is
most accurate for use as a steering reference.
 Provides an opportunity to correct position information, if necessary.
 Can be used to confirm that the aircraft is established on the outbound
course and is tracking toward the next waypoint.
 Can be used to confirm that the aircraft is proceeding via the currently
effective ATC clearance.
 Radio/nav switches. In case where flight instruments are used for the
display of either airways (VOR) information or information from the long
range navigation system, the radio/nav switches should be left in the
RADIO position after passing the gateway navigation aid until the radio
information begins to become degraded. Then switches should be
C O PY
placed in the NAV position. Most FMC/IRS systems does this
4 4 9
automatically.
LED ng / 5.0 1
c) Compass deviation checkOL
O N TR n g g a
UN C
Consideration should
S i t a
be given to performing a compass deviation check on
systems, such as
l o r a
INS/IRS, which use
1
true
- 2 5
heading information from
n F
sources independent of
a deviation 2
the aircraft
1 7 0
compass
- system.
l y can0be
ose
The compass determined by comparing the INS/IRS
R derived magnetic headings to each compass heading. This information may
be used later in the flight to determine the most accurate system should a
divergence between system occurs.
The compass deviations can be applied to the respective compasses to
determine the actual magnetic heading. Local variation can be applied to
the true heading on each INS/IRS to obtain the derived magnetic headings.
The most accurate INS/IRS should be the one with a magnetic heading
which compares favorably with the actual magnetic heading.
3) En-route : after passing the gateway

The following practices should be used to monitor flight progress and confirm
that the assigned route of flight is maintained:
a) The system determined to be the most accurate during the gross error
check, should usually be selected as the autopilot steering reference.
b) Whenever possible, the system designated as a steering reference should
routinely display present position information.
c) Another system should be selected to routinely indicate cross-track
information.
01 Oct 2016 Page 5

▲
d) Cross-track, distance to go, and track angle error, if available should be

periodically cross checked to confirm that the track centerline is maintained.
4) En-route : approaching each waypoint

When within approximately two minutes of each waypoint. The following
practices should be used:
a) Both pilots should verify that the subsequent waypoint in the navigation
displays agrees with the currently effective ATC clearance.
b) Position information on the navigation displays should be recorded and
compared with the currently effective ATC clearance in order to ensure that
the aircraft is where it is supposed to be.
5) En-route : after passing each waypoint

Within several minutes after passing each Waypoint, the following practices
should be used:
a) Confirm that the navigation systems have switched to the next flight
segment.
b) Confirm that the aircraft is tracking along the next flight segment.
c) Approximately 10 minutes after passing each waypoint, the present position
information on the navigation displays should be plotted on a navigation
C O
satisfied (not applicable to most Doppler systems). PY
chart or recorded on the flight plan to confirm that the ATC clearance is
4 4 9
L ED 5 .0 1
RO L
6) En-route : approaching the inbound gateway
n g /
N T g theatransition from long range
g
N C O navigation.SThe
Certain preparations should be made for
i t a n
U
navigation to airways
l o
following practices are recommended:
rseta up the navigation
1 - 2 5 to receive the inbound
n a F
a) As soon as feasible,
aids. 017
- 0 radios
l y
gateway navigational
2 aids is providing reliable information, place
Rob)se When the gateway navigation
the radio/nav switch in the radio position and steer the aircraft so as to
acquire and maintain the proper inbound radial.
c) Unless directed otherwise by ATC, the aircraft should be flown directly
overhead the gateway.
d) When overhead the gateway, record the position information from the
navigation displays. This information can be used to confirm system
accuracy. It is recommended that system accuracy computation be made
after arrival to avoid conflicts with other cockpit duties during the critical
periods of descend, approach and landing.
7) After arrival
The individual navigation system errors and error rates, if applicable should be
computed and recorded for future reference. It is desirable to record this
information in a document which remains aboard the aircraft to provide
subsequent flight crewmembers with a recent history of system performance.
This information may be used with most systems to predict individual system
performance for future flights under similar circumstances. Additionally this
information may prove valuable to subsequent flight crewmembers for
resolving navigation abnormalities, such as divergence between systems.
01 Oct 2016 Page 6

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E. SPECIAL PRACTICE AND PROCEDURES – INS, IRS, FMC/IRS

In addition to the general practices and procedures in paragraph 6, the following
recommendation apply specifically to INS, IRS, FMC/IRS:
1) PRE FLIGHT
a) Since INS, IRS, FMC/IRS are a dead reckoning device and not a position
fixing device, any error induced during alignment will be retained and
possibly incremented throughout the flight unless removed through
updating procedures. Therefore, during preflight, care should be exercised
to ensure that accurate present position information is inserted into the INS,
IRS, FMC/IRS.
Although most INS, IRS, FMC/IRS will automatically detect large errors in
present position, longitude errors may exist without activating a warning
indication. Therefore when cross checking present position coordinates, be
alert for the correct hemispheric indicator, as well as the correct numerical
values.
Since most INS, IRS, FMC/IRS cannot be realigned inflight, special
procedures, such as ground alignment, may be required to correct a
significant error in present position. If the INS, IRS, FMC/IRS in use have
the capability of simultaneous loading by use of a remote feature (e.g.
C O PY
FMC’s CDU), care should be taken so that any data entered by this method
4 4
is cross checked separately on each individual INS, IRS, FMC/IRS to detect9
data insertion errors.
L ED 5 .0 1
RO L g /
nand modification status
O N T
b) The INS, IRS, FMC/IRS
g a
software identification
n g
UN C
codes should be verified to
t a
ensure
i that the proper
S checklist is means
equipment is installed
and
l o r a
the appropriate operating
should include a 1
used.
- 2 5of ensuring that the INS,
n F
c) The operating checklist
a to navigate2and0that 1 7 0
- navigation mode is activated prior to
l y
IRS are ready the
R ose moving the aircraft. Most FMC/IRS’s do this activation automatically. Any
movement of the aircraft prior to activating the navigation mode may induce
very large errors which can only be corrected by ground alignment.
d) After the INS, IRS is placed in the navigation mode or the FMC/IRS
alignment is ready in navigation mode, ground speed (or tax speed) should
be checked when the aircraft is stationery. An erroneous reading of more
than a few knots may indicate a faulty or less reliable unit. If this occurs, a
check should be made on the malfunction codes.
2) INFLIGHT UPDATING
Since INS, IRS are essentially accurate and reliable, there is the possibility that
in attempt to obtain a slight improvement in accuracy by inflight updating, a
human mistake may result in a more serious error.
On the other hand, INS, IRS errors generally increase with time and are not
self-correcting. Therefore, if large tracking errors are permitted to occur, aircraft
safety and separation criteria may be significantly degraded. The
aforementioned factors should be considered in any decision relative to inflight
updating.
As a guide to flight crewmember, Garuda Indonesia considers that unless the
ground facility provide a precise check, and unless the error is fairly significant
01 Oct 2016 Page 7

▲
(e.g. more than 6 nm or 2 nm/hour), it is preferable to retain the error rather

than update.
Most FMC/IRS’s are capable of automatic inflight updating when within range
of VOR/DME stations, while manual updating is still possible.
12.4.3 REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

Aircraft authorized for operations in RVSM airspace shall provide the following
functions when operating in defined RVSM airspace (VSM of 300 meters (1,000 FEET)
applied above FL290):
a) Indicates to the flight crewmember the flight level being flown;
b) Automatically maintains a selected flight level;
c) Provides an alert to the flight crewmember when a deviation occurs from the
selected flight level. The threshold for the alert shall not exceed 90 m (300 FEET);
d) Automatically reports pressure altitude.
A. GENERAL OPERATING POLICY AND PROCEDURES

Generally, flight crewmember operating procedures in RVSM airspace are no
different than those in any other airspace; however, the implementation of RVSM
necessitates some development and/or changes in procedures. Given the safety
C O PY 4 4 9
requirements and the effect large height deviations could have on the risk levels,
ED .0 1
crews should exercise increased vigilance to minimize the occurrence of deviations
L 5
from the assigned flight level.
RO L n g /
N T g g a
During U
CO the flight crewmember
Flight Planning Phase
Nplanning, S i t an and dispatchers (FOO) shall pay
flight
particular attention toF l o ra which may-0 1 25 in RVSM airspace.
-operation
nbutamay not be limited
conditions, affect
e l
These include,y 2 0 1
to: 7
s the aircraft is approved for RVSM operations.
R oThat
 Letter “W” should be annotated in block 10 of the ICAO Flight Plan, or 2nd line
on the Garuda CFP.
 Reported and forecast weather conditions on the route of flight.
 Accounting for any aircraft operating restrictions related to RVSM airworthiness
approval.
Pre-flight check / Before Takeoff

 Review aircraft maintenance log to ensure that maintenance action has been
taken to correct defects to required equipment (also refer to MEL when
necessary) and to ascertain the condition of equipment required for flight in the
RVSM airspace are operational (unless restricted by other operations criteria),
such as:
 Primary altimeters (Captain’s and F/O’s) and/or ADC/static system,
depending on the aircraft type
 Autopilot (at least one in altitude keeping capability)
 Altitude alerting system (at least one)
01 Oct 2016 Page 8

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 During external inspection of aircraft (may be accomplished by or maintenance

personnel), ensure in good condition:
 the static sources,
 the fuselage skin in the vicinity of each static source, and
 other component that may affect altimetry system.
 Check (with current altimeter setting being set):
 Actual field elevation against displayed elevation on altimeter indicator,
maximum 75 feet.
 The difference between the Captain’s altimeter and F/O’s altimeter within
the aircraft limitations (FCOM/AOM).
 Before takeoff, equipment required for flight in RVSM airspace should be
operational, and indications of malfunction should be resolved.
Inflight Procedures (refer to respective FCOM/AOM on RVSM Limitations)

 Before entering RVSM airspace, check the following equipment to be operating
normally:
 Captain’s and FO’s altimeters,
 At least one automatic pilot (with altitude keeping capability: VNAV; or ALT
HOLD; or V/S with 000 V/S selected),
C O PY 4 4 9

ED
At least one altitude alerting system.
L 5 .0 1
Note:
O L
Rrequired n g /
O N T n g g a
In the event that
UN C any of the
S i t a
equipment fails prior to the aircraft entering
RVSM airspace, request
lo ra
anew clearance so as
1-
to
2 5
avoid flight in this airspace.
a F 7 - 0
s e l yncleared transition 2
 Within RVSM airspace:
0 1
Ro or undershoot the old or the new flight
 During between levels, the aircraft should not overshoot
level by more than 150 feet.
 Unless required by circumstances (for example: turbulence; the need to re-
trim the aircraft; etc.), the autopilot should be operative and engaged during
level cruise.
 Altitude alerting system should be operative and engaged (as applicable
per aircraft type).
 At intervals of approximately one hour:
 Cross check Captain’s altimeter and F/O’s altimeter agree within 200 feet
or aircraft limitation (as per aircraft type), whichever is lower. If not,
considered defective and notify ATC.
 Use transponder (altitude reporting) according to the altimetry system being
used to control the aircraft (operating autopilot).
01 Oct 2016 Page 9

▲
Post Flight
 Make AML entries against malfunctions.
 In making aircraft maintenance log book entries against malfunctions in height-
keeping systems, the flight crewmember should provide sufficient detail to
enable maintenance to effectively troubleshoot and repair the system.
The flight crewmember should write down in detail the actual defect and the crew
action taken to try to isolate and rectify the fault. The following information should
be noted when appropriate:
 Primary and standby altimeter readings.
 Altitude selector setting.
 Subscale setting on altimeter.
 Autopilot used to control the airplane and any differences when the alternate
system was selected.
 Differences in altimeter readings if alternate static ports selected.
 Use of air data computer selector for fault diagnosis procedure.
 Transponder selected to provide altitude information to ATC and any difference
if alternate transponder or altitude source is manually selected.
Inflight Contingencies
Cleared Flight Level (CFL), such as:

C O PY
Should the problem arise inflight that will affect the aircraft capability to maintain
4 4 9
L D aboard the/ aircraft;
EDevices 5 .0 1
R
 loss of redundancy ofTaltimetry
L
 failure of all automatic Altitude Keeping
g
O systems, organyanpart of these, aboard the
C O N t a n g
aircraft;
 lossU S i
N on an engineranecessitating descent; 5
of thrust
 any other equipmentF l o - 0 1 2
to-maintain Cleared Flight Level
na 7
failure affecting the ability
(CFL);land
e y
s than moderate turbulence 2 0 1
R ogreater
the basic concept of inflight contingency is as follows:
 Notify ATC and coordinate a plan of action, if possible request an ATC
clearance before deviating from assigned route or flight level.
 Follow established contingency procedures to leave the assigned route or track
for that specific area (refer to OM-A Chapter 12.4.3-03 for Pacific area), and
obtain ATC clearance.
 If unable to obtained revised ATC clearance in a timely manner and action is
required to avoid potential conflict with other aircraft, then the aircraft should be
flown at an altitude and/or on a track where other aircraft are least likely to be
encountered. This can be accomplished by offsetting from routes or altitudes
normally flown in the airspace. The Doc 7030 paragraphs entitled “Special
Procedures for Inflight Contingencies” provide recommendations on the order of
preference for the following pilot actions:
 The pilot may offset half the lateral distance between routes or tracks.
 The pilot may offset half the vertical distance between altitudes normally
flown.
 The pilot may also consider descending below FL 285 or climbing above FL
410. (The vast majority of oceanic traffic has been found to operate between
01 Oct 2016 Page 10

▲
FL 290 and 410. Flight above FL 410 or below FL 285 may limit exposure to
conflict with other aircraft).
 When executing a contingency maneuver the pilot should:
 Watch for conflicting traffic both visually and by reference to ACAS, if
equipped.
 Continue to alert other aircraft using 121.5 MHz (as a backup, the VHF
inter-pilot air-to-air frequency may be used) and aircraft lights.
 Continue to fly offset tracks or altitudes until an ATC clearance is obtained.
 Obtain an ATC clearance as soon as possible.
PIC have the final authority and responsible for the safe operation of the aircraft,
therefore PIC may take any action necessary outside this guidance to maintain
the safe operation of the aircraft.
Guidance for pilots in the event of equipment failures or encounters with

turbulence in RVSM air space:
Scenario 1:
1) The pilot is unsure of the vertical position of the aircraft due to the loss or
degradation of all primary altimetry systems, or
C O PY 4 4 9
L 5 .0 1
2) The pilot is unsure of the capability to maintain cleared flight level (CFL) due to
ED
RO g /
turbulence or loss of all automatic altitude control systems.
L ncan be expected to:
The Pilot should:
O N T n g g a
ATC
N C
Maintain CFL while
U S i t
evaluating the situation; a
o
Watch for conflicting trafficlboth
F a and by 1-25
rvisually
n a 1 7 - 0
If o s e y
l necessary, alert nearby
reference to TCAS, if equipped;
20aircraft
Rby considered
(a) making maximum use of exterior lights;

(b) broadcasting position, FL, and intentions
on 121.5 MHz (as a backup, the VHF inter-
pilot air-to-air frequency, 123.45 MHz, may
be used).
Notify ATC of the situation and intended Obtain the pilot’s intentions and pass
course of action. Possible courses of action essential traffic information.
include:
(a) maintaining the CFL and route provided (a) If the pilot intends to continue in
that ATC can provide lateral, longitudinal or RVSM airspace, access traffic
conventional vertical separation. situation to determine if the aircraft
can be accommodated through the
provision of lateral, longitudinal, or
conventional vertical separation; and,
if so, apply the appropriate minimum.
01 Oct 2016 Page 11

▲
The Pilot should: ATC can be expected to:

(b) requesting ATC clearance to climb above (b) If the pilot requests clearance to exit
or descend below RVSM airspace if the RVSM airspace, accommodate
aircraft cannot maintain CFL and ATC expeditiously, if possible.
cannot establish adequate separation from (c) If adequate separation cannot be
other aircraft. established and it is not possible to
comply with the pilot’s request for
clearance to exit RVSM airspace,
advise the pilot of essential traffic
information, notify other aircraft in the
vicinity and continue to monitor the
situation.
Notify adjoining ATC facilities/sectors of
the situation.
Scenario 2:
There is a failure or loss of accuracy of one primary altimetry system (e.g., greater
than 200 feet difference between primary altimeters)
The Pilot should
Cross check standby altimeter, confirm the
C O PY 4 4 9
L ED
accuracy of a primary altimeter system and
5 .0 1
notify ATC of the loss of redundancy. If unable
RO L n g /
O N T n g g a
to confirm primary altimeter system accuracy,
follow pilot actions listed in the preceding
N C
scenario.
U S i t a
l o ra 1 - 2 5
n F
a In The Event 1 7 - 0
s e
Expandedl y
Guidance 2 0 Of Equipment Failure and Turbulence
R o
Encounter Scenarios:
Scenario 1:
All automatic altitude control systems fail (e.g., Automatic Altitude Hold).
Initially
Maintain CFL
Evaluate the aircraft's capability to maintain
altitude through manual control.
Subsequently
Watch for conflicting traffic both visually and by
reference to TCAS, if equipped.
01 Oct 2016 Page 12

▲

If considered necessary, alert nearby aircraft
by:
(a) Making maximum use of exterior lights;
(b) Broadcasting position, FL, and intentions
pilot air-to-air frequency may be used.)
Notify ATC of the situation and intended course
of action. Possible courses of action include:
(a) maintaining the CFL and route provided (a) If the pilot intends to continue in
that the aircraft can maintain level. RVSM airspace, access traffic
situation to determine if the aircraft
or descend below RVSM airspace if the RVSM airspace, accommodate
aircraft cannot maintain CFL and ATC expeditiously, if possible.
cannot establish lateral, longitudinal or (c) If adequate separation cannot be
established and it is not possible to
PY
conventional vertical separation.
C O 1 4 4 9
ED
clearance to exit RVSM airspace,
L L / 5 .0
advise the pilot of essential traffic
T RO g a n g information, notify other aircraft in the
C O N t a n g vicinity and continue to monitor the
U N S i 5
situation.
F l o ra - 0 1 - 2 Notify adjoining ATC facilities/sectors of
l y n a 2 0 1 7 the situation.
ose 2:
RScenario
Loss of redundancy in primary altimetry systems
If the remaining altimetry system is functioning Acknowledge the situation and continue
normally, couple that system to the automatic to monitor progress.
altitude control system, notify ATC of the loss
of redundancy and maintain vigilance of
altitude keeping.
Scenario 3:
All primary altimetry systems are considered unreliable or fail
Maintain CFL by reference to the standby
altimeter (if the aircraft is so equipped).
Alert nearby aircraft by
(a) Making maximum use of exterior lights;
01 Oct 2016 Page 13

▲

(b) Broadcasting position, FL, and intentions
pilot air-to-air frequency, 123.45 MHz may
be used).
Consider declaring an emergency. Notify ATC Obtain pilot's intentions, and pass
of the failure and intended course of action. essential traffic information.
Possible courses of action include:
(a) maintaining CFL and route provided that (a) If the pilot intends to continue in
ATC can provide lateral, longitudinal or RVSM airspace, assess traffic
conventional vertical separation. situation to determine if the aircraft
or descend below RVSM airspace if ATC RVSM airspace, accommodate
cannot establish adequate separation expeditiously, if possible.
from other aircraft.
(c) If adequate separation cannot be
C O PY 4 4
established and it is not possible to
9
L ED 5 .0 1 clearance to exit RVSM airspace,
RO L n g / advise the pilot of essential traffic
O N T n g g a information, notify other aircraft in the
U N C S i t a vicinity and continue to monitor the
l o ra 1 - 2 5 situation.
n a F 1 7 - 0 Notify adjoining ATC facilities/sectors of

l y 2 0 the situation.
ose
RScenario 4:
The primary altimeters diverge by more than 200 feet (60 m)
The Pilot should:
Attempt to determine the defective system
through established trouble-shooting
procedures and/or comparing the primary
altimeter displace to the standby altimeter (as
corrected by the correction cards, if required).
If the defective system can be determined,
couple the functioning altimeter system to the
altitude-keeping device.
If the defective system cannot be determined,
follow the guidance in Scenario 3 for failure or
unreliable altimeter indications of all primary
altimeters.
01 Oct 2016 Page 14

▲
Scenario 5:
Turbulence (greater than moderate) which the pilot believes will impact the
aircraft's capability to maintain flight level.
Subsequently
Watch for conflicting traffic both visually and by
reference to TCAS, if equipped.
If considered necessary, alert nearby aircraft
by
(a) making maximum use of exterior lights;
(b) broadcasting position, FL, and intentions
pilot air-to-air frequency, 123.45 MHz, may
be used).
Notify ATC of the situation and intended course
of action. Possible courses of action include:
(a) maintaining CFL and route ATC can (a) Assess traffic situation to determine if
provide lateral, longitudinal or conventional the aircraft can be accommodated
vertical separation.
C O PY
through the provision of lateral,
4 4
longitudinal, or conventional vertical9
L ED .0 1
separation; and, if so, apply the
5
Rif O L g /
appropriate minimum.
n to provide adequate
(b) requesting flight levelN
O T
change,
g a
necessary. (b) Ifgunable
n separation, advise the pilot of
U N C S i t a essential5 traffic information and
F l o ra - 0 1 -2pilot’s intentions.
request
e l y na 2 0 1 7 (c) Notify other aircraft in the vicinity and

Ros monitor the situation.
Notify adjoining ATC facilities/sectors of
the situation.
Wake Turbulence Procedures

The ATS authorities developed pilot and ATC procedures for aircraft experiencing
wake turbulence. These procedures provide for the contingency use of a 2 NM lateral
offset to avoid exposure to wake turbulence. The procedures have been published in
State NOTAMS and AIPs and are planned for publication in Regional Supplementary
Procedures.
Transponder Failure in RVSM Transition Areas

The specific actions that ATC will take in the event of transponder failure in RVSM
transition areas will be determined by the provider States. (Transition areas are
planned to be established between airspace where different vertical separation
standards are applied).
01 Oct 2016 Page 15

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Special Emphasized Items

The following items should also be reviewed:
 Knowledge and understanding of standard ATC phraseology used in each area
of operations;
 Importance of crew members cross checking each other to ensure that ATC
clearances are promptly and correctly complied with;
 Use and limitations in terms of accuracy of standby altimeters in contingencies.
 Problems of visual perception of other aircraft at 1,000 ft (300 m) planned
separation during night conditions, when encountering opposite and same
direction traffic, and during turns;
 Characteristics of aircraft altitude capture systems which may lead to the
occurrence of overshoots;
 Operational procedures and operating characteristics related to TCAS (ACAS)
operation in an RVSM operation;
 Relationship between the altimetry, automatic altitude control, and transponder
systems in normal and abnormal situations;
 Aircraft operating restrictions (if required for the specific aircraft group) related to
RVSM airworthiness approval. (See limitations on appropriate FCOM/AOM).
 Use of track offset procedures to mitigate the effect of wake turbulence
C O PY 4 4 9
B. PACIFIC RVSM
L ED levels togbe/ applied
5 1
.0 in RVSM
O L n
designated airspace. NTR
The diagram on the right shows the cruising
g g a
nRVSM separation will be applied are
Oto the airspaceSinitwhich
U N C a
The levels that relate
l o ra 1 - 2 5
shown in bold text.
n a F 1 7 - 0
l y 2 0
Rose
01 Oct 2016 Page 16

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The picture below illustrates the RVSM areas in the Pacific Ocean.
A Anchorage Arctic
B Anchorage Continental
C Anchorage Oceanic
D Tokyo Oceanic
E Naha Oceanic
F Oakland Oceanic
G Honolulu Center
H Moresby Center
I Brisbane Oceanic
J Nadi Area Control
Center
K Tahiti Control
L Auckland Oceanic
M Christchurch Center
Note
Anchorage Oceanic,
Tokyo Oceanic, Oakland
Oceanic, Honolulu Center,
C O PY 4 4 9
Moresby Center, Brisbane
L ED 5 .0 1 Oceanic, Nadi Area
RO L n g / Control Center, Tahiti
O N T n g g a Control, and Auckland

Oceanic are RVSM
U N C S i t a designated airspace.
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
ose
ROperating Procedures in Pacific Oceanic
The operating procedures applied in the Pacific Oceanic RVSM are basically to
follow the “General Operating Policy and Procedures” in paragraph 3 (OM-A
Chapter 12.4.3-02).
Weather Deviation Procedures

The following procedures are intended to provide guidance. All possible
circumstances cannot be covered. The pilot’s judgement shall ultimately determine
the sequence of actions taken and ATC shall render all possible assistance.
If the aircraft is required to deviate from track to avoid weather and prior clearance
cannot be obtained, an air traffic control clearance shall be obtained at the earliest
possible time. In the meantime, the aircraft shall broadcast its position (including the
ATS route designator or the track code, as appropriate) and intentions, on the
frequency in use, as well as on frequency 121.5 MHz, at suitable intervals until ATC
clearance is received.
The pilot shall advise ATC when weather deviation is no longer required, or when a
weather deviation has been completed and the aircraft has returned to the centreline
of its cleared route.
01 Oct 2016 Page 17

▲
Obtaining ATC priority:

When the pilot initiates communications with ATC, rapid response may be obtained
by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired
on the frequency and for ATC response.
The pilot still retains the option of initiating the communications using the urgency
call "PAN PAN PAN" to alert all listening parties to a special handling condition which
may receive ATC priority for issuance of a clearance or assistance.
When controller-pilot communications are established, the pilot shall notify ATC and
request clearance to deviate from track, advising, when possible, the extent of the
deviation expected. ATC will take one of the following actions:
 if there is no conflicting traffic in the horizontal dimension, ATC will issue
clearance to deviate from track; or
 if there is conflicting traffic in the horizontal dimension, ATC will separate aircraft
by establishing vertical separation or, if unable to establish vertical separation,
ATC shall:
 advise the pilot that standard separation cannot be applied;
 provide essential traffic information for all affected aircraft; and
 if possible, suggest a course of action.
C O PY
Communications not established or revised ATC clearance not available:
4 49is
If contact cannot be established or revised airD traffic control clearance0 or1
L Lis E / 5 . the pilot shall
advisory
take the following actions:TRO

not available and deviation from track
g
required to avoid weather,
g a n
C O N an i t a g
n track or route system;
U N
 if possible, deviate away from S organised
raand intentions-on0the 25 in use, as well as on
l
 broadcast aircraft position
F o 1 -frequency
frequency n
l y a
121.5
0 1 7
MHz, at suitable intervals stating: flight identification (operator
2 or ATS route designator, and extent of deviation
sesign), (as
Roexpected
call flight level, track code
a back-up, the VHF inter-pilot air-to-air frequency may be used);
 watch for conflicting traffic both visually and by reference to TCAS/ACAS (if
equipped);
 turn on aircraft exterior lights;
 for deviations of less than 10 NM or operations within the composite route
systems, aircraft should remain at a level assigned by ATC;
 when the aircraft is approximately 10 NM from track, initiate a level change
based on the following criteria:
Route centerline track Deviations> 10 NM Level Change
EAST LEFT DESCEND 300 feet

000-179o magnetic RIGHT CLIMB 300 feet
WEST LEFT CLIMB 300 feet

o
180-359 magnetic RIGHT DESCEND 300 feet
01 Oct 2016 Page 18

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 when returning to track, be at its assigned level, when the aircraft is within
approximately 10 NM of centreline; and
 if contact was not established prior to deviating, continue to attempt to contact
ATC to obtain a clearance. If contact was established, continue to keep ATC
advised of intentions and obtain essential traffic information.
12.4.4 PERFORMANCE BASED NAVIGATION (PBN)

Performance-based navigation is an area navigation based on performance
requirements for aircraft operating along an ATS route, on an instrument approach
procedure or in a designated airspace.
Performance requirements are expressed in navigation specifications in terms of
accuracy, integrity, continuity, availability and functionality needed for the proposed
operation in the context of a particular airspace concept.
Two fundamental aspects of any PBN operation are the requirements set out in the
appropriate navigation specification and the navigation aid infrastructure (both ground-
and space-based) allowing the system to operate.
Navigation specification
PY
Set of aircraft and crewmember requirements needed to support performance-based
C O 4 4
navigation operations within a defined airspace. There are two kinds of navigation
1 9
specification:
L L E D / 5 .0
T R
1. RNAV specification. A navigationOspecification based
g a on g
narea navigation that does
C N
Oe.g. RNAV 5, S
not include the requirement
a
for performance
t n g
monitoring and alerting, designated
by the prefixN
U RNAV, i
RNAV 1.
5on area navigation that
F l o ra specification
2. RNP specification. A navigation
- 0 1 - 2
based
y n a RNP 4,forRNP
includes the requirement
l performance7
2 0 1 monitoring and alerting, designated by
R ose
the prefix RNP, e.g. APCH.
Navigation aid (navaid) infrastructure

Navaid infrastructure refers to space-based and or ground-based navigation aids
available to meet the requirements in the navigation specification.
Navigation application
The application of a navigation specification and the supporting navaid infrastructure,
to routes, procedures, and/or defined airspace volume, in accordance with the
intended airspace concept.
The navigation application is one element, along with communication, surveillance and
Air Traffic Management (ATM) procedures which meet the strategic objectives in a
defined airspace concept.
RNAV operations
Aircraft operations using area navigation for RNAV applications. RNAV operations
include the use of area navigation for operations which are not developed in
accordance with this manual.
01 Oct 2016 Page 19

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RNAV system
Navigation system which permits aircraft operation on any desired flight path within the
coverage of station-referenced navigation aids or within the limits of the capability of
self-contained aids, or a combination of these. An RNAV system may be included as
part of a flight management system (FMS).
RNP operations
Aircraft operations using an RNP system for RNP navigation applications.
RNP route
An ATS route established for the use of aircraft adhering to a prescribed RNP
navigation specification.
RNP system
An area navigation system which supports on-board performance monitoring and
alerting.
PBN is one of several enablers of an airspace concept. Communications, ATS
surveillance and ATM are also essential elements of an airspace concept. This is
demonstrated in Figure below. The concept of performance-based navigation (PBN)
relies on the use of an area navigation (RNAV) system. There are two core input
components for the application of PBN:
C O PY 4 4 9
1) the navaid infrastructure;
L ED 5 .0 1
L
ROin the contextgg g /
then
2) the navigation specification;
T of a
O N
Applying the above components
n airspace concept to ATS
U N C proceduresS
routes and instrument
a itain a third component:
results
5
F l
3) the navigation application.o r - 0 1 - 2
l y n a 2 0 1 7
Rose
Nav Spec
Airspace Concept
RNAV spec.
Navigation RNP spec. Do not include
Include a a req. for
Com PBN Concept ATS ATM req. for on- On-board
Sur board performance
Navigation application Performance monitoring &
monitoring & Alerting
Alerting
Nav
Nav Spec Infrastructur Designation Designation
e RNP X RNAV X
PBN Concept Nav Spec. Designations Excluding Those used in Final App
01 Oct 2016 Page 20

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12.4.4.1 P-RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNP-4, B-RNAV/ RNP-5

P-RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNP-4, B-RNAV/ RNP-5 are a
Performance Based Navigation (PBN) that requires accuration of 1,2,4,5 NM
respectively either side of en-route and SID/STAR route. The following is a
guidelines for Pilot and Flight Operations when conducting P-RNAV/ RNAV-1/
RNP-1, RNAV-2/ RNP-2, RNP-4 airspace.
When the term ‘P-RNAV ‘is mentioned, it shall be regarded as representing P-
RNAV/ RNAV-1/ RNP-1.
P-RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNP-4, B-RNAV/ RNP-5 approval
must be obtained before commencing P-RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2,
RNP-4, B-RNAV/ RNP-5 operations.
It should be noted that the procedures detailed in the following paragraphs include
those of a generic nature, to be carried out as part of SOPs. Those which are particularly
relevant or specific to P-RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNP-4, B-RNAV/
RNP-5 operations are highlighted in bold.
01. PRE-FLIGHT PLANNING

A. Crew Qualification
The flight crewmember must be trained, qualified and current for the
intended route.
C O PY 4 4 9
EDandRNP-5
LB-RNAV/
The flight crewmember must be qualified current for P-RNAV/ 1
5.0 RNAV-1/
RNP-1, RNAV-2/ RNP-2,O
R L
RNP-4,
n g /
operations.
O N T n g g a
N C
B. Flight Planning
U an aircraft with S i t a
For
l o r
PBNaapproved, a “R”1shall
- 2 5inserted in the FPL Item
be
n a F
10. In addition:
1 7 - 0
l y 0
2 Approval
RoseItem Number
18 P-RNAV/RNAV-1
Code in Flight Plan
“D1”
18 B-RNAV / RNAV-5 “B1”
18 RNAV-2 “C1”
18 RNP-4 “L1
18 RNAV-10 “A1”
18 RNP-1 “O1”
18 RNP-APCH “S1”
18 RNP-APCH WITH BARO-VNAV “S2”
Note: For Japan according to AIP, relevant certification/approval must be
included in the NAV item column RNAV1 RNAV5 RNP 10
C. NOTAM
The NOTAMS must advise lack of availability of any navigation aid that might
affect the navigation infrastructure required for the intended operation,
including any non-RNAV contingencies and must be confirmed for the period
of intended operation.
GNSS specific: if a stand-alone GPS is to be used for P-RNAV, the availability
of RAIM must be confirmed with account taken of the latest information from
01 Oct 2016 Page 21

▲
the US Coastguard or from the EUROCONTROL AUGUR website which give

details of satellite non-availability.
D. Minimum Equipment List (MEL)

Any Navigation equipment unserviceability must be checked against MEL
for effect on RNAV operations. Availability of the onboard navigation
equipment necessary for the route to be flown must be confirmed. In certain
areas, this may include the availability of an autopilot and/or a flight director to
maintain track keeping accuracy.
Where the responsible airspace authority has specified in the AIP that dual P-
RNAV systems are required for a specific Terminal Area P-RNAV procedure,
the availability of dual P-RNAV systems must be confirmed.
This typically will apply where procedures are effective below the applicable
minimum obstacle clearance altitude or where radar coverage is inadequate for
the purposes of supporting P-RNAV. This will also take into account the
particular hazards of a Terminal Area and the feasibility of contingency
procedures following loss of P-RNAV capability.
E. Database
The onboard navigation database must be current and appropriate for the
C O PY 4 4 9
intended operation and include the relevant navigation aids, waypoints, and
ED .0 1
coded Terminal Area procedures for the departure, arrival and alternate
L 5
airfields.
RO L g /
nsupplier or be checked via
N T
Ocompany procedure.
The database must
n g g a
be provided by an approved
U N C
an approved
S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
RoA.se
02. BEFORE START
System Initialization
At system initialization, the flight crewmember must confirm that the navigation
database is current and verify that the aircraft position has been entered
correctly.
B. Check of the Active Flight Plan

The active flight plan should be checked by comparing the charts, SID or other
applicable documents, with the map display (if applicable) and the MCDU. This
includes:
 confirmation of the correct waypoint sequence,
 reasonableness of track angles and distances,
 any altitude or speed constraints, and
 correct identification, where possible, of waypoints as fly-by or fly-
over waypoints.
Pilots shall particularly focus on any segment of the P-RNAV/ RNAV-1/ RNP-
1, RNAV-2/ RNP-2, RNAV-4, B-RNAV/ RNP--5 procedure which is below
MSA.
01 Oct 2016 Page 22

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If required by a procedure, a check will need to be made to confirm that position

updating will use a specific navigation aid, or to confirm exclusion of a specific
navigation aid.
A procedure shall not be used if doubt exists as to the validity of the procedure
in the navigation database
Note: As a minimum, the departure checks could be a simple inspection of a
suitable display to achieve the objectives of this paragraph.
C. Route Modifications
Route modifications in the Terminal Area may take the form of radar headings
or 'direct to' clearances and the flight crewmember must be ready to react
promptly. This may include the insertion in the flight plan of a waypoint
sequence loaded solely from the database as part of an alternative procedure.
The creation of new waypoints by manual entry into the RNAV system by
the flight crewmember is not permitted as it would invalidate the affected P-
RNAV/ RNAV-1/ RNP-1, RNAV-2/ RNP-2, RNAV-4, B-RNAV/ RNP-5
procedure.
03. TAKEOFF
A. Prior to Takeoff
C O PY 4 4 9
ED .0 1
Prior to commencing takeoff, the flight crewmember must verify that the RNAV
L 5
RO L n g /
system is available and operating correctly and, when available, the correct
O N T
airport and runway data have been loaded.
n g g a
B. LineN
U UpC S i t a
F
Unless automaticl o
updating 1 -25point is provided, the flight
ra of the actual-0departure
l y a must ensure2initialization
nrunway
crewmember
0 1 7 on the runway either by means of a
R os e
manual threshold or intersection update, as applicable. This is to
preclude any inappropriate or inadvertent position shift after takeoff.
GNSS specific: the signal must be acquired before the takeoff roll commences
and GNSS position then may be used in place of the runway update.
04. DEPARTURE
A. Flight Plan Monitoring
During the procedure and where feasible, flight progress should be monitored
for navigational reasonableness, by cross-checks, with conventional
navigation aids using the primary displays in conjunction with the MCDU.
If P-RNAV capability is not based on GNSS equipage, transition to the P-RNAV
structure shall only be made from the point where the aircraft has entered
DME/DME coverage.
Note: When a procedure is designed to be started conventionally, then the first
point of the P-RNAV procedure will be identified on the charts.
01 Oct 2016 Page 23

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B. Track Keeping Monitoring

When using autopilot and/or flight director, particular attention should be paid
to the selected/armed mode as the resultant track keeping accuracy may vary.
Track keeping monitoring of a P-RNAV procedure below MSA will also
require particular attention in degraded conditions such as engine failure, as
both the vertical and the lateral obstacle clearance are more critical.
The creation of new waypoints by manual entry into the RNAV system by the
flight crewmember is not permitted as it would invalidate the P-RNAV procedure.
05. DESCENT AND ARRIVAL

A. Check of the Active Flight Plan
As for departure, prior to the arrival phase, the flight crewmember should verify
that the correct terminal procedure has been loaded.
The active flight plan should be checked by comparing the charts with the map
display (if applicable) and the MCDU.
This includes again:
 confirmation of the waypoint sequence,

PY
reasonableness of track angles and distances,
 any altitude or speed constraints,
C O 1 4 4 9

ED 5 .0
Where possible, which waypoints are fly-by and which are fly-over
L L g /
Some P-RNAV procedures
N T Rto O a nto are
called open procedures
g g terminated by means
of a heading
ontoN C O segment assist
S i t a n
sequencing and prevent automatic turns
U final approach.
l o r a 1 - 2 5that updating will include
F
aa particular navigation
If required, a check
n aid7
-
will need to be made
1 0to confirm
l y 2 0
ose
or exclude as appropriate.
R A procedure shall not be used if doubt exists as to the validity of the procedure
in the navigation database.
Note: As a minimum, the arrival checks could be a simple inspection of a
suitable display to achieve the objectives of this paragraph.
The crew briefing shall include reversion to a conventional procedure and the
go-around procedure.
The creation of new waypoints by manual entry into the RNAV system by the
flight crewmember is not permitted as it would invalidate the P-RNAV
procedure.
B. System Accuracy Check

For RNAV systems without GNSS updating, a reasonableness check is
required during the descent phase before reaching the Initial Approach
Waypoint (IAWP).
For example, where feasible, display bearing/range to a VOR/DME on the
RNAV system and compare it to the actual RMI reading of that particular navaid.
01 Oct 2016 Page 24

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It should be noted that:

 For some systems the accuracy may be derived from the navigation mode
or accuracy mode.
 Where the MCDU is not capable of displaying accuracy in decimal units,
then an approved alternative means of checking will have to be followed.
GNSS specific: for GNSS based systems, absence of a triggered alarm is
considered sufficient
If the check fails, a conventional procedure must then be flown.
Where the contingency to revert to a conventional arrival procedure might be
required, the flight crewmember must make the necessary preparation and
briefing.
C. Route Modifications
Route modifications in the Terminal Area may take the form of radar headings
or 'direct to' ATC clearances and the flight crewmember must be ready to react
promptly. This may include the insertion in the flight plan of a waypoint sequence
loaded solely from the database as part of an alternative procedure.
Manual entry or modification by the flight crewmember of the loaded
PY
procedure, using temporary waypoints or fixes not provided in the database, is
not permitted.
C O 1 4 4 9
L
Any published altitude and speedL E D must be/ 5observed,
constraints .0 unless
otherwise instructed byR
T O
ATC.
g a n g
C N
O MonitoringSitan g
U N
D. Track Keeping
a autopilot and/or1flight
rusing 2 5
F o
As for departure, lwhen
0 -
- mode as the response to the track
director, particular attention
shouldn bea 1 7
l y 0
paid to the selected/armed
keeping demand may vary.2
Rose
12.4.4.2 RNP APCH / RNAV (GNSS)
01. INTRODUCTION
The ICAO has asked States to implement the operations described in the PBN
manual (Doc 9613). RNP APCH approach procedures, published under the
name RNAV(GNSS), will therefore become more generally adopted.
Terminology used:
 ABAS: Aircraft Based Augmentation Systems
 APV: Approach Procedure with Vertical Guidance
 FPA: Flight path Angle.
 LPV: Localizer Performance with Vertical Guidance
 PBN: Performance Based Navigation, Doc 9613 ICAO manual defining the
RNAV and RNP navigation specifications.
 RNP(APCH) / RNAV(GNSS): The ICAO terminology (PBN Manual) which
designates the RNAV(GNSS) approaches is RNP APCH.
 RNAV/GNSS system: terminology used in the guide to designate the
01 Oct 2016 Page 25

▲
system used for RNAV(GNSS) approaches. This term covers both GNSS
systems and multi-sensor RNAV (FMS) systems using GNSS. The
corresponding terminology in the PBN is RNP system.
 SBAS: Satellite Based Augmentation System
 V/S: Vertical Speed
Caution: This guide does not deal with "RNP AR APCH" approach procedures,
generally referred to as
RNAV (RNP), which require a particular operational approval process in
accordance with DGCA.
02. OPERATIONAL CRITERIA

An RNP APCH/ RNAV (GNSS) approach typically covers four possible types
of approach procedure:
Non-precision approach Identified on the IAC chart
LNAV - MDA/MDH
LNAV by the minima line
Non-precision approach LP Identified on the IAC chart
LP – MDA/MDH
(localizer performance) by the minima line
Identified on the IAC chart
APV Baro VNAV approach LNAV/VNAV - DA/DH
by the minima line
Identified on the IAC chart
APV SBAS approach
by the minima line
O P Y
LPV - DA/DH
4 9
When published on the same RNAV (GNSS) C
ED as wellgas /a 5common
chart, these four final 1 4
.0 missed
approaches
L L
approach.
N T RO
have an initial and intermediate approach,
g g a n
N C O S i t a n
U
A. Non-precision
r a
approach
l o - RNAV(GNSS) LNAV5
- 2 or RNP APCH - LNAV
n a
RNAV (GNSS) FLNAV approaches1 7 -
are 0not1associated with a vertical track
y 20
osel
in space.
R  Lateral guidance is by means of the RNAV/GNSS system and is based
on GNSS positioning.
 Vertical flight management is exactly the same as for non-precision
approaches (VOR/DME, NDB, etc.), using either the V/S (vertical
speed) or the FPA (flight path angle), depending on the capability of the
aircraft., non-precision approaches meeting CDFA criteria must be
carried out using the CDFA technique.
B. Non-precision Approach – RNAV (GNSS) LP or RNP APCH - LP

(localizer performance)
 Lateral guidance equivalent to a localizer approach is provided by
augmented GNSS
 Vertical flight management is exactly the same as for non-precision
approaches (VOR/DME, NDB, etc.), using either the V/S (vertical
speed) or the FPA (flight path angle), depending on the capability of the
aircraft., non-precision approaches meeting CDFA criteria must be
carried out using the CDFA technique.
01 Oct 2016 Page 26

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C. APV BaroVNAV – RNAV(GNSS) LNAV/VNAV or RNP APCH

LNAV/VNAV (localizer performance with Vertical guidance)
 Lateral guidance is by means of the RNAV/GNSS system and is based
on GNSS positioning
 Vertical guidance uses the (baro) VNAV function
D. APV SBAS – RNAV(GNSS) LPV or RNP APCH LPV

 Lateral and vertical guidance use the RNAV/GNSS system and are
based on GNSS positioning using the GPS signal and the SBAS. This
is for example the WAAS in the United States and EGNOS in Europe.
E. Initial and intermediate approach

 An RNAV(GNSS) final approach procedure leading to LNAV,
LNAV/VNAV, LP or LPV minima, may be preceded by either an initial
and intermediate RNAV1 approach (generally preceded by an RNAV1
STAR), or by radar guidance as is the case on most of the large airport
platforms.
03. PREFLIGHT PLANNING

The availability of a GNSS service (constellation) sufficient to support the
C O PY 4 4 9
intended use of an RNP APCH procedure is to be determined prior to
ED
commencement of the procedure and crews must:
L 5 .0 1
RO L g /
 Verify that the aircraft and operating crew are approved for the type of RNP
n
N T
APCH being planned;
O n g g a
C i t a
 Confirm that the destination and alternate aerodrome requirements for the
U N S
l o ra - 2 5
type of RNP APCH being planned are met;
1
n a F 1 7 - 0
 Confirm that the navigational database is current and appropriate for the
l y 2 0
R ose region of intended operation and includes the navigation aids and
waypoints required for the operation;
 Insert the appropriate identifier in the flight plan to indicate the RNP type
(RNP APCH) as set out in the content of Fields 10 and 18 of in ICAO ATC
Flight Plan (“R” and “S1S2”)
 Pilots must also verify that the aircraft position is correct.
 Pilots must verify proper entry of their ATC assigned route upon initial
clearance and any subsequent change of route. Pilots must ensure the
waypoints sequence depicted by their navigation system matches their
assigned route and the route depicted on the appropriate chart
 The aircraft RNP capability is dependent on operational aircraft equipment.
The flight crewmember must be able to assess the impact of equipment
failure on the anticipated RNP operation and take appropriate action. When
the dispatch of a flight is predicated on flying a RNP approach requiring the
use of the autopilot or flight director at the destination and/or alternate, shall
determine that the autopilot and/or flight director is installed and
operational.
 The availability of the navigation infrastructure, required for the intended
routes, procedure, or instrument approaches (including any non-RNP
contingencies) must be confirmed for the period of intended operations
01 Oct 2016 Page 27

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Selection of Alternate Aerodromes During Pre-Flight

Concerning the alternate aerodrome:
1. When application of the operational regulations requires no alternate
destination aerodrome: the destination aerodrome must be accessible by
means of a conventional approach (non RNAV(GNSS));
2. When application of the operational regulations requires at least one
alternate aerodrome: The alternate aerodromes must be accessible by
means of a conventional approach (non RNAV(GNSS));
3. An RNAV(GNSS) approach cannot be used to select an alternate
aerodrome at takeoff;
04. DETERMINATION OF OPERATIONAL MINIMA

A. LNAV or LP minima
The MDH/A selected must not be less than the greater of the following
values:
 MDH/A corresponding to the aircraft category* if published by the
authority in charge of the aerodrome;
 OCH/A (obstacle clearance height) corresponding to the aircraft
category;
 300 feet.
C O PY 4 4 9
L ED 5 .0 1
B. LNAV/VNAV minima L
ROnot be lessgthan g /
n greater of the following
N
The DH/A selected T should
n g a the
values: CO t a
U N S i 5 if published by the
l o
 DH/A corresponding
F ra to the aircraft
- 0 1 - 2
category*
l y n a in charge of 2
authority
0 1 7
the aerodrome;
R ose  OCH/A (obstacle clearance height) corresponding to the aircraft

category;
 250 feet.
C. LPV minima
The DH/A selected should not be less than the greater of the following
values:
 DH/A corresponding to the aircraft category* if published by the
authority in charge of the aerodrome;
 OCH/A (obstacle clearance height) corresponding to the aircraft
category;
 250 feet
05. GNSS COVERAGE AND AVAILABILITY OF THE RAIM FUNCTION

It can use GNSS NOTAMs: Three types of NOTAM are to be considered:
 GPS NOTAMs: concerning the operating status of the GPS constellation.
 RAIM NOTAMs: concerning the unavailability of the RAIM autonomous
integrity monitoring function. These NOTAMs are supplied for each
01 Oct 2016 Page 28

▲
aerodrome for which an RNAV (GNSS) approach is published, leading to

LNAV or LN AV/VNAV minima.
 EGNOS NOTAMs: concerning the unavailability of the LPV procedure with
regard to the performance of the EGNOS system. These NOTAMs are
supplied for each aerodrome for which an RNAV (GNSS) approach leading
to LPV minima is published.
During pre-flight planning:

1. For an LNAV or LNAV/VNAV approach
The operator must ensure the availability of the RAIM function (or any
equivalent function) at the estimated time of arrival (ETA) +/-15 minutes,
using either the RAIM prediction NOTAMs or the on-board equipment
prediction tool (or software performing the same function as that of the on-
board equipment). In this latter case, information about any possible
satellite unavailability must be input into the predictive program.
 For some avionics architectures, RAIM prediction may only be required
in certain cases (depending on the availability of the constellation) and
must be detailed in the appropriate sections of the supplement to the
flight manual (AFM).
 In the case of GNSS systems comprising a RAIM function using
O PY 9
barometric altitude data, and when this altitude data is not automatically
C 4 4
ED .0 1
transmitted to the GNSS system, the pilot must enter the appropriate
L 5
RO L n g /
altitude settings by hand (generally at the IAF or 30 NM from the
 O N T
destination aerodrome).
n g g a
U N C S i t a
If a RAIM prediction is required, a further AIM check can be made by
l o ra 1 - 5
the crew before starting the approach, if the estimated time of arrival
2
n a F 1 7 - 0
(ETA) differs from that estimated during the pre-flight planning by more
l y 0
than 15 minutes.
2
R ose
2. For an LP or LPV approach
 The operator must ensure the availability of the procedure by using the
SBAS NOTAMs (e.g. in Europe EGNOS NOTAMs).
 To make an APV SBAS (LPV) approach, no RAIM prediction is
required, because integrity is managed directly by the SBAS
geostationary satellites.
06. OPERATIONAL PROCEDURES

A. Prior to commencing the approach procedure
In addition to the usual final approach procedures, and before commencing
the approach (before the IAF), the pilot shall check that the correct
procedure, including missed approach, has been loaded, by comparison
with the approach charts. This check shall concern the following points:
 RNP 0.3 is displayed in the FMS.
 The sequence of the various waypoints: the procedure contains all the
waypoints indicated in the approach to be carried out and these
waypoints are in the same order as on the published chart concerning
the procedure.
01 Oct 2016 Page 29

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 The reasonableness of the tracks and distances of the various

approach segments and, for the final approach segment, its length and
route.
Note: This at least involves checking the flight path displayed on the
navigation screen (ND, MFD...) against the approach chart.
 The final angle of descent in the case of APV Baro VNAV, LPV
approaches, or if the (Baro) VNAV function is used.
 That the GNSS sensor is used for position computation; and
 If barometric aiding is used that the current airport barometric altimeter
setting is entered.
Display selection:
 Approach procedure path is displayed; and
 Cross-track deviation monitoring is available.
Note:
 Air Traffic Control (ATC) tactical interventions in the terminal area may
include radar headings, or ‘direct to’ clearances which bypass the initial
legs of an approach, intercept an initial or intermediate segment of an
approach, or require insertion of waypoints loaded from the database.
C O PY
In accepting ATC instructions, the flight crewmember should be aware
4 4 9
L
 Adequacy of turn guidance; 5 .0 1
of the implications for the navigation system, which may include:
ED
RO L n g /
 Establishment on next segment prior to descent; and
O N T n g g a
 Where VNAV is used, flight planned limiting altitudes not observed.
 NC
U S i t a
As a general rule ‘direct to’ tracking to the intermediate fix (IF) is
l o ra 1 - 2 5
n a F 1 7 0
acceptable provided groundspeed is limited and the track change at the
-
l y 0
IF does not exceed 45 degrees.
2
ose
R07. PROCEDURES FOR USE OF THE (BARO) VNAV FUNCTION
There are two possible situations for using the (Baro) VNAV function:
 Either to manage the vertical plane of non-precision approaches (to help
with CDFA)
 Or to carry out an APV (Baro) VNAV (required function)
Note: There are associated risks when using (Baro) VNAV function, therefore
use extra precaution.
In both cases, the pilots must take the usual precautions:
A. Altimeter setting
The pilots must know that the vertical flight path in (Baro) VNAV is
influenced by altimeter setting errors. These errors may not be detected by
a cross-check between the altimeter reading and the values given on the
approach chart (altitude – distance verification).
RNAV (GNSS) LNAV/VNAV approaches are not authorized if there is no
local altimeter setting (local QNH).
01 Oct 2016 Page 30

▲
Display error of 10 HPa (e.g.: 996 HPa

instead of 1006 HPa) glide slope offset 300 ft
upwards: risk of approach destabilization on
300ft transition to
300ft QNH correct (e.g.

1006 HPa)
Display error of 10 HPa (e.g. 1016

HPa instead of 1006 HPa) glide
slope offset 300 ft downwards risk of
CFIT
It is also important for the pilot to have recent altimeter setting information.
The crew should thus request confirmation of the altimeter setting before
passing the FAF.
B. Effect of temperature
C O PY 4 4 9
If the temperature is significantly different from the ISA value, the (Baro)
L ED 5 .0 1
VNAV vertical plane will be different from the nominal plane of the
RO L n g /
procedure, with no effect on the information presented to the pilot. Thus a
O N T n g g a
vertical slope based on the altimeter information will be shallower in cold
U N C S i t a
weather and steeper in hot weather without there being any vertical
l o ra 1 - 2 5
deviation displayed on the pilot's vertical deviation indicator. (see diagram)
n a F 1 7 0
-on a (Baro) VNAV vertical profile for
l y
Example
0
of the effect of temperature
an aerodrome situated at2
R ose sea level. For a nominal slope (black line) of 3°,
the actual slope will be 2.6° for ISA -30 (red line) and therefore closer to
any obstacles, and will be 3.2° for ISA+15°(blue line) and thus steeper.
C. Temperature correction
On certain avionics equipment, it is possible to enter the temperature at the
airport, so that the system can correct the vertical profile in (Baro) VNAV.
D. Case of temperatures below minimum temperatures published on the

approach chart
On the RNAV (GNSS) approach charts for which there is an APV (Baro)
VNAV approach (presence of LNAV/VNAV minima), a minimum
temperature use is published.
As a general rule, pilots should not use the FMS (Baro) VNAV function
when the temperature is below the temperature limit published on the
approach chart.
01 Oct 2016 Page 31

▲
The associated non-precision approach (LNAV) can be performed but

management of the vertical plane should use another flight technique
(vertical speed (V/S) or flight path angle (FPA).
Pilots should then apply the cold temperature corrections necessary to
C O PY
comply with the different published minimum altitudes, i.e.:
4 4 9

L ED 5 .0 1
The altitude heights for the final segment (FAF, SDF, altitude/distance
table);
R O L n g /

T
The MDA/H; and
O N n g g a

U N C S i
The V/S and/or FPA values.
t a
F l
1. If temperatureo ra cannot-0be1compensated
variations -25 for by avionics
e l y naAPVto(Baro)
system, VNAV 1
2 0 7 is not allowed when temperature
approach
R os transmitted the
approach chart.
crew is lower than limit temperature published on the
2. If temperature variations can be compensated for by avionics system,

APV (Baro) VNAV approach is allowed but pilots must then apply cold
temperature corrections required to comply with DA/DH.
E. Case of radar guidance

According to the information published in the AIP, for certain approaches,
the air traffic controllers can provide radar guidance to the final approach
segment prior to the FAF. In this case, the RNAV/GNSS system must be
capable of indicating the horizontal deviation relative to the extended final
approach segment, in order to facilitate interception of the extended final
approach segment. Guidance leading to interception of the final axis less
than 2NM before the FAF should not be accepted.
 Manual input of the coordinates into the GNSS system by the pilot for
use in the terminal area is not authorized.
 "Direct to" clearances to the IF can be accepted provided that the
resulting track change does not exceed 45°, as the aircraft must not
intercept the final segment less than 2NM from the FAF, in order to
ensure stabilization of the final flight path.
01 Oct 2016 Page 32

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 "Direct to" clearances to the FAF must not be accepted.

 "Direct to" clearances to a waypoint which does not belong to the
procedure must not be accepted.
Final Approach: Aircraft is established on the final approach course no
later than the final approach fix.
Descent in the final segment is not commenced unless:
 The correct approach mode is enunciated; or
 RNP 0.3 is selected and available.
08. Occasional operational procedures

Occasional procedures suited to the architecture of the navigation system, the
failures and alarms linked to the RNAV/GNSS equipment and to the display
system, must be developed by the operator on the basis of the information
supplied by the aircraft manufacturer (AFM, FCOM, etc.).
In the event of a redundant or complex installation (e.g. multi-sensor), partial or
multiple failure situations must be envisaged and the associated procedures
developed.
A. Missed approach
O PY
Go-around must take place in each of the following cases:
C 4 4 9
 If the navigation system display L E is D 5 .0 1
 In the case of lossR of O L flagged invalid;
g
n or /
O N
 If the integrity T integrity alert;
n g g a
U N
 If C alerting
Technical ErrorS
function
i t a is not available;
Flight
The standardF l o ra (FTE) is excessive.
1 - 2 5
n a for
7 -
limitation of cross-track
1 0 error/deviation (the difference
s e l y
between the computed
2
path 0and the displayed aircraft position) is ½ the
R o navigation accuracy for the segment, which is:
 0.5 nm for the initial, intermediate segment and missed approach; and
 0.15 nm for the final approach segment.
LNAV, LNAV/VNAV and LPV approaches

 Loss of the function checking the position integrity or position error
alarm (e.g.: GPS Primary loss, Unable RNP, RAIM loss/not available,
RAIM position error/alert, etc.)
 Suspected database error.
 Loss of RNAV/GNSS guidance (case of architectures without lateral
deviation indicator in the PFD).
 Discrepancy between the two RNAV/GNSS devices for an installation
certified with two systems.
 Excessive technical error (excessive deviation noted on the lateral
deviation indicator)
01 Oct 2016 Page 33

▲
LNAV/VNAV and LPV approaches

 In the event of loss of vertical guidance (even if lateral guidance is still
displayed)
 Excessive flight technical error (excessive deviation8 observed on the
vertical deviation indicator)
Case of LPV to LNAV reversion

For LPV approaches, some systems allow LPV to LNAV reversion if the
vertical signal is lost or degraded. In this case, if LPV to LNAV reversion
takes place before the FAF/FAP, the crew can envisage continuing with the
approach to the LNAV minima. However, if reversion occurs after the
FAF/FAP, go-around is required, unless the pilot has in sight the visual
references required to continue the approach.
Unless otherwise instructed by ATC, a missed approach must be performed
according to the published procedure. The missed approach must thus be
carried out in compliance with the following requirements:
A-01 Missed approach protected by conventional navigation means

If the missed approach flight path is based on conventional
navigation means and the approach has to be aborted for a reason
C O PY 4 4 9
independent of the operation of the RNAV/GNSS system, the crew
L ED 5 .0 1
may continue to use the RNAV/GNSS system to follow the missed
RO L n g /
approach procedure, while monitoring its guidance with the required
N T
conventional means.
O approach protected g g a
nby dead-reckoning navigation
C
A-02NMissed
U If the missed S i t a
l o ra 1 - 5
is2based on dead-reckoning
n F
a and if 2the0approach
1 7 0
- has to be aborted for a reason
approach flight path
l y navigation
R ose independent of the operation of the RNAV/GNSS system, the crew

may continue to use the information from the RNAV/GNSS system
to follow the missed approach procedure
A-03 RNAV protected missed approach (not relying on conventional

radio navigation means)
If the missed approach flight path is an RNAV procedure and if the
approach has to be aborted for a reason independent of the
operation of the RNAV/GNSS system, the crew must continue to
use RNAV/GNSS system guidance to follow the missed approach
procedure.
Extraction procedure
If the missed approach path is a RNAV procedure:
The operator may have defined previously in their procedures, an
emergency procedure for the case where the loss of RNAV guidance during
the approach does not allow to follow the missed approach procedure
provided for the considered runway.
01 Oct 2016 Page 34

▲
This emergency procedure will consist in following a dead reckoning path,

allowing reaching a sufficient altitude and taking into account:
 Obstacles
 Aircraft performance
 Airspace restrictions
B. RNAV protected holding pattern

Different RNAV (GNSS) holding patterns can be published:
 Holding pattern for systems with the hold function capability
 Holding pattern for systems without the hold function capability
a) Systems with the hold function:

All the holding patterns published may be performed using this function.
They are coded and incorporated into the navigation systems
databases. The length of the outbound leg is defined by distance
information.
b) Systems without the hold function:
C O PY
Holding patterns can be performed manually, unless otherwise
4 4 9
L D functions of/ the
Ebasic 5 0 1
specifically mentioned (hold function required) on the approach chart.
.RNAV/GNSS
RO
They will be performed using L the
a n g
systems:
N T g g
n to be overflown
O of sequenceSofitWaypoints
N C
 Suspension a
UActivation of lthe
o a acting as the1-basis
rWaypoint 2 5for the holding pattern
n a
 Selection F 1 7 0
- inbound leg (e.g. by means of the
l y 2 0
of the radial showing the
R ose OBS, etc.)

 Compliance with the end of the outbound leg, which can be defined
either by a time or by a distance from the active Waypoint (holding
pattern reference).
12.4.4.3 MNPS
MNPS (Minimum Navigation Performance Specification) is a set of standards that
requires procedural and equipment requirements specified for the conduct of flight
operations in certain defined airspace.
For flights in defined portions of airspace where, based on Regional Air Navigation
Agreement such as North Atlantic (NAT), Minimum Navigation Performance
Specification (MNPS) are prescribed.
Garuda Indonesia does not conduct MNPS for regular flight except for special flight
with designated crew and specialized trained (such as VVIP Flight) and only for
A330.
01 Oct 2016 Page 35

▲
If conducting operations in MNPS, the aircraft shall contain navigation equipment

that:
(a) continuously provides indications to the flight crewmember of adherence to or
departure from track to the required degree of accuracy at any point along that
track;
(b) has been authorized by the State of the Operator for MNPS operations
concerned.
(c) The navigation equipment required shall be visible and usable by either pilot
seated at his duty station.
Sample of the NAT/MNPS Airspace
The vertical dimension of NAT/MNPS Airspace

is between FL285 and FL420 (i.e. in terms of
normally used cruising levels, from FL290 to
FL410 inclusive).
The lateral dimensions include the following
Control Areas (CTAs):
PY
REYKJAVIK, SHANWICK, GANDER and
C O 4
SANTA MARIA OCEANIC plus the portion of
1 4 9
L L ED g / 5 .0
NEW YORK OCEANIC which is North of 27°N
N T RO g g n
but excluding the area which is west of 60°W &
a
N C O S i t n
south of 38°30'N
a
U l o r a
Pilots MUST
- 2 5
NOT fly across the North Atlantic
1 Airspace, nor at flight
n a F neither 1 7 0inclusive
within -MNPS
s e l y 2
levels 0
290 to 410 anywhere within the
R o NAT Region, unless they are in possession of
the appropriate Approval(s) issued by the State
of Registry or the State of the Operator.
A. GENERAL
The Minimum Navigation Performance Specification (MNPS) or Required
Navigation Performance (RNP) defines navigational accuracy requirements in
certain airspace, such as:
 Two navigational systems meeting the MNPS/RNP (such as dual IRS/IRU
combined with dual FMC and/or GPS). See relevant FCOM/AOM.
 For Tasmania Sea; Central East Pacific (RNP-10): lateral track error to be
less than 2 NM/hour, maximum base time limit 5 hours, beginning since the
last time it was radio up-dated until it is again entering radio up-dated
environment or radar control environment. ( 10 NM left and right of track,
95% of the time)
 The Required Navigation Performance for Europe RNAV Airspace is “Basic
RNAV” (RNP-5): Lateral track error not more than 5 NM left and right of
01 Oct 2016 Page 36

▲
track, 95% of the time, with automatic radio updating capability and system
serviceability 99% of the time. In case no automatic radio updating
capability, operation in RNP-5 airspace is limited not more than 2 hours.
Note:
European RNAV route normally identified by the route designator: UL, UM, UN,
UP, UA, followed by a three digit number (e.g. UM782)
Application of the separation minimum results in accommodation of more traffic
close to optimum routes.
To ensure compliance with MNPS/RNP the accuracy performance must be
monitored. The monitoring activities include flight crewmember reports of
excessive deviations from the assigned track (depending on the RNP
requirements) and routine surveillance by ATC.
The implicit conditions of the concept of MNPS/RNP are that awareness of the
accuracy requirements and the highest operating standards must be
maintained.
For operation in RNP airspace (Europe Basic RNAV/RNP-5; Tasman
Sea/RNP-10; Central East Pacific/RNP-10), study:
 OM-C for relevant additional Route Information for those RNP airspaces
C O PY
(Europe Basic RNAV, Tasman Sea, Central East Pacific).
4 4 9
L 5 .0 1
 OM-A Chapter 12.3.2 – The use of long range navigation equipment (INS,
ED
IRS/FMC).
L
ROAIRSPACE ggan g /
N T
O is approvedSfor noperation.
B. PLANNING THE MNPS/RNP
U N C i t a
 Ensure the aircraft
l o ra equipment’s-0are1RNP
RNP
5 In case of system
-2capable.
na F
 Ensure the A/C’s navigation
1 7 MEL and/or Operating Limitations
s e l y
deficiency,
0
consult relevant FCOM/AOM,
2
Ro in RNP airspace.
 Include “R” in the field 10 of the ATC flight plan.
C. OCEANIC CLEARANCE REQUEST

Efficient traffic flow planning by ATS requires an early request for the oceanic
clearance. Give an accurate OCA boundary estimate as planned longitudinal
separation by ATC is based solely on this estimate.
D. ACCURACY IN MNPS/RNP AIRSPACE

Traffic separation requirements in RNP airspace necessitate high operating
standards both for navigation and for ATS procedures.
With the autopilot coupled to the navigation system, infringement of separation
standards may originate from:
 navigation system performance
 navigation system handling (waypoint insertion errors, incorrect updating,
“finger trouble”)
 ATS system loop errors
 Along track inaccuracies
01 Oct 2016 Page 37

▲
Equipment handling errors

Equipment handling errors (of which half were waypoint insertion errors) ICAO
reports, is the largest single cause of observed gross navigational errors in
MNPS/RNP airspace. The risk of making such error can be reduced by cross
checking of entries in navigational systems and subsequent monitoring of the
system. (See OM-A Chapter 12.3.2 - The use of long range navigational
equipment’s - INS, IRS/FMC)
ATS system loop errors

By definition an ATC system loop error is any error caused by a
misunderstanding between the pilot and ATS regarding the assigned flight
level, air speed or route to be followed (caused in dispatch, error in coordination
between ATS units or pilots misinterpretation of clearances).
Careful adherence to clearance read-back and position reporting procedures
give ATS opportunities for an early detection of such errors.
Along track inaccuracies

Accurate along track navigation includes careful application of the Mach No.
technique, accurate position reporting and the use of correct GMT in reporting
these positions.
C O PY 4 4 9
ED
For system performance monitoring and updating procedures refer to
L 5 .0 1
FCOM/AOM.
L
ROWHILE OVERgTHE n g /
O N T n g a
E. CHANGE OF FLIGHT
TheU N C PLAN
S i t a OCEAN
l o ra is a strategic
oceanic clearance issued
- 2 5 fix.intended to provide a
clearance
1
F
a progresses,2tactical
safe separation from
n 7 -
oceanic entry to track
1 0termination
s e l y 0
o When the flight changes to the flight plan may be
R requested; e.g. Mach, climb to a higher (opposite) flight level. The need to
request such changes for the purpose of fuel conservation is fully understood
by ATC. However, message relay by communicators of GP stations and intra-
center coordination by air traffic controllers cause a time lag.
To minimize time lag effects, Ocean airspace planners recommend:
 Give advance notice to the step-climb request. The ideal lead-time of
approximately 40 minutes is obtained if the step-climb is requested at the
reporting point prior to the position at which the step- climb is desired;
 Unless ATC has already responded, repeat the request for the step-climb
when reaching the position previously indicated for that purpose;
 Preferably request a change to the flight plan with a position report. If it is
not done it is helpful to include a reference to the current flight level and
route.
In case a route change is requested, ensure that the revised ATC clearance
includes the new routing from the exit oceanic airspace to the first landfall point
or coastal fix.
01 Oct 2016 Page 38

▲
F. PRACTICES IN MNPS/RNP AIRSPACE-ROUTINE

 Navigation
 Obtain optimum accuracy performance
 Cross check system entries carefully.
 Monitor navigation performance closely for precise adherence to
assigned track and Mach number.
 Refer to FCOM/AOM should a degradation of navigational performance
occurs.
 Oceanic Clearance
 Make sure there is no doubt on the full details of the oceanic clearance.
 Report position timely and in the correct format to foster detection of
ATS system loop errors.
 Flight Logging shall be performed by flight crewmember as follows
 Accurately perform standard flight logging (ETO, ATO, FL);
 In addition, all oceanic clearances and re-clearance shall be recorded
on the flight plan.
 Complete the question ‘Did an excessive deviation more allowable
requirements from the assigned track occur?’
each first flight of the month.

C O PY
 Fill up the RNP-10/ RNP-5 (B-RNAV)/ RNP-1 (P-RNAV) questionnaire
4 4 9
L ED 5 .0 1
L
G. REDUCTION IN NAVIGATION CAPABILITY
O
Rrequirements g /
nto fly through MNPS/RNP
N T
There are two navigational
Othan via specially g g a
n routes). For any degradation of
for planning
N C
airspace (other
U equipment consult S i t a
designed
ra FCOM/AOM - 2 5 operating limitation in
RNP airspace): Flo
navigation (minimum
- 0 1
se yna to the navigation
Bylreference 2 0 1 7
o
R IRS), or
performance to be achieved (INS-FMC/
 The need to carry stand by equipment with comparable performance

characteristics.
Dispatch with unserviceable inertial systems
 Two systems remain available: Normal tracks may be selected.
 A single system remains available: Dispatch could be considered along the
special routes.
Operation with unserviceable navigation system.
 Dual system operation.
 An accurate system should command navigation.
 In addition to FCOM/AOM directives a compass deviation check could be
made.
Compass check:
In long range navigation environment a loss of triple inertial system operation
also means, that the monitoring of navigation performance may be difficult. A
compass check made prior to entering long range navigation environment can
01 Oct 2016 Page 39

▲
assist in discriminating an inaccurate or faulty inertial system in case system

diverges.
In case a further reduction in navigation capability occurs, MNPS/RNP
capability could be lost.
Incapability to meet MNPS/RNP
The MNPS requirements for 747-400, A-330 and 737 are dual FMC/IRS.
The consequences of degradation in navigation performance capability below
the specified requirements depend on the position relative to MNPS/RNP
airspace:
 Failure occurs before the MNPS boundary is reached.
 Failure occurs after the MNPS boundary is crossed.
a) Failure occurs before entering the MNPS/RNP airspace:

The following options are available:
 Obtain a (re)clearance below or above MNPS/RNP airspace
 Reroute around MNPS/RNP airspace
 Obtain a (re)clearance via one of the special routes.
 Land at a suitable aerodrome or return.
Special Routes:
C O PY 4 4 9
Subject to special requirements,L EDspecial 5 1
0 may
.capability
R O L partial loss of MNPS/RNP
n g /
established areN
O T
be compensated by navigation along
company routes which g
n g a routes. The special
may partially follow ATS designated
routes
UN
routes. C S i t a
l o r a 1 - 2 5
a F
The special routes may be
- 0
used in dispatch
7 and for inflight rerouting.
s e l ynoccurs while in the2MNPS/RNP

0 1 airspace:
R ob) Failure
 The most suitable action asses the prevailing circumstances (e.g.
performance of the remaining navigation system, remaining portion of
MNPS/RNP airspace, etc.)
 Consider the preparation of a proposal to ATC with respect to the
prevailing circumstances (e.g. re-clearance above or below MNPS/RNP
airspace, turn back, re-clearance to the special routes, etc.).
 Notify ATC and consult with ATC.
Reduced navigation monitoring possibilities may partly be compensated by
checking the navigation system against the compass system or visual
sighting of other aircraft. Via ATS or directly on VHF, aircraft (preferably on
the same track/level) may be called, obtaining from the drift, magnetic
heading or wind details.
If a fault system cannot be discriminated when indications diverge widely
or when a remaining system fails, change in altitude should be considered:
01 Oct 2016 Page 40

▲
H. CONTINGENCIES IN MNPS/RNP AIRSPACE - TURN BACK, INABILITY TO

MAINTAIN FLIGHT LEVEL, SEVERE WEATHER AVOIDANCE ETC
The action advisories below provide guidance for action if continuation in
accordance with the ATC clearance is not possible. This could occur in cases
of inability to maintain the assigned FL due to weather, aircraft performance,
pressurization failure, etc. The advisories are applicable primarily when rapid
descend, turn back or both are required.
As all emergency conditions cannot be covered, pilot’s judgment shall
determine the sequence of action taken, having regard to the specific
circumstances:
Action guidance
Initial action:
 Try to obtain a revised ATC clearance, use telephony distress or urgency
signal as appropriate.
 If prior clearance cannot be obtained, broadcast on 121.50 and give :
1. Position ( including track code or route designator )
2. Intentions
3. Turn 90*. (* The direction of the turn should be determined by the
position relative to any organized route or track system and, if
appropriate, terrain clearance).
C O PY 4 4 9
L ED 5 .0 1
Subsequent actions
Rthe L
Odiversion trackgshouldg /
n be maintained in either
N T
 Acquire a parallel track;
O from the S g
nroute. a
directionC
N laterally
U altitude l(according i t a
assigned
 Change
o ra to local regulation).
1 - 2 5
n a F 1 7 - 0
l y 2 0
RoseRULE IFR AND VFR
12.4.5 MIX FLIGHT
When certain portions of a commercial flight are conducted under VFR (may be
conducted by day VFR only), these procedures are as follows:
01. FLIGHT PLANNING PHASE
During flight planning, the flight crewmembers and dispatchers (FOO) should pay
attention to conditions, which affect operation in IFR and VFR airspace. These
include, but may not be limited to:
 That the aircraft is approved for IFR and VFR operations.
 Ensure that ICAO Flight Plan Form Item 8 must be annotated with letter “Y” if
the flight initially will be operated under the lFR, followed by one or more
subsequent changes of flight rules; or
“Z” if the flight initially will be operated under the VFR, followed by one or more
subsequent changes of flight rules as appropriate. E.g.: FPL-GIA7113-ZS
 Specify in Item 15 ICAO Flight Plan point or points at which a change of Flight
Rules is planned. The point at which the change of flight rules is planned,
expressed as appropriate, as follows:
VFR if from IFR to VFR, (e.g.: N0267F160 ....JILAT W12 BAC VFR DCT
SBG....)
01 Oct 2016 Page 41

▲
IFR if from VFR to IFR, (e.g.: N0267F150 DCT BAC IFR W12 JILAT HILIS1C
....)
 Ensure Charts for IFR and VFR are on board and update.
 Weather: Reported, forecast or combination of weather conditions for IFR and the
portion of VFR flight shall meet the IFR/VFR weather minimum (Departure, En-
route and Destination as applicable). See OM-A 9.5.1.
 NOTAM: Check airport facilities, navigation aids, communications at departure,
destination and alternate airports are consistence with IFR and VFR
requirements.
 Equipment Preflight: Ensure DDG/MEL concerning Navigation equipment for
IFR and VFR is fulfilled.
02. TAKEOFF (refer to respective FCOM and limitations)

From IFR to VFR
IFR Takeoff Minima: see OM-A Chapter 9.5.1-06
Follow standard IFR Takeoff procedures. Before entering VFR position/way point
make sure the weather is consistence with VFR weather (OM-A Chapter 9.5.1-11)
and can be attained and maintained then at VFR position/way point report to ATC
that cancelled IFR.
C O PY
If the VFR weather cannot be attained and maintained, follow IFR rule, take safe
4 4 9
L ED 5 .0 1
course of action, or consider diverting to Airport that meet IFR facility for safe of
action.
RO L n g /
From VFR to IFR
N T
Osee OM-A Chapter n g g a
U
VFR TakeoffN C
Minima:
S i t a9.5.1-11
Follow standard VFRF l o ra 1 - 2 5and climb to at or above
n a (see OM-A2Chapter
Takeoff
- 0
procedures, maintain
1 7 VMC
l
minimum VFR
sIFR y altitude 0
e way point/position or airway, make sure the altitude/ Flight level is at or
9.4.2-(h) and/or approved chart). Before
o
Rjoining
above minimum IFR Altitude/ FL such as MORA/ GRID MORA/ MSA (see OM-A
Chapter 9.4.2-(f) and/or approved chart). Then report to ATC to cancel VFR.
If expected altitude/ FL still below minimum IFR Altitude/ FL, maintain VMC climb
to minimum IFR Altitude/ FL then join IFR waypoint/ IFR route. Then report to ATC
to cancel VFR.
Otherwise take safe course of action, or consider diverting to Airport that meet VFR
requirement for safe of action.
03. INFLIGHT PROCEDURES (refer to respective FCOM and Limitations)

From IFR to VFR
Maintain IFR Rule. Before entering VFR position/way point makes sure the weather
is consistence with VFR weather (OM-A Chapter 9.5.1-11) and the weather can be
attained and maintained then at VFR position/way point report to ATC to cancel
IFR. There after continue VFR Flight.
If the VFR weather cannot be attained and maintained, follow IFR rule, take safe
course of action, or consider diverting to Airport that meet IFR facility for safe of
action.
15 Nov 2016 Page 42

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From VFR to IFR

Maintain VFR Rule. Before joining IFR way point/position or airway, make sure the
altitude/ Flight level is at or above minimum IFR Altitude/ FL such as MORA/ GRID
MORA/ MSA (see OM-A Chapter 9.4.2-(f) and/or approved chart). Then report to
ATC to cancel VFR. There after continue IFR Flight.
If expected altitude/ FL still below minimum IFR Altitude/ FL, maintain VMC climb
to minimum IFR Altitude/ FL then join IFR waypoint/ IFR route. Then report to ATC
to cancel VFR.
Otherwise take safe course of action, or consider diverting to Airport that meet VFR
requirement for safe of action.
END OF 12.4
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 43

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C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 44

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12.5 ALTIMETER SETTING PROCEDURES

12.5.1 DEFINITIONS
The following ICAO definitions are used:
ALTITUDE The vertical distance of a level, point or object

considered as a point measured from mean
sea level
HEIGHT The vertical distance of a level, a point or an

object considered as a point measured from a
specified datum.
ELEVATION The vertical distance of a point or a level on or

affixed to the surface of the earth measured
from mean sea level
FLIGHT LEVEL Surface of constant atmospheric pressure

which is related to a specific pressure datum,
1013.2 hPa. Flight levels are separated by
specific pressure intervals
TRANSITION ALTITUDE The altitude in the vicinity of an aerodrome at

O PY
or below which the vertical position of an
C 4 4 9
ED .0 1
aircraft is controlled by reference to altitudes.
L 5
TheO
R L g /
n for use above
TRANSITION LEVEL
O N T g a
lowest flight level available
n g
N C
U LAYER lorThe
the
S i t a
transition level.
a airspace between - the5
2
TRANSITION
F - 0 1 transition altitude
e l y na and
2
the
0 1 7
transition level
R os
12.5.2 TYPE OF ALTIMETER SETTINGS
Three different types of altimeter settings used in the method under considerations are:
Standard, QNH and QFE.
Altimeter
Altimeter Settings Reference Datum
Indications/Readings
Standard 1013.2 hPa / 29.92 inHg Flight Level
Local Mean Sea Level

QNH Altitude
Pressure
Aerodrome or Threshold Height above reference

QFE
elevation elevation
01 Oct 2016 Page 1

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01. STANDARD ALTIMETER SETTING PROCEDURES

The procedures are intended for use in providing adequate vertical separations
between airplanes and adequate terrain clearance during all phases of flight.
Garuda Indonesia flight crewmember shall use the following procedures:
 During takeoff and on the ground, both pressure altimeters are set on QNH
pressure.
 After takeoff when airplane passes the transition altitude, both altimeters shall be
set to standard pressure 1013 hPa or 29.92 inHg.
 Up to transition level of destination / alternate airport, both pressure altimeters shall
maintain standard pressure settings.
 When airplane passes transition level, or as instructed by ATC both pressure
altimeters shall be set on destination / alternate QNH.
 Prior to landing, pilots must always obtain the airport QNH.
02. CHECKING OF BAROMETRIC ALTIMETERS

Before leaving the ramp, the pressure scale of all altimeters shall be set to the actual
aerodrome QNH, except that standby and metric altimeter may be set to standard. The
altimeter indications obtained shall be observed and checked against the elevation of
the aerodrome at the location of the airplane.
C O PY 4 4 9

L ED 5 .0 1
When the altimeter does not indicate the reference elevation or height exactly, but
L g /
is within the tolerance specified in FCOM/AOM, no adjustment of this indication
RO n
O N T n g g a
shall be made at any stage of the flight. The Pilot, during flight shall ignore any
N C
Usetting of altimeters, S i t a
error that is within tolerance noted during pre-flight check on the ground.
 After each
F l o rathe readings-on0the
1 25deck shall be compared.
-flight
l y
 If an altimetern a is not within
indication
2 0 1
the 7specified tolerance, follow procedure as
e
os in FCOM/AOM.
Routlined
03. QNH CORRECTION DUE TO BAROMETRIC VARIATIONS
QNH of Nearest Station Correction (feet)
1050 + 1000
1045 + 860
1040 + 720
1035 + 590
1030 + 460
1025 + 320
1020 + 180
1015 + 50
1013 0
1010 - 80
1005 - 220
1000 - 380
995 - 510
990 - 630
985 - 780
980 - 920
975 - 1080
01 Oct 2016 Page 2

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Example:
Planned FL : 160, ISA Temp

MEA : 15.000 Ft
Local QNH : 975 hPa = minus 1080 feet, meaning True Altitude only 14.920 feet.
If MEA would be 15.000 feet, the minimum required Obstacle Clearance will not be assured. The
next higher flight level must be used.
04. ALTITUDE CORRECTION DUE TO COLD TEMPERATURE

A. Background
If the outside air temperature (OAT) is different from standard atmospheric
temperature (ISA), the barometric altimeter error will result due to non-standards
air density. Larger temperature difference from standards result in larger altimeter
error.
warmer higher
When temperature is than ISA, true altitude will be than indicated
colder lower
altitude.
Extremely low temperature creates significant altimeter error and greater potential
above altimeter source. Based on that concept:

C O PY
for reduced terrain clearance. This errors increase with higher airplane altitude
4 4 9
L ED 5 .0 1
RO n g /
 Altimeter correction should be considered when altimeter error become
L
O N T n g a
appreciable, especially where high terrain and / or obstacles exist near airports
g
U N C S i a
in combination with very cold temperatures (- 30C / - 22F or colder).
t
 En-route minimum altitude and / or flight level correction should also be
l o ra 1 - 2 5
n a F 1 7 - 0
considered where terrain clearance is a factor.
l y 0
2 ATC facilities for each cold weather airport or
ose with local and en-route
RCoordination
route in their system should be exercised which include:
 Confirmation that minimum assigned altitude or flight level provides adequate
terrain clearance for the coldest expected temperatures.
 Cold weather altitude correction procedures to be used for published
procedure, to include the table being used.
 A determination of which procedures or routes, if any, that has been designed
for cold temperature and can be flown as published without altitude corrections.
Pilots should note that for very cold temperature when flying published minimum
altitude significantly above the airport, altimeter error could exceed 1000 feet,
resulting in potentially unsafe terrain clearance if no corrections are made.
01 Oct 2016 Page 3

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B. Procedures
The following altitude correction procedures should be considered when operating
in cold weather.
 Pilot should apply cold temperature correction to all published minimum departure,
en-route, and approach altitude, including MDA’s, DA’s, and Missed Approach
Altitude according table 1.
Note:
 Advice ATC of the correction.
 No corrections are required for reported temperature above 0 degree C / 32
degrees F.
 Subtract the elevation of the altimeter barometric reference setting source from the
published minimum altitude intended to be flown to determine “height above
altimeter source “.
 Enter table 1 according to the reported temperature (at the altimeter barometric
reference setting source) in the left column and read across to the nearest
correction under the “height above the altimeter source “. Add the correction to the
altitude to be flown (published altitude) to determine the corrected altitude to be
flown. See the example below.
If correcting an altitude above 5000 feet, use linear extrapolation for simplicity (e.g.
O
to correct 10.000 feet, use twice the value for 5000 feet).
C PY 4 4 9
 Altitude corrections apply to QNH and QFE D
LEOperations 0 1
5.increment,
 If the altitude correction results inO
R L n g /
the altitude selector toN
O theT
level
next higher 100-footg
n g a
off altitude between
increment.
100 foot set
N
 Altimeter cursor C / MDA / DA setting i(as
Ualtitudes for theloapproach.S t ainstalled) should be set at the adjusted
minimum ra 1 - 2 5
 Pilots should not a
n F 1 7 0
-reference setting.
 ATCs l y correct altimeter barometric
e altitudes and / or flight 0
2 levels may be refused if pilot determine that
o assigned
Rterrain clearance is not adequate. ATC must be advised.
 ATC assigned altitudes or flight level accepted by pilot should not be adjusted for
temperature.
01 Oct 2016 Page 4

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Table 1. Cold Temperature Altitude Corrections.

Applicable to Facility (airport) elevation less than 2000 feet
Airport Height above facility (altimeter source)-feet
Temp º
C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0 20 20 30 30 40 40 50 50 60 90 120 170 230 290
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 430 570 710
-30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
Increment figure to published altitude in feet
Table 2: Cold Temperature Altitude Corrections.
C O PY
Applicable to Facility (airport) elevation between 2000 and 4000 feet
4 4 9
Airport
L EDsource)-feetg / 5.0
Height above facility (altimeter 1
Temp º L
R800O 900 1000gg a n2000 3000 4000 5000
C 200
N
300 400 500 600 700 T 1500
20 U
CO40 40 50 S50itan
30 N30
5
0 20
l o r a 60 90
- 2
F 70 80 9017100-01150 200 300 400 500
120 170 230 290
50 a 60
-10 20 30 40
y n
-20
R
30 o50se60l 80 90 100 12020130 150 220 290 440 580 730
-30 40 60 80 100 120 140 160 180 200 290 390 580 780 980
-40 50 80 100 130 150 180 200 220 250 370 490 740 990 1240
-50 60 90 120 160 190 220 250 280 310 460 610 920 1230 1540
Increment figure to published altitude in feet
Example:
Airport elevations : 1000 feet
Reported OAT : - 40ºC
Height above
Published Correction value Indicated alt to fly
Fix facility (PA-
altitude (PA)- feet (from table) (PA+correction value)
elevation)-feet
Procedure turn 4000 3000 720 4720
FAF 3000 2000 480 3480
MDA 1500 500 120 1620
01 Oct 2016 Page 5

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For Low Temperature Altitude Correction En-route and simplified Low Temperature
Altitude Correction in TERMINAL AREA see OM-A Chapter 9.4.1.
05. METRIC / FEET CONVERSION TABLE

Some states require the altitude calculation and indications in meters. Flight
crewmembers shall thoroughly study the route manual and be familiar as to which
destinations these measurements are used.
The relationship between flight levels and altimeter indications are shown for reference
usage. Value in meters are approximate:
Number Feet Meters Number Feet Meters
- 10 - 1.000 - 300 280 28.000 8.540
0 0 0 290 29.000 8.840
5 500 150 300 30.000 9.150
10 1.000 300 310 31.000 9.450
15 1.500 450 320 32.000 9.760
80 8.000 2.440 330 33.000 10.060
100 10.000 3.050 340 34.000 10.370
130 13.000 3.960 350 35.000 10.670
150 15.000 4.570 360 36.000 10.980
180 18.000 5.490 370
C O PY 37.000 11.280
4 4 9
200 20.000 6.100
L ED
380 38.000
5 .0 1
11.590
210 21.000 6.400
RO L 390
n g /
39.000 11.890
220
230
22.000
O
23.000 N T
6.700
7.010
n
400
g
410 g a 40.000
41.000
12.195
12.500
240
U N C24.000 7.320
S i t a 420 42.000 12.800
250 25.000
l o ra
7.620 430
1 - 2 5 43.000 13.110
260
n a F
26.000 7.930
1 7 - 0
440 44.000 13.410
l y 2 0
RoTheseexpression of an aircraft’s vertical displacement in flight levels is taken as
270 27.000 8.230 450 45.000 13.720
Note:
a positive indication that the altimeter is set to 1013.2 hPa standard setting and not to
QNH.
06. PRINCIPLE OF OPERATIONS

The standard altimeter setting procedures is based on the principle that the transition
from en-route standard altimeter setting (1013.2 hPa) to a landing altimeter setting
(QNH) takes place during descent and from a takeoff QNH to an en-route standard
setting (1013.2 hPa) during climb.
This concept enables aircraft operating well above critical terrain to operate along
continuous isobaric surfaces, without the necessity for frequent altimeter adjustments,
which often necessitate large altitude adjustments, and upset previously established
vertical separation.
However, the procedure requires adequate precautions in determination usable, i.e.
safe flight levels over high terrain.
ATC ensures that the lowest flight level in use will provide at least 1.000 feet terrain
clearance.
01 Oct 2016 Page 6

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All flights operating level at or above the transition level shall be flown at flight levels
and maintain vertical separation by reference to an altimeter set to 1013.2 hPa. All
flights operating level at or below the transition altitude shall be flown standard altitudes
and maintain vertical separation by reference to an altimeter set to the QNH valid for
the airport or area concerned.
All flights passing through the transition layer shall have their altimeter set to 1013.2
hPa when climbing, and to be the QNH valid for the airport or area concerned when
descending. Level flight in the transition layer is not normally allowed.
The standard altimeter setting procedure is applied irrespective whether IMC or VMC
prevail.
 Transition Altitude
A transition altitude shall be specified for each airport by the State in which the
airport is situated and shall be published and depicted on instrument approach
chart (Where appropriate, Garuda Indonesia publish transition altitudes on the
approach and landing charts).
The height of the transition altitude shall be as low as operationally possible but
never less than 1.500 feet above airport elevation.
From the foregoing it is evident that a transition altitude always has a fixed value.
 Transition Level
C O PY 4 4 9
L E D 5
varies with the QNH/value
1
.0of the airport
R L
The transition level has no fixed value but
O established byga g
nand passed to aircraft in
N T
or area concerned. It is periodically
Olanding or takeoff n g ATS
U N C
routine approach and
S i t a
instructions.
l o ra 1 - 2 5
 Transition Layer
n F
a being the airspace 1 7 0
- the transition altitude and the
l y 0
2 The thickness varies with the QNH value of
oselevel has no fixed thickness.
The transition layer, between
Rtransition
the airport or area concerned.
The transition layer shall normally occupy an area in the vicinity of an airport only.
Note:
Although no longer required under the ICAO procedure, certain States prescribed a
minimum a thickness of 1.000 feet for the transition layer. In that case the application
of the standard altimeter setting procedure automatically provides for at least 1.000
feet vertical separation between aircraft flying on 1013.2 hPa (at or above the
transition altitude).
Where States do not prescribe a minimum thickness for the transition layer, the
minimum required vertical separation of 1.000 feet is obtained by instructing aircraft
concerned to maintain specific flight levels or altitudes ensuring such separation.
 Altimeter Setting Changes

Takeoff and initial climb are executed on the valid airport QNH while passing through
the transition altitude the altimeter is set to the standard setting of 1013.2 hPa.
01 Oct 2016 Page 7

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 Descent and Landing

Descent is executed on the standard setting of 1013.2 hPa until:
 reaching the transition level, or
 instructed by ATC
Thereafter after, further descend and landing is executed on the valid airport QNH.
Note:
In cases where more than one airport is in close proximity ATC procedures may
involve the use of a common QNH setting for control purposes. Airport QNH values
would then be used only for takeoff, initial climb, approach and landing.
07. PICTORIAL SUMMARY

The following diagram is a pictorial summary of the main features of the standard
altimeter setting procedures (Not to Scale).
FLIGHT LEVEL
POINT OF TRANSITIONS:
75
CHANGE FROM STD 70
SETTING TO QNH
65
60
PY
HOLDING
55
C O 1 4 4 9 LEVELS
50
ED .0 45
L L
TRANSITION LEVEL
g / 5 TRANSITION LEVEL
N T RO
TRANSITION LAYER
g g a n
N C O i t a n
TRANSITION ALTITUDE (COMMON TO “ A “ AND “ B”)
S
TRANSITION ALTITUDE 3400 ‘
U l o ra 1 - 2 5
F
HOLDING ALTITUDE
n a 1 7 - 0
l y 2 0
R ose
POINT OF TRANSITIONS:
CHANGE FROM QNH
TO 1013.2 hPa
NOTE:
- All flight at or below Transition Altitude shall set to QNH
- All flight at or below Transition Altitude shall set to 1013.2 hPa
END OF 12.5
01 Oct 2016 Page 8

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12.6 ETOPS
12.6 ETOPS
12.6.1 GENERAL .
The aircraft type approved to operate under ETOPS rules within Garuda Indonesia
may be operated further than 60 minutes but NOT more than 180 minutes away from
a suitable airport in standard conditions in still air with one engine inoperative.
01. Basic Rule

When planning an ETOPS operation, the route is planned to remain within the
threshold flying time limit, in still air, with respect to all specified suitable en-route
alternates.
This planning shall consider ETOPS Significant Time-Limited System minus 15
minutes (i.e. airplane's most limiting fire suppression system time for those cargo
and baggage compartments required by regulation to have fire-suppression
systems).
02. En-Route Airport (ERA)

The selected En-Route Airport must be nominated in the ATS flight plan together
with the current maximum diversion time (i.e. 90, 120 or 180 minutes ETOPS).
C O PY 4 4 9
ED .0
For an ETOPS en route airport, the following additional points should be
L 5 1
considered:
RO L n g /
N
 Availability of an ATC
O T
facility; and
n g g a
U N
 Availability C S i t a
l o ra
of at least one let down aid
1 - 2 5
(ground radar would also qualify) for an
instrument approach.
n a F 1 7 - 0
l y 2 0
RoseMinima
03. Weather
A valid official forecast for the ETOPS En-Route Airport is required. The weather
at the ERA’s shall be at or above published minima. In case the Authority weather
minima are published for the ERA’s, the higher of these minima and the ETOPS
planning minima are limiting for the respective airport.
Cross and tailwind has to be within FCOM/AOM limits including gust.
The required planning weather has to be available at the En-Route Airport during
the calculated time window.
Special approval is required for a CAT II/III approach. In case of an engine failure,
such approval is not obtained for the aircraft type(s) and consequently the planning
of CAT II/III at ETOPS En-Route Airport is not allowed.
04. Fuel
For dispatching an ETOPS flight, the flight dispatcher must determine, for the
considered route, both a standard and on ETOPS fuel planning. The highest of
both fuel requirements shall be considered as being the minimum required block
fuel for the flight.
01 Oct 2016 Page 1

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12.6 ETOPS
The ETOPS critical fuel scenario shall be applied.

In the case of a verification/proving flight, the block fuel shall be based on the
highest fuel figure of a Non-ETOPS flight plan and the intended ETOPS flight plan
(if applicable).
ETOPS Fuel Planning
For ETOPS a specific fuel planning, also called “critical fuel reserves”, must be
established.
The ETOPS fuel planning is split in two parts:
 First parts a standard fuel scenario from departure point to the critical point
(CP).
 Second parts the critical fuel scenario from CP to diversion airport.
The critical fuel scenario is based on a combination or single failure of an engine
failure and or a depressurization failure occurring at the critical point.
A descend is initiated to FL100 and continued with a single engine cruise to the
diversion airport.
However, flight above FL100 is allowed if the aircraft is equipped with supplemental
C O PY
oxygen for maximum diversion time for flight crewmember and a percentage for
4 4
passenger in accordance with applicable Airworthiness authority’s requirements.9
L E D out speed selected
5 1
.0for the single
L
Depending on the strategy and on the one engine
O fuel requirement
Rhighest g /
nmust be considered.
N T
engine diversion scenario, the
Oin the block fuel g g a
n referred as the ETOPS critical
U N C
This scenario result
S i t a
requirement
fuel planning.
l o ra 1 - 2 5
n F
a consist 2of:017- 0
l y
This critical fuel planning
seburn off (including descend, cruise to TOD to 1500 feet) from CP to
R oFuel
diversion airport.
 15 minutes holding at 1500 feet.
 First (IFR) approach / Go-around / second VFR approach (MAP).
 5 % of the above fuel burn off, as contingency fuel.
 Effect of CDL or MEL item.
 Exposure to icing conditions for Nacelle Anti-Ice & Wing Anti-Ice systems.
 APU fuel consumption if required.
In the Garuda Indonesia computerized flight plan such a summary fuel scenario is
available from each ETP and CP giving the deficiency fuel if any to be added as
ETOPS extra fuel in the block required fuel for that flight.
Note:
Additional fuel as a penalty required caused by exposure to icing conditions is
computed in the computerized flight plan. Flight Crewmember shall use their best-
experienced judgment in studying the meteorological conditions expected on route
to assess the final block fuel required.
15 Nov 2016 Page 2

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12.6 ETOPS
05. Technical Requirements

The procedure for compliance with ETOPS maintenance requirement are contain
in the Garuda Indonesia ETOPS Maintenance Procedure Manual and ETOPS
Operation Manual.
A more stringent MEL applies.
06. Release to Service

An ETOPS pre-flight inspection must be carried out and signed for by a type
licensed Technician prior to each departure. However, if during an ETOPS flight a
Non-schedule landing has to be made for other reasons than technical
malfunctions, the Pilot in Command may release the aircraft to service for
continuation of the ETOPS flight.
07. Destination Alternates

When destination alternates are selected requiring a route that cannot be covered
by the Non-ETOPS rules, the critical fuel scenario should be calculated for the
diversion route. ETOPS rules are applicable to the diversion route and the time
window and critical fuel scenario have to be calculated. This alternate may be used
C O PY 4 4
as En-Route Airport and cover the route into destination when this is below landing9
minima.
L ED 5 .0 1
ETOPS weather minima are R
L
O to such agdestination g /
n alternate.
N T applicable
O to re-dispatch g a
nplan from the point of diversion to the
N beC
Uand adjust thelrequired
Aircraft shall prepared
S i t a
flight
alternate
F o ra fuel figures-for01 - 25
critical fuel scenario by means of
e l y
the Performance naChart/Table from
2 0
the
1 7
FCOM/AOM.
osSelection
RRoute
08.
If any point along the route the distance to a suitable airport exceeds the authorized
ETOPS time limit, (i.e. 90, 120 or 180 minutes) another route must be constructed.
09. ETOPS Summary

On the Company computerized flight plan the ETOPS related information is
provided in the ETOPS summary. The time windows for the respective En-Route
Airport are specified together with the calculations required for the critical fuel
scenario.
The information is given in the flight sequence:
 The last 60 minutes en route airport on which the ETOPS Entry Point (EEP) is
based.
 The EEP and the first ETOPS En-Route Airport. The time window for this En-
Route Airport is specified immediately behind the four-letter code. The rest of
the line contains the calculation of fuel and time from ETP 1 returning to this
01 Oct 2016 Page 3

▲
12.6 ETOPS
first En-Route Airport. The figures are valid for the continuation to the second
En-Route Airport as well.
 ETP 1 to the second En-Route Airport with its time window and calculation for
flying to this En-Route Airport from the ETOPS Exit Point (EXP).
 EXP and the first 60 minutes En-Route Airport upon which the EXP is based.
More Equal Time Point (ETP) are possible but the principle remains similar to what
is explained above.
12.6.2 APPROVED AIRCRAFT TYPE(S) FOR ETOPS FLIGHT

Currently only two type of Garuda Indonesia’s aircraft are approved for ETOPS flight:
 BOEING B777-300ER
The B777-300ER is approved to operate under ETOPS rules. The ETOPS flight
may be dispatched for maximum diversion time 180 minutes ETOPS rules with
maximum diversion distances of 1260 NMS.
The operation procedure published in separate document which is the B777-
300ER ETOPS Operation Manual. The content and revision of this manual is
under responsibility of the Chief Pilot B777.
C O PY 4 4 9
 AIRBUS A330-200/300
L ED 5 .0 1
R L
Ooperate under g g /
nrules. The ETOPS flight
may be dispatchedO N T
The A330-200/300 is approved to
for maximum diversion n g a
ETOPS
U N C S i t a time 180 minutes ETOPS rules with

maximum diversion
l o ra
distances of 1200 NMS.
1 - 2 5
The operationn F
a published20 1 7 0
- document which is the A330-
l y procedure in separate
oseETOPS operation manual. The content and revision of this manual is
R200/300
under responsibility of the Chief Pilot A330.
12.6.3 ETOPS AREA OF OPERATIONS

ETOPS operations are allowed within a well-defined area of operation. The size of the
area depends on the maximum diversion time granted, the selected one engine out
diversion speed and the number and location of the selected adequate diversion
airports.
The area of operation is determined in still air and generally ISA conditions, considering
the relevant aircraft performance with one engine inoperative, the remaining engine at
MCT or less. Therefore, the area operation is determined once, not reassessed for
each flight otherwise one or more adequate airports happen to be unsuitable.
The aircraft performance level considered for the calculation is associated to a unique
aircraft weight, which is called the aircraft reference weight.
a. Aircraft reference weight
01 Oct 2016 Page 4

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12.6 ETOPS
The aircraft reference weight is defined as the highest estimated gross weight
values at the critical points of the various routes being considered within the given
area of operation.
The computation will be done considering a takeoff at the maximum take weight
and a standard speed schedule, in still air and ISA or delta ISA conditions, taking
to account different sets of en route alternates (thus resulting in different CP
locations).
Calculations for Garuda Indonesia is made by the aircraft manufacturer and the
Garuda Indonesia performance and engineering department.
b. Diversion speed schedule / maximum diversion, distance considering the aircraft
reference weight and the selected one engine inoperative diversion cruise flight
level, providing the best True Airspeed (TAS).
Basically the resulting TAS at the diversion flight level, combined with the maximum
diversion time allowed, provides the maximum diversion distance.
For example, the Airbus A-330 FCOM provides performance data tables for
maximum diversion distance for a sample of diversion times, based on several
reference weights and a selected speed schedule.
ETOPS Segment
C O
remains within the 60 minutes area from an adequate airport. PY
The ETOPS segment starts at the EEP and finishes when the route is back and
4 4 9
L ED well separated 5 1
.0each other.
An ETOPS route can contain several ETOPS
RO L segment
n g / from
O N T n g g a
Equal time point
An ETP on U N C S i t a
o rais, located at-the0same
the aircraft route, which
diversions airports. The F l 1 5 time from two suitable
-2flying
e l y na on a navigation
planning, or graphically
ETP
2 0 7 chart.
position can be determined
or 1
plotting
using a computerized flight
Ros
Critical point
The point on the route, which is critical with regard to the ETOPS fuel requirements if
a diversion has to be initiated from that point.
The CP is usually, but not always (depending on the configuration of the area of
operation), the last ETP within the ETOPS segment (it is worth noting that the last ETP
is not necessarily the ETP between the last two alternates airports), Therefore, the CP
has to be carefully determine by computing the “fuel summary” on the computerized
flight plan.
12.6.4 DIVERSION
Diversion / en-route alternate airport
An adequate / suitable airport to which a diversion can be accomplished.
For definition of adequate / suitable airport, see OM-A Chapter 1.1.
01 Oct 2016 Page 5

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12.6 ETOPS
Maximum diversion time

The maximum diversion time (75, 90, 120, or 180 minutes) from an en-route alternate
airport is granted by the DGCA and is included in the ACL.
It is used only for determining the area of operation, and therefore is not an operational
time limitation for conducting a diversion, which has to cope with the prevailing weather
conditions.
Maximum diversion distance

Is the distance covered in still air and ISA (or delta ISA) conditions within the maximum
diversion time at the selected one-engine-out diversion speed schedule and at the
associated cruise altitude (including the descent from the initial cruise altitude to the
diversion cruise altitude). It is used for dimensioning the area of operations.
DIVERSION STRATEGIES
PY
For non-ETOPS operations, in case of an engine failure, either the standard or the
C
obstacle clearance strategy is considered for diversions. O 1 4 4 9
 The standard strategy corresponds to L
L aE D at cruise Mach
descent
/ 5 0 IAS
/.standard
down to the LRC ceiling and R
T O at the LRC
a diversion
g a
speed.g
ndrift down at the lowest
C N
Oclean configuration
 The obstacle clearance strategy
a n
corresponds
t g to a
U
maneuvering N speed S i 5 to lower speeds,
a these strategies1are-2associated
until obstacles are cleared, then the
l o asrboth
n F
standard strategy applies,
a maximum diversion 1 7 0
- consequently reducing the area
l y
it would restrict the
in contradiction with2
se capabilities. 0 distance
ooperation,
Rofoperational the ETOPS objective which are to increase the
For ETOPS operation, the one engine inoperative diversion speed will be higher than
the one used in standard operation. To extend the area of operation, the typical ETOPS
diversion strategy is called “fixed speed strategy” in the FCOM in order to differentiate
it from the standard and obstacle strategy.
Note:
If there is an intermediate diversion speed, all performance data must be established
and in corporate in both the Flight Manual and FCOM.
Criteria for Selecting the Diversion Strategy

The minimum criteria for selecting on ETOPS diversion strategy, in term of speed
schedule, are the route structure and the maximum diversion time allowed. The route
structure will indicate the obstacles to be cleared and the location of the selected
adequate airports which should be well distributed along the route.
01 Oct 2016 Page 6

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12.6 ETOPS
The maximum diversion time allowed will permit the definition on the minimum speed
schedule required to ensure a minimum overlap of the circles centered on each
adequate airport.
The diversion strategy should also be a compromise between speed and fuel
requirements; for example a diversion at VMO will give the widest area but with the
highest fuel requirement. In this case a reduction of the diversion speed, which reduces
the area operation and diversion fuel, may be a better option, provided the flight routing
is not modified.
Note:
The Pilot in Command has the authority to deviate from the pre-established diversion
strategy, based on his evaluation of the actual situation and fuel status.
12.6.5 ETOPS ALTERNATE AIRPORT

a. No person may dispatch or release an airplane for an ETOPS flight unless enough
ETOPS Alternate Airports are listed in the dispatch or flight release such that the
airplane remains within the authorized ETOPS maximum diversion time. In
selecting these ETOPS Alternate Airports, the certificate holder must consider all
C O PY
adequate airports within the authorized ETOPS diversion time for the flight that
4 4 9
meet the standards of this part.
L ED 5 .0 1
RO n g /
b. No person may list an airport as an ETOPS Alternate Airport in a dispatch or flight
L
release unless, when it might be used (from the earliest to the latest possible
landing time)—
O N T n g g a
N C S i t a
 The appropriate weather reports or forecasts, or any combination thereof,
U l o ra 1 - 2 5
n a F 1 7 0
indicate that the weather conditions will be at or above the ETOPS Alternate
-
y 0
Airport minima specified in the certificate holder's operations specifications;
l 2
R ose
and
 The field condition reports indicate that a safe landing can be made.
c. Once a flight is en route, the weather conditions at each ETOPS Alternate Airport
must meet the requirements of OM-A Chapter 9.5.1
d. No person may list an airport as an ETOPS Alternate Airport in the dispatch or flight
release unless that airport meets the public protection requirements of OM-A
Chapter 9.2.1 and OM-A 9.2.5.
Considering Time-Limited Systems in Planning ETOPS Alternates

For ETOPS up to and including 180 minutes, no person may list an airport as an
ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that
airport (at the approved one-engine inoperative cruise speed under standard
conditions in still air) would exceed the approved time for the airplane's most limiting
ETOPS Significant System (including the airplane's most limiting fire suppression
system time for those cargo and baggage compartments required by regulation to have
fire-suppression systems) minus 15 minutes.
01 Oct 2016 Page 7

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12.6 ETOPS
12.6.6 ETOPS ALTERNATE MINIMUM
Approach Facility Alternate Airport IFR Alternate Airport IFR

Configuration Weather Minimum Ceiling Weather Minimum Visibility
For airport with at least one Add 400 fet to the MDA(H), Add 1 SM or 1600m to the
operational navigational or DA(H) as applicable landing minimum
facility providing a straight-
in non-precision approach
procedure, or Category I
precision approach, or
when applicable, a circling
maneuver from an
instrument approach
procedure
For airports with at least Add 200 ft to the higher Add ½ SM or 800m to the
two operational DA(H) or MDA(H) of the higher authorized landing
navigational facilities, each two approaches used minimum of the two
providing a straight-in
C O PY 4 4 9
approaches used
approach procedure to
different suitable runway
L ED 5 .0 1
feetO
R L ¾n
g /
One useable authorized
O N T
300
n g g a SM (1200m) or RVR 4000
UNC(IAP) lora Sita 1-25

Category II ILS Instrument feet (1200m)
Approach Procedure
n
One useable authorizeda F 200 feet 17-0 ½ SM (800m) or RVR 1800
Category IIIe
s ILSy
l Instrument 20 feet (550m)
R o
Approach Procedure (IAP)
Those published landing minima are based of full operations of all component and
visual aids associated with the particular instruments approach procedure being used.
If one or more components instruments or visual aids are inoperative or not in used,
the published landing shall be raised to the minimum values listed to the “component
out table” as prescribed minima (OM-A Chapter 9.5.1-C).
a. Period of validity (time window opening)

For each alternate airport, the dispatch weather minima must be ensured during a
certain period. This period of validity starts one hour before the earliest ETA at this
airport and finishes one hour after the latest ETA.
In the GARUDA computerized flight plan a clear format suitable alternates
indicates the time from opening to closing of each airport proposed as an alternate
(period of validity ), based on schedule departure time.
b. Lower than published weather minima

Lower than published weather minima at alternate airports may be considered for
aircraft and crew certified CAT 2 or CAT 3 approach and landing operation, after
01 Oct 2016 Page 8

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12.6 ETOPS
suffering any failure in the airframe and / or propulsion systems which would result
in a diversion to an en-route alternate airport. This is subject to approval for certain
operators by the national authority on a case by case basis.
In principal, an aircraft approved for lower than standard minima will be dispatched
with the next highest level of approach minima to which it is type design approved
on one engine (for example CAT 2 aircraft will be dispatched on CAT 1 minima.
12.6.7 MINIMUM EQUIPMENT LIST (MEL)

The airlines MEL, is based on the master equipment list established by the aircraft
manufacturer.
The MEL must contain restriction required for ETOPS operation stating:
“For ER operations”… or “Except for ER operations”.
12.6.8 COMPUTERIZED FLIGHT PLAN

The ETOPS computerized flight plan for Garuda Indonesia format is the same as the
standard flight plan, but has specific additional data calculations required for ETOPS
operations such as:

O
A block fuel with ETOPS extra requirements
C PY 4 4 9

ED .0 1
En-route alternate suitable (period of validity) giving airports and time opening /
L 5
RO L g /
closing based on scheduled departure, e q: WRRR 1425/1820 YPDN 1610/1835
n
etc.
O N T n g g a

U N C S i t a
ETP information’s (Lat. Long, distance, time to, expected FOB)

ra 2 5
ETOPS fuel scenario summary from each ETP, giving data’s on the fuel status and
l o 1 -
n a F 1 7 - 0
capabilities in case one engine fail and or pressurization fail at each ETP or CP.
l y 2 0
R ose
12.6.9 COMMUNICATION
ETOPS voice communications, such as VHF, HF, SATCOM, are available and
consider potential routes and altitudes needed for diversion to ETOPS Alternate
Airports. Where such facilities are in poor quality that voice communications is not
possible, another communication system such as ACARS and Telex will be available
to maintain communication for ETOPS flight.
END OF 12.6
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12.6 ETOPS
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OM – A 13. POLICY AND PROCEDURES OF FUEL
MANAGEMENT
Table of Content
CHAPTER 13
13.1 GENERAL ................................................................................................................... 1
13.2 PLANNED OPERATING CONDITIONS ...................................................................... 1
13.3 FUEL SUPPLY............................................................................................................ 1
13.4 EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT ............................................ 1
13.5 PREFLIGHT POLICY .................................................................................................. 1
13.6 INFLIGHT POLICY ..................................................................................................... 1
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■
01 Oct 2016 Page 1
MANAGEMENT
Table of Content
C O PY 4 4 9
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MANAGEMENT
13.1 GENERAL
13.1 GENERAL
To support the global environmental program which directly related to safety and
efficiency, every effort shall be exerted not to carry or burn unnecessary fuel through
enhanced flight technical aspect such as CDP (Constant Descend Path), CDFA
(Continuous Descent Final Approach), CANPA (Constant Angle Non Precision
Approach), Low Drag Approach, etc., as long as conditions permit.
END OF 13.1
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MANAGEMENT
13.1 GENERAL
C O PY 4 4 9
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MANAGEMENT
13.2 PLANNED OPERATING CONDITIONS

The following factors shall be considered when computing the fuel required for a flight:
- airplane mass;
- notice to airman;
- meteorological conditions;
- MEL/CDL;
- expected air traffic control routing and delays that are expected inflight (e.g.
airways congestion);
- For IFR flights, one instrument approach at destination including a missed
approach;
- For VFR on a portion of flight, the weather for that portion of VFR flight shall meet
the VFR weather minimum (Departure, En-route and Destination as applicable);
and
- Procedures prescribed for en-route loss of pressurization or failure of one engine
and any other conditions that might cause increased fuel and/or oil consumption.
- The longest SID and STAR
In principle the optimum altitude must be planned with all factors above are taken into
account, except that for short distance flight the cruise altitude selected should allow
for a minimum horizontal cruise segment of 5 minutes or according to related
C O PY 4 4 9
FCOM/AOM. For long distance flight the optimum altitude step schedule must be
followed inflight planning.
L ED are notgknown,
5 1
.0conservative
Where the applicable data and/or L
O procedures
n /
assumptions should be made.TR g a
C O N t a n g
U N S i 5
F l o ra - 0 1 - 2
l y n a 20 1 7 END OF 13.2
R o s e
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MANAGEMENT
C O PY 4 4 9
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MANAGEMENT
13.3 FUEL SUPPLY
13.3 FUEL SUPPLY

No person may release / dispatch or takeoff an airplane for operations within
Indonesia, unless there is enough fuel supply, considering airplane mass, notice to
airman, meteorological condition; , to include the following:
a. Taxi Fuel
The amount of fuel expected to be consumed before takeoff taking into account
local conditions at the departure aerodrome and auxiliary power unit (APU) fuel
consumption.
b. Trip Fuel
The amount of fuel required to enable the airplane to fly from takeoff, or the point
of in-flight re-planning, until landing at the destination aerodrome taking into
account the operating conditions in the data provided by the manufacturer.
Note: The trip fuel is based on “Planned Operating Condition”. This amount shall
include fuel for takeoff, climb, cruise, descent, approach and landing.
c. Contingency Fuel/ Route Reserve Fuel (RR)
Contingency Fuel is the increment of fuel necessary for the flight to compensate
for any unforeseen factors.
C O PY 4 4 9
For domestic flights:
L ED 5 1
0 the point
.from
O L
It shall be 5 (five) percent of the planned
R trip fuel or the fuelg /
n to plan the trip fuel, but
required
N
of in-flight re-planning based
O T on the consumption g
g rateaused
namount required to fly for 15 (fifteen
N
in any case, shallC S a
not be lower thanitthe
minutes)U at holding speedrat a1500 feet above1the - 2 5
a F l o 7 - 0
destination aerodrome in
l y n
standard conditions.
2 0 1
RFor se
ointernational flights:
Ref. ACL B43, Garuda Indonesia is granted 6% RR that is the total flight time from
departure airport to destination airport with the specific reference of aircraft weight
and altitude within that portion for International Flight (to/from and/or outside
Indonesia), but provided that this shall not be less than 15 minutes holding
consumption at 1500 feet above alternate.
d. Destination Alternate Fuel

The Company requirement, at least 1 (one) alternate airport is listed as a
destination alternate aerodrome for all revenue flights.
Destination alternate fuel shall fulfill:
(i) Where a destination alternate aerodrome is required, the amount of fuel
required to enable the airplane to:
(A) Perform a missed approach at the destination aerodrome;
(B) Climb to the expected cruising altitude;
(C) Fly the expecting routing;
(D) Descend to the point where the expected approach is initiated; and
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MANAGEMENT
13.3 FUEL SUPPLY
(E) Conduct the approach and landing at the destination alternate aerodrome;
or
(ii) Where two destination alternate aerodromes are required, the amount of fuel,
as calculated in (4)(i) above, required to enable the airplane to proceed to the
destination alternate aerodrome which requires the greater amount of alternate
fuel; or
(iii) Where a flight is operated without a destination alternate aerodrome, the
amount of fuel required to enable the airplane to fly for 15 minutes at holding
speed at 450 m (1500 feet) above destination aerodrome elevation in standard
conditions; or
(iv) Where the aerodrome of intended landing is an isolated aerodrome:
For a turbine-engine airplane, the amount of fuel required to fly for 2 hours at
normal cruise consumption above the destination aerodrome, including final
reserve fuel;
Note: Calculation is based on LRC, planned landing weight and a realistic flight
level.
e. Final reserve fuel
C O PY
The amount of fuel calculated using the estimated aircraft mass on arrival at the
4 4 9
L 5 .0 1
destination alternate aerodrome or the destination aerodrome when no destination
ED
RO n g /
alternate aerodrome is required, or a pre-calculated value for each airplane type
L
O N T g g a
and variant in the fleet rounded up to an easily recalled figure:
nto fly for 30 minutes at the height of
C aircraft the amount tofa
N
For turbine engine
Uabove the airport S i fuel
standard conditions. 25
1500 feet
F l o ra
in
- 0 1-
f. Additionally n a 2 0 1 7
s e Fuel
RTheo supplementary amount of fuel required if the minimum fuel calculated in
accordance with trip fuel, contingency fuel, destination alternate fuel and final
reserve fuel is not sufficient to:
Allow the airplane to descend as necessary and proceed to an alternate aerodrome
in the event of engine failure or loss of pressurization, whichever requires the
greater amount of fuel based on the assumption that such a failure occurs at the
most critical point along the route, then:
(a) To fly for 15 minutes at holding speed at 1500 feet above the aerodrome
elevation in ISA, make an approach and landing;
(b) Allow an airplane engaged in ETOPS to comply with the ETOPS critical fuel
scenario as established by the Authority;
(c) Meet additional requirements not covered above.
g. Discretionary Fuel
The extra amount of fuel to be carried at the discretion of the PIC.
The Captain may decide to take extra operational fuel, when short term incidentally
facts, events or an abnormal essential circumstance predicts the probability of a
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MANAGEMENT
13.3 FUEL SUPPLY
delay (e.g. anticipated traffic delay, squall line passage, an arrival during peak
hours or in combination with low visibility procedures, any other conditions that may
delay landing of the aircraft).
Nevertheless the cost of carrying extra fuel and the risk of a diversion should be
considered carefully.
It should also be realized that off-loading cargo in order to take extra fuel is
extremely expensive.
h. Extra Holding Fuel

Fuel uplifted in addition to minimum block fuel, to compensate the requirements
from specific aerodromes. Usually extra holding fuel is needed to mitigate traffic
congestion in specific aerodromes. Information of how much extra holding fuel
needed can be found in NOTAM.
i. Block Fuel
The total amount of fuel on board the aircraft before starting the engines.
j. Takeoff Fuel
The block fuel minus taxi-out fuel
C O PY 4 4 9
k. High / Low Consumption
L EDconsumption,g the 5 1
.0 flight
RO
For aircraft showing consistently Lhigh/low /
n high/low consumption
computer
N T programmed g
n a
togapply
adjustments. CO
planning system has been
U N S i t a
Note:Stations preparinglo
F manual -25specific instructions by
ra flight plans-0will1receive
thea
telex on n 1 to7be incorporated in the flight plans. This
e l y 0
percentage correction
2
Ros message should be available during crew briefing.
END OF 13.3
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MANAGEMENT
13.3 FUEL SUPPLY
C O PY 4 4 9
L D BLANK / 5.0
ELEFT 1
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13. POLICY AND PROCEDURES OF
FUEL MANAGEMENT
OM – A 13.4 EN-ROUTE FUEL SUPPLY:
INTERNATIONAL FLIGHT
13.4 EN-ROUTE FUEL SUPPLY: INTERNATIONAL FLIGHT

a. No person may dispatch or release for flight a turbine-engine powered airplane with
more than two engines for a flight more than 90 minutes (with all engines operating
at cruise power) from an Adequate Airport unless the following fuel supply
requirements are met:
1) The airplane has enough fuel to meet the requirements of OM-A Chapter 13.3
2) The airplane has enough fuel to fly to the Adequate Airport—
(i) Assuming a rapid decompression at the most critical point;
(ii) Assuming a descent to a safe altitude in compliance with the oxygen supply
requirements of OM-A Chapter 20.4; and
(iii) Considering expected wind and other weather conditions.
3) The airplane has enough fuel to hold for 15 minutes at 1500 feet above field
elevation and conduct a normal approach and landing.
b. No person may dispatch or release for flight an ETOPS flight unless considering
wind and other weather conditions expected, it has the fuel otherwise required by
this part and enough fuel to satisfy each of the following requirements:
1) Fuel to fly to an ETOPS Alternate Airport.
Fuel to account for rapid decompression and engine failure. The airplane must
carry the greater of the following amounts of fuel:
C O PY
 Fuel sufficient to fly to an ETOPS Alternate Airport assuming a rapid
4 4 9
ED .0 1
decompression at the most critical point followed by descent to a safe
L 5
RO L n g /
altitude in compliance with the oxygen supply requirements of OM-A
O N T
Chapter 20.
n g g a
 Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine-
U N C S i t a
l o ra 1 - 5
inoperative cruise speed) assuming a rapid decompression and a
2
n a F 1 7 0
simultaneous engine failure at the most critical point followed by descent to
-
l y 0
a safe altitude in compliance with the oxygen requirements of OM-A
2
R ose Chapter 20.4; or
 Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine
inoperative cruise speed) assuming an engine failure at the most critical
point followed by descent to the one engine inoperative cruise altitude.
2) Fuel to account for errors in wind forecasting. In calculating the amount of fuel
required by paragraph (b)(1)(i) of this section, the certificate holder must
increase the actual forecast wind speed by 5% (resulting in an increase in
headwind or a decrease in tailwind) to account for any potential errors in wind
forecasting. If a certificate holder is not using the actual forecast wind based on
a wind model accepted by the DGCA, the airplane must carry additional fuel
equal to 5% of the fuel required for paragraph (b)(1)(i) of this section, as reserve
fuel to allow for errors in wind data.
3) Fuel to account for icing. In calculating the amount of fuel required by
paragraph (b)(1)(i) of this section (after completing the wind calculation in
paragraph (b)(1)(ii) of this section), the certificate holder must ensure that the
airplane carries the greater of the following amounts of fuel in anticipation of
possible icing during the diversion:
(i) Fuel that would be burned as a result of airframe icing during 10 percent of
the time icing is forecast (including the fuel used by engine and wing anti-
ice during this period).
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13. POLICY AND PROCEDURES OF
FUEL MANAGEMENT
OM – A 13.4 EN-ROUTE FUEL SUPPLY:
INTERNATIONAL FLIGHT
(ii) Fuel that would be used for engine anti-ice, and if appropriate wing anti-ice,
for the entire time during which icing is forecast.
4) Fuel to account for engine deterioration. In calculating the amount of fuel
required by paragraph (b)(1)(i) of this section (after completing the wind
calculation in paragraph (b)(1)(ii) of this section), the airplane also carries fuel
equal to 5% of the fuel specified above, to account for deterioration in cruise
fuel burn performance unless the certificate holder has a program to monitor
airplane in-service deterioration to cruise fuel burn performance.
5) Fuel to account for holding, approach, and landing. In addition to the fuel
required by paragraph (b)(1) of this section, the airplane must carry fuel
sufficient to hold at 1500 feet above field elevation for 15 minutes upon
reaching an ETOPS Alternate Airport and then conduct an instrument approach
and land.
6) Fuel to account for APU use. If an APU is a required power source, the
certificate holder must account for its fuel consumption during the appropriate
phases of flight.
END OF 13.4
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MANAGEMENT
13.5 PREFLIGHT POLICY

01. BASIC BLOCK FUEL
A. Dispatch to destination with one (or two) alternate(s)
Basic block fuel is the total of:
Basic Block Fuel
 Taxi Fuel
 Trip Fuel
 Contingency Fuel/Route Reserve (RR)
 Final Reserve Fuel
 Destination Alternate Fuel
 Additional Fuel (if required)
 Discretionary Fuel (if any)
 Extra Holding Fuel (if any)
Note:
 If two alternates are required, the alternate demanding the highest amount
of fuel, shall be used.
C O PY 4 4 9
 FCOM/AOM Procedures e.g. The MEL may require an increase of the trip
fuel.
L ED 5 .0 1
RO L n g /
 During FMC pre-flight, enter final reserve fuel 30 minutes for international
O N T n
flight and domestic flight.g g a
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MANAGEMENT
2 3 4
3. ALTERNATE 4. FINAL RESERVE

1. TAXI FUEL 2. TRIP FUEL
FUEL FUEL
 APU  Takeoff  Go-around at  Turbine engine
 Starting  Climb destination 30 minutes
 Taxi  Cruise  Climb holding speed
 Descent to  Cruise  Turbo-propeller
1500 feet  Descent to 30 minutes
 Deceleration 1500 feet normal cruising
 Approach  Deceleration speed
 Approach
C O PY 4 4 9
L ED 5 .0 1
L
RO FUEL ggan g /
CONTIGENCY FUEL /ROUTE RESERVE
N T
Otime from Departure ton
N C
International: 6% of
U
flight
S i t a Destination but not less than 15 minutes
ACL B43.5
holding consumption at 1500
F l
feet
o r a
above alternate. Ref.
1 -2holding at 1500 feet above the
nain standard conditions.
Domestic: 5% planned trip fuel but not less
1 7
than -
15 0
minutes
destinatione l y 2 0
Ros
aerodrome
B. Dispatch to an isolated airport

Basic block fuel is the total of:
Basic Block Fuel:
 Taxi Fuel
 Trip Fuel
 Contingency Fuel/Route Reserve (RR)
 2 hours normal cruise consumption and
include final reserve fuel
 Additional Fuel (if required)
 Discretionary Fuel (if any)
 Extra Holding Fuel (if any)
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MANAGEMENT
C. Planned Re-Dispatch (PRD)

The ATC flight plan with RIF / PRD must always be filled to the intended
destination.
For Planned Re-Dispatch, 2 procedures must be applied:
 Pre-flight procedure and
 In-flight procedure
The in-flight procedure is only supplementary to the pre-flight procedure. (See
OM-A chapter 13.6-05)
In case of exceptional operational or commercial conditions, such as re-routing
due airspace closure, reduced takeoff weight, high yield payload, runway
closures, maximum tank capacity, etc. the possibility exists that a flight to an
intended destination cannot be planned according to the pre-flight fuel policy,
specified under OM-A chapter 13.5-01 A above.
Three options are possible now:
1. Reduction of pay load.
2. Technical intermediate landing for refueling (see OM-A chapter 13.5-01 A
above).
O PY
The consequences of an extra landing may be far reaching due to
C 4 4 9
ED
disturbances of schedules of crew and aircraft.
L 5 .0 1
RO L g /
3. Technical landing for refueling at an intermediate destination and
n
N T g a
simultaneously creating a real chance of en-route re-dispatch (see below) in
O n g
U C i t a
order to land at the intended destination with more payload than reducing
N S
l o ra
payload in option 1.
1 - 2 5
n F
a of en-route re-dispatch
1 7 0
- following pre-flight procedure must
l y
For preparation
s e 2 0 the
Robe taken:
a) Pre-flight Procedure.
a) Requirements for the intended destination:
 At least 2 separate runways are available.
 Weather forecast is equal to or better than 500 feet / 2500 m, or the
prescribed minima, if higher.
 When alternate is used the prescribed planning minima are
applicable (see OM-A chapter 9.5.1)
b) To improve the chance of en-route re-dispatch, the intermediate
destination must be chosen as close to the intended destination and
track as flight planning allows.
The selection of an alternate close to the intermediate destination
makes a further increase of the ZFW possible.
c) A point of re-clearance (POR), along the track to the intended
destination must be specified.
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MANAGEMENT
b) Two Flight Plans

The station providing flight planning should make available all data
concerning:
 Normal flight plan to intermediate destination, and
 Flight plan from POR to intended destination (re-dispatch flight plan)
 These two flight plans have the same POR in common as waypoint.
c) Planned Re-Dispatch Decision

1) Planned Re-Dispatch if possible be carried out for the benefit of fuel
conservation, enhancing competition in term of better route
management (More flexible route network, passenger would prefer a
direct flight rather than frequent stop over at intermediate destination),
and where available for increasing payload. Provided that the expected
success rate of the re-dispatch in-flight has a high probability, otherwise
it will disadvantage due to proceeding to the intermediate destination
(additional cost for landing at intermediate destination).
2) The expected success rate of the En-route Re-Dispatch in relation with
the payload gain (taking into account the nature of payload) must be
weighed against the disadvantages of a delayed arrival at intended
C O PY 4 4 9
destination due to proceedings of the flight to intermediate destination.
ED .0 1
3) The Captain will take the final decision, carefully taking into account all
L 5
RO L
above-mentioned considerations.
n g /
N T g g a
02. EXTRAU NCO ra Sitan 25
FUEL
a F lo fuel: - Economical
7 - 0 1-fuel (fuel tankering)
yn
There are two kinds of extra extra
s e l 2 0 1 extra fuel (discretionary fuel)
Ro - Operational
When tanking extra fuel, the following conditions or circumstances should be
considered:
 Unfavorable weather and/or adverse runway conditions (departure as well as
destination);
 Additional fuel burned to carry the extra fuel;
 Secondary costs, such as increased engine and landing gear.
 ZWF fluctuations
 Severe flight level restrictions
 Potential short cuts, resulting in an overweight landing
 TOW restrictions on consecutive airports - actual landing distance and dispatch
landing distance required.
 On time departure
 Noise problems
 In case of other overriding circumstances.
The Captain will take the final decision on the amount of extra fuel.
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MANAGEMENT
a. Economical extra fuel (Fuel Tankering)

Payload and operational conditions permitting, it is Garuda Indonesia’s policy
to tank extra fuel above the basic requirement, if this results in net cost savings.
For CAT C aircraft applies:

When the OAT during the ground stop at the next destination is expected to be
10 C or less and the difference between this OAT and the dew point is 2 C or
less, no economical tanking should be performed. This procedure is intended to
minimize the risk of rapid ice buildup on the wings due to the combination of
relative humid air and large amounts of cold fuel in the wing tanks, the so called
induced icing. In these cases the cost of de-icing can easily exceed the profit of
carrying economical fuel.
Note: List of Economical Tanking Stations is issued by Operations Support,

and available at Flight Dispatch (CGKOWGA).
b. Operational extra fuel (discretionary fuel)
Discretionary fuel is considered as operational extra fuel.
C O PY
Refer to OM-A chapter 13.2 for the details of discretionary fuel.
4 4 9
L E D 5 .0 1
L
RODURING EXTENDED g /
n OPERATIONS
03. FUEL FREEZE CONSIDERATION
N T
O to OM-A Chapter n g g a
N
For ETOPS Fuel,C Refer
Uthe use of standard S i t a10.1.
Regarding
l o rafuel freeze temperature
1 - 2 5 OM-A Chapter 10.1),
(see
fuel temperature a
n F 1 7 - 0
se l y analysis and en route fuel
2 0 temperature monitoring for the specific
R- oDetermine
fuel used in operation, the flight crewmember shall:
the actual fuel freeze temperature during extended operation (e.g.
Polar Operations) in order to prevent in-flight freezing of fuel.
- Periodically monitor fuel tank temperature in order not to exceed temperature
limit and take appropriate course of action according to FCOM/AOM/QRH (e.g.
increase speed, change altitude and/ or deviate to a warmer air mass to
achieve a TAT equal to or warmer than the fuel temperature limit).
END OF 13.5
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MANAGEMENT
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L
RO LEFT n g /
O N T
INTENTIONALLY
n g g a
BLANK
U N C S i t a
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MANAGEMENT
13.6 INFLIGHT POLICY

01. GENERAL
Fuel quantity aboard must be determined conservatively. The lowest of the
calculated fuel versus indicated fuel quantities must be taken.
The PIC shall manage fuel inflight. The air traffic delay information shall be
requested from ATC, to ensure that minimum fuel upon landing will be the greater
of the approved minimum quantity or final reserve fuel.
Original Dispatch or Flight Release, Re-dispatch or Amendment of Dispatch or
Flight Release:
a) No person may allow a flight to continue to an airport to which it has been
dispatched or released unless the weather conditions at an alternate airport
that was specified in the dispatch or flight release are forecast to be at or above
the alternate minimums specified in the operations specifications for that airport
at the time the aircraft would arrive at the alternate airport. However, the
dispatch or flight release may be amended en-route to include any alternate
airport that is within the fuel range of the aircraft as specified in OM-A Chapter
13.2
b) No person may allow a flight to continue beyond the ETOPS Entry Point
unless—
C O PY 4 4 9
ED 5 .0 1
1) Except as provided in paragraph (c) of this section, the weather conditions
L
at
RO L n g /
O N T n g g a
2) each ETOPS Alternate Airport required by Section 121.624 are forecast to
U N C i t a
be at or above the operating minima for that airport in the certificate holder's
S
l o ra - 2 5
operations specifications when it might be used (from the earliest to the
1
n a F 1 7 - 0
latest possible landing time); and
l y 2 0
ose
3) All ETOPS Alternate Airports within the authorized ETOPS maximum
R diversion time are reviewed and the flight crew advised of any changes in
conditions that have occurred since dispatch.
c) If paragraph (b)(1) of this section cannot be met for a specific airport, the
dispatch or flight release may be amended to add an ETOPS Alternate Airport
within the maximum ETOPS diversion time that could be authorized for that
flight with weather conditions at or above operating minima.
d) Before the ETOPS Entry Point, the pilot in command for a supplemental
operator or a dispatcher for a flag operator must use company communications
to update the flight plan if needed because of a re-evaluation of aircraft system
capabilities.
e) No person may change an original destination or alternate airport that is
specified in the original dispatch or flight release to another airport while the
aircraft is en-route unless the other airport is authorized for that type of aircraft
and the appropriate requirements of OM-A Chapter 4.4.3 through OM-11.5.2
and OM-B 1.1 are met at the time of re-dispatch or amendment of the flight
release.
f) Each person who amends a dispatch or flight release en-route shall record that
amendment.
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MANAGEMENT
02. INFLIGHT FUEL MANAGEMENT

With regard to the expected quantity of fuel upon landing, a flight can operate in
three different phases.
During flight the PIC shall be continuously aware in which phase the flight is
operating.
Phase of Flight Estimate Fuel Upon Landing
NORMAL PHASE Final reserve fuel plus equal or more than Alternate Trip (or
2 hours holding fuel if operate in isolated airport)
ABNORMAL PHASE Final reserve fuel plus less than Alternate Trip (or 2 hours
holding fuel if operate in isolated airport)
EMERGENCY PHASE Less than final reserve fuel without Alternate
NORMAL PHASE OPERATION

As long as a flight is operating in the normal range no special conditions, apart from
regularly checking the weather forecasts at destination and alternate (s), are
required.
C O PY 4 4 9
ABNORMAL PHASE OPERATION LLE
D 5 .0 1
R O g /
nwhen bound for an airport
N T
Entering the abnormal phase
g g
clearly poses a greater
Oand/or unreliable arisk
n conditions, than when heading for
N C
with a single runway
Urunway, wellaids S i t a
weather
weather airport.5All relevant factors such
a multiple
F a stablevectoring,
rextensive
equipped,
l o 1 -2congestion and number of
naof the selected2airports
as weather, approach
1 - 0
7must be weighed carefully. Since it is
traffic
e l y
usable runways 0
os to cover all variables related to a safe and economical flight in the
Rimpossible
abnormal phase, the following should be regarded as general guidance and be
adapted as circumstances dictate.
Replacing of the original alternate by another available alternate demanding less
fuel, thus the flight may be back in the normal phase.
Ultimately a choice has to be made between:
 Continuation of the flight to, or holding over destination and
 Diversion to an alternate (which may be an ‘en-route’ alternate). In this case
the alternate becomes the destination.
Either choice may lead to a situation where no alternative is left.
The decision to continue the flight to original destination or holding over destination
whenever the estimated arrival fuel quantity at the original destination is less than
alternate + 30 minutes holding fuel can be made, as long as these conditions are
met:
- The ceiling at least 2000 feet above airport elevation;
- The visibility is not less than 5 kilometers; and
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MANAGEMENT
- Separate runways are usable at the estimated time of use of the destination
aerodrome with at least one runway having an operational instrument
approach procedure.
When, having committed to land at a specific airport, the PIC calculates that any
change to the existing clearance to that airport may result in landing with less than
planned final reserve fuel, PIC shall advice the ATC regarding the situation by
declaring “MINIMUM FUEL”
Note: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome
options have been reduced to a specific aerodrome of intended landing and any
change to the existing clearance may result in landing with less than the planned
final reserved fuel. This is not an emergency situation but an indication that an
emergency situation is possible should any additional delay occur.
EMERGENCY PHASE OPERATION

The PIC shall immediately declare an emergency when the calculated usable fuel
predicted to be available upon landing at the nearest airport where a safe landing
can be made is less than the planned final reserve fuel. The “MAYDAY, MAYDAY,
MAYDAY - FUEL” call must be used to advise ATC regarding the situation.

safe landing.
C O PY
An emergency due to low fuel suggests the need for traffic priority to ensure a
4 4 9

L ED 5 .0 1
Report remaining usable fuel in minutes and which action will be taken.
RO L n g /
EN-ROUTE RE-DISPATCH
N T g g a
n of the Planned Re-Dispatch, and is
O is the In-flightSprocedure
N C
U to the pre-flight
En-route Re-Dispatch i t a
supplementary
F l o raprocedure. -01-25
At the pointy
l ofn a
re-clearance
2 0 1
(POR) a decision7 has to be made whether to proceed
too e
s in the pre-flight procedure). intended destination (The POR is
Rdetermined
the intermediate destination or to the
ATC re-clearance is required when proceeding to intermediate destination.

a. Re-Dispatch to the intended destination without an alternate is allowed
provided:
- The minimum required fuel on board at POR is the total of trip fuel (from
POR to intended destination) + RR (from point of re-clearance to intended
destination) + Holding Fuel.
- For the destination the prescribed landing weather minima are applicable.
- The Captain must satisfy himself that, according to the information available
to him, the traffic and the operating conditions prevailing at the destination
and along the planned route will cause no traffic delay.
Re-Dispatching to intended destination without an alternate and with the
minimum required amount of fuel on board must be considered as a flight
operating in the abnormal phase.
b. Re-Dispatch to the intended destination with an alternate is allowed provided:
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MANAGEMENT
- The minimum required fuel on board at POR is the total of Trip Fuel (to
intended destination) + RR (from point of re-clearance to intended
destination) + Alternate Fuel + 30 minutes Holding Fuel.
- For the destination the prescribed landing weather minima are applicable.
- The Captain must satisfy himself that, according to the information available
to him, the traffic and the operating conditions prevailing at the destination
and along the planned route will cause no traffic delay.
Re-Dispatching to the intended destination with an alternate and with the minimum
required amount of fuel on board have a margin of holding fuel, before entering the
abnormal phase.
END OF 13.6
C O PY 4 4 9
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RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
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OM – A 14. ALL WEATHER OPERATIONS
TABLE OF CONTENT
CHAPTER 14
14.1 ADVERSE WEATHER / HAZARDOUS ATMOSPHERIC CONDITIONS ..................... 1
14.1.1 SLIPPERY, WET AND CONTAMINATED RUNWAY ....................................... 1
14.1.2 TAIL- AND CROSSWIND RESTRICTIONS ...................................................... 6
14.1.3 COLD WEATHER OPERATIONS / ICING CONDITIONS ................................ 6
14.1.3.1 GENERAL ........................................................................................ 6
14.1.3.2 POLICY ............................................................................................ 7
14.1.4 THUNDERSTORM ............................................................................................ 8
14.1.5 TURBULENCE ................................................................................................... 9
14.1.6 VOLCANIC ASH CLOUDS .............................................................................. 11
14.1.7 HOT WEATHER CONDITIONS ...................................................................... 11
14.1.8 TROPICAL CYCLONS .................................................................................... 12
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O N T n g g a
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l o ra 1 - 2 5
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■
01 Oct 2016 Page 1
TABLE OF CONTENT
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14.1 ADVERSE WEATHER/HAZARDOUS
ATOSPHERIC CONDITIONS
14.1 ADVERSE WEATHER / HAZARDOUS ATMOSPHERIC CONDITIONS

Following are compilations of adverse weather / hazardous atmospheric conditions
and recognitions and recommended practice and procedures for operating in and / or
avoiding those conditions.
The background information on various meteorological phenomena is found in FRG
chapter 5.
Flight crewmember is to refer to FCOM/AOM type for technical or avoidance
procedures regarding adverse weather operations.
14.1.1 SLIPPERY, WET AND CONTAMINATED RUNWAY

Flight crewmember shall assess the runway conditions, before Takeoff or Landing,
including the effect of type and depth of contaminants on airplane performance. (See
OM-A Chapter 14 the general idea of the braking conditions).
The assessment shall include:
 Effect of Slippery/Wet on runway surface.
 Effect of slush, standing water, ice or snow on runway surface.
 Cross wind and tail wind limit for takeoff and landing.
C O PY 4 4 9
L ED
01. Definition and Characteristic of runway conditions
5 .0 1
Dry: L
ROor contamination n g /
ofT
 No visual indicationN
O runways Swithitgrooves
moisture g g a
n or porous pavement have been
on the runway surface.
 ProperlyN C
Uto provide braking
maintained a
shown
l o raction - 2 5 to a dry runway when
a approximately1equivalent
they are wet. a
n F 1 7 - 0
l y 2 0
ose
RDamp:
 Surface is not dry but slightly wet; moisture on the surface does not give a shiny
appearance.
 Visual moisture conditions are present on runway surface (water spots or
surface discoloration) but not fully soak.
Wet :
 Runway is completely soaked with water and surface reflection may be present.
Wet runway has water depth of less than 3mm (1/8 inch).
 Runway should be considered Wet if:
 It is raining. (Light or moderate rain).
 It has stopped raining recently but runway surface is soaked with water and
/ or surface reflection is present.
 Reduce tire to ground friction, deceleration is affected.
01 Oct 2016 Page 1

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 Following table is wet runway equivalent for slush, wet snow and dry snow and
same performance will be applied with wet runway:
Boeing Airbus
Water 3 mm 3 mm
Slush 3 mm 2 mm
Wet Snow 3 mm 4 mm
Dry Snow 25 mm 15 mm
Slippery runway:
 Condition of a runway that reduced Tire to ground friction, airplane deceleration
is affected.
 Includes wet, ice or compacted snow.
Contaminated Runway:
 A runway is considered to be contaminated when more 25% of the Runway
surface area within the required length and width being used, is covered by
C O PY 4 4 9
surface of water, more than 3mm deep or by slush, or loose snow, equivalent
to more than 3mm of water.
L ED 5 .0 1
RO n g /
 The contaminants are lying on that portion of the runway where the high speed
L
O N T
part of the takeoff roll will occur.
n g g a
 A Runway that has an accumulation of snow or ice.
U N C S i t a
l o ra 1 - 2 5
 Reduce tire to ground friction and additional drag force (resist ability to
F - 0
accelerate) due to contaminant therefore affects acceleration and deceleration.
a 7
Slush: lyn 0 1
2 will splatter when stepped on. (approximate
se saturated with water that
R oSnow
density = 0.85 kg/liter)
Wet Snow:
 If compacted by hand, snow will stick together and tend to form snowball.
(Approximate density=0.4 kg/liter).
 Snow with high water contents when compacted by hand with gloves, snowball
is formed and water droplets may appear on the surface.
 If the temperature is at or above -10C (300F), the snow is considered wet.
Dry Snow:
 Snow can be blown if loose, or if compacted by hand will fall apart again upon
release. (Density = 0.2 kg/liter).
 If the temperature is below -10C (300F), the snow is considered dry.
Compacted Snow:
 Snow has been compressed. (Friction coefficient typically = 0.2).
Icy:
 A condition that friction coefficient is 0.05 or below.
01 Oct 2016 Page 2

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02. Performance on Slippery, Wet or Contaminated Runway

The performance corrections on contaminated runway are usually provided for
3mm, 6mm, and 13mm contaminant (standing water/slush) or Slippery/Wet runway
(Good, Medium, Poor). For contaminant over 6mm and at or below 13 mm, apply
whichever is the lower figure of the allowed takeoff weight between the two data.
When runway conditions are reported for each third portion, average friction
coefficient or contaminant depth of the last two third runways should be applied for
takeoff/landing performance.
The takeoff performance data can be given based on Braking Action or based on
Runway Conditions. Refer to Aircraft Operating Manual for particular type of
aircraft.
Slippery/Wet Runway and equivalent table:

STANDING WATER SLUSH WET SNOW DRY SNOW
< 3mm (Air Bus) < 2mm (Air Bus) < 4mm (Air Bus) <15mm (Air Bus)
< 3mm (Boeing) < 3mm (Boeing) - -
PY DRY SNOW449
Contaminated Runway:
STANDING WATER SLUSH
D C O
WET SNOW
0 1 Bus)
L E / 5 .
≥ 3mm (Air Bus)
T R OL
≥ 2mm (Air Bus) ≥ 4mm
g
(Air
a
Bus)
n g ≥ 4mm (Air
C O N
between depth ofa
t n gand snow:
UN
A linear equivalence
a i slush
S DRY SNOW-25
SLUSH l o r
F4mm (0.16 inch) 17
WET SNOW
- 01
2mm (0.08y
l n a 20 50mm (2 inch)
R o
6mm s e inch)
(1/4 inch) 13mm (1/2 inch)
15mm (0.59 inch)
03. Determining Runway Condition

General:
 Only the runway within 75 feet of either side of the runway centerline is used in
the determination of contamination type.
 If the PIC determined that contaminant covers a portion of the runway which
will not be needed for takeoff, including distance for rejected or an engine fail
during takeoff, that runway need not be considered contaminated.
 The PIC has final authority and discretion with respect to the determination of
contaminant type.
Table: mm to inches conversion:
Contaminated mm to Inches conversion
mm 0 6.35 10 12.7 25.4 50.8 101.6 152.4
inches 0 0.25 0.4 0.5 1 2 4 6
01 Oct 2016 Page 3

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Table: Runway Braking Action (ICAO)

Measured Coefficient (µ) Estimated Braking Action
≥ 0.4 Good
0.39 to 0.36 Medium to Good
0.35 to 0.30 Medium (or Fair)
0.29 to 0.26 Medium to Poor
≤ 0.25 Poor
During approach, when runway is reported wet or rain, PIC shall request runway
braking actions or braking coefficient for determining the flight techniques and
limitation course of action in accordance with the procedure stated in the
FCOM/AOM (Braking action effect on landing distance).
If PIC cannot obtain runway braking action/ braking coefficient, the table below
should be utilized to obtain the braking conditions. If doubted, select other R/W,
Hold or divert to Alternate.
Runway Surface Condition Braking Action
DRY -
Damp
C O PY Normal 449
L E D 5 . 0 1
Light RA, Light SN
R
1
OL n g / Good
RA, SN 2
O N T n g g a
Wet
U C
N< 2 mm
Water < 3 mm
S i t a
Slush
l o r a 1 - 2 5 Medium [or fair]
Wet Snow < 3 F - 0
l y n a< 15 mm
mm
2 0 1 7
R ose Dry Snow
Water ≥ 3 mm
Slush ≥ 2 mm
Wet Snow ≥ 3 mm Poor
Dry Snow ≥ 15 mm
Heavy Rain
ICE NIL (or Unreliable)
NOTE:
When runway is wet, grooved RWY or RWY with porous pavement
has been shown to provide braking action approximately equivalent
to the following:
1
Light Rain : Braking Action Normal
2
Rain : Braking Action Good
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Taxi Consideration:
 Exercise extreme caution; Ramp and taxiways may be very slippery.
 Jet blast consideration; may result ground personnel injury and equipment
damage.
 Taxi speed shall be reduced to minimum, especially vacating the runway and
taxi lining up.
Landing Consideration:
 Firm touch down within the touch down zone, avoid floating.
 Ensure ground spoilers are fully extended at touch down.
 To achieve minimum landing distance, consider using maximum manual
braking and maximum thrust reverser.
 Never assume that the last 2,000 feet of the runway have the same braking
action as the touch down zone.
04. Slippery/Wet or Contaminated Runway Limitations
 Takeoff and Landing Limitation: - Takeoffs are prohibited under the following
conditions,
 When reported braking action is Unreliable/NIL.

O PY
When depth of slush or snow exceeds the following:
C 4 4 9
L ED 5 .0 1
Conditions
O
Rwater L Values
n g /
O N T n g g a
N CSlush/Standing
U Wet Snowlora S i t a
13mm
1 - 2 5
n F
aSnow 1 7 0
25.4mm
-
l y 2 0
R ose Dry 50.8mm
Icy Do not T/O or Landing.
 Wind Limitation : - For wind limitation, use wind data provided by tower.
- See FCOM/AOM.
05. Braking Action Definition
 Normal: Maximum energy stops possible with little deterioration in certified
stopping distance. Includes maximum braking and use of speed brakes; does
not include reverse thrust.
 Good: More braking is available than will be used in an average airline type
deceleration. If maximum energy stop were attempted, some distance in
excess of certified stopping distance would be expected.
 Fair/Medium: Sufficient braking and cornering force is available for a well-flown
approach and landing using light braking. However, excess speed or long
touchdown would result in an extremely low safety factor depending on runway
length and crosswind component. Careful planning and good judgment are
required.
01 Oct 2016 Page 5

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 Poor: Very careful planning, judgment and execution are absolutely essential.
Crosswind becomes a primary consideration. While a safe and successful
approach, landing and stop can be accomplished if all factors are favorable, it
is necessary that care be exercised in every facet of the operation.
 Unreliable/Nil: Operations not recommended. Extremely slippery with poor
directional control even while taxiing. This is the kind of report that could be
envisioned during a freezing rain condition if nothing were done to the runways
or taxiways.
14.1.2 TAIL- AND CROSSWIND RESTRICTIONS

01. Limitations
When planning a flight, the tail- and crosswind limitations as published in the
relevant FCOM/AOM’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.
C O PY
In applying crosswind limitation on takeoff and landing, the Pilot In Command shall
4 4 9
L 5 .0 1
use steady wind. For example: If surface wind is reported 20 knots gusting 25, the
ED
R O n g /
airplane may takeoff or landing if the crosswind limit stated in FCOM/AOM is 20
L
knots or less.
N
Oare T n g g a
U N C
For N-1 ferry flights
i
and abnormal runway
S t a conditions, more stringent tail- and
crosswind limitations
l o r a
applicable, which are
2 5
given in the
- relevant FCOM/AOM.
n
02. Determination of a F And Crosswind1Components
Tail-
7 - 01
Winds e y
l in meteorological 2charts 0 and weather reports is always expressed
o direction
Rin degrees true, whereas the runway direction on landing charts is given as degrees
magnetic. Therefore the runway direction should be converted to degrees true (or
the wind to degrees magnetic) when computing crosswind components.
For reason of simplification, winds in reports from the tower are presented in
degrees magnetic and can be used directly with the magnetic runway direction.
14.1.3 COLD WEATHER OPERATIONS / ICING CONDITIONS

14.1.3.1 GENERAL
Cold weather operations require special and very careful flight preparation. Icing
conditions shall occur when low temperature is accompanied by precipitation. It
should be known that icing of the airplane is one of the most dangerous flight
hazards
The rate at which icing formation to accumulate on an airplane inflight depends
mainly on temperature, quantity, and the size of super-cooled water-droplets
suspended in the atmosphere.
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Water droplets are present in all type of clouds, even at temperature well below
freezing level. The convective cloud cumulus and cumulonimbus generally carry
greater amounts of super-cooled water than other types of clouds. These droplets
freeze instantly on airplane, forming a layer of clear ice.
The amount of super-cooled water in the atmosphere decrease rapidly with
temperature, where the worst icing may be expected in temperature between 0ºC
and -15ºC.
Attention is drawn to the possible magnitude of orographic effect on icing
conditions. Severe icing may exist on the very low temperature when a well-
developed warm front associated with air-mass crosses high ground.
The Pilot in Command has the final authority whether de-icing / anti-icing is
necessary. His request shall supersede the ground crew’s judgment.
Before takeoff, PIC shall take on to account:
 weather conditions,
 taxi times,
 hold over times, and
 other relevant factor.
C O PY
Whenever the PIC is doubtful about the airplane’s icing condition, visual inspection
of the wings shall be performed, and if require, return to the ramp.
4 4 9
PIC shall bear in mind that the followingL EDcan reducegthe/ hold 5 1
0 time:
.over
 Heavy precipitation TRO
L factors
a n
O N a n g g
U N C
 High wind speed
S i t 5
 Jet blast
F l o ra - 0 1 - 2
l y n a
 Very low fuel temperature
0 1 7
with full or nearly full fuel tanks.
e member shall2assure that prior to each flight all safety critical
osthat
RFlight
items
crewmember
are susceptible to icing condition are thoroughly inspected during crew
walk around, including:
 Pitot/static ports;
 Free movement of flight control surfaces (as applicable);
 Presence of frost, snow or ice on critical surfaces;
 Aircraft structural integrity (damage).
14.1.3.2 POLICY
a. No person may dispatch or release an aircraft, continue to operate an aircraft
en-route, or land an aircraft when in the opinion of the pilot in command or flight
operations officer (domestic and flag air carriers only), icing conditions are
expected or met that might adversely affect the safety of the flight.
b. No person may takeoff an aircraft when frost, ice, or snow is adhering to the
wings, control surfaces, propellers, engine inlets, or other critical surfaces of
the aircraft or when the takeoff would not be in compliance with Paragraph (c)
of this section. Takeoffs with frost under the wing in the area of the fuel tanks
may be authorized by the DGCA.
c. Except as provided in Paragraph (d) of this section, no person may dispatch,
release, or takeoff an aircraft any time conditions are such that frost, ice, or
01 Oct 2016 Page 7

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snow may reasonably be expected to adhere to the aircraft, unless the

certificate holder has an approved ground deicing/anti-icing program in its
operations specifications and unless the dispatch, release, and takeoff comply
with that program.
d. When the use of De-icing/Anti-Icing is likely to occur, see procedures in OM-A
Chapter 10.9. The hold over time table shall readily accessible to flight
crewmember.
The aircraft shall not commence takeoff unless the critical surfaces are clear of any
deposits which might adversely affect the performance and/or controllability of the
aircraft, and:
 In freezing rain and freezing drizzle unless adequate ice protection can be
provided by anti-ice fluid;
 During heavy fall of wet snow (temperature around 0ºC);
 If snow, ice or frost has gathered on the airplane, when the runway braking
action is reported “ poor “ (braking coefficient less than 0.25)
14.1.4 THUNDERSTORM
Thunderstorms are associated with a number of phenomena, which justify the advice
O PY
to avoid such areas by a considerable margin. Hazards associated with thunderstorms
C 4 4 9
EDbe avoided,gfollow
are Gust, Turbulence, Lightning Strike, Static Discharge and Hail.
L 5 .0 1
R O
When operation near or in a thunderstorm L cannot
n / instructions for
operations in turbulence inN
O T Chapter 16. ngg
OM-A a
UN C S ita
a. Gust
F l o a
r increase-in0wind 1 25 It may affect airplane
-speed.
l y a and under extreme
A gust is a sudden and
nflight, short-lived
2 0 1 7
Ro s e
attitude during
structure.
conditions may damage airplane parts or
b. Turbulence
Turbulence consists of an irregular series of short and long-term deviations from
the normal wind velocity and directions.
c. Lightning Strike
The light flash, accompanying a lightning strike may temporarily blind cockpit crew,
particularly at night. It may be prevented by turning cockpit light to full bright.
Lightning strike can damage airplane structure, and cause instruments,
compasses, antenna or radio become unreliable.
Special inspection including compass check shall be carried out upon landing
following a lightning strike. A lightning strike is an operational incident, and cockpit
crew shall make report and AML entry.
d. Static Discharge
When flying through clouds and precipitation, static electricity is formed on the
airplane, causing typical cracking on the radio. In darkness, small sparks may be
noticed within the windshield (St Elmo’s fire).
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e. Hail
Hail, especially large hailstones may cause considerable damage to an airplane.
They usually found in continental and tropical areas during the warmer part of the
year, as may also present under the overhang of a thunderstorm.
14.1.5 TURBULENCE
Turbulence is defined as a disturbed irregular flow of air with embedded irregular whirls
or eddies and waves. An airplane in turbulent flow is subject to irregular and random
motions, while more or less maintaining its intended flight path.
PIC shall assess the meteorological condition in respect of turbulence expectations
during flight for better preparations in the cabin. Refer OM-A Chapter 16.5.5: use of
seat belt for passenger and Flight Attendant.
a. The intensity specifications for turbulence reporting are defined as follows:
 Light
Slights discomfort.
 Moderate
C O PY 4 4
Moderate changes in airplane attitude and/or altitude accompanied by small 9
L ED 5 .0 1
variations in airspeed, walking is difficult, loose object move around.
RO L n g /
 Severe
N T
Oin airplane attitude g g a
n altitude. The airplane may be out of
N C
Abrupt changes
S
Ufor short periodloaccompanied i t a
and/or
control raseat belts.byLoose 1 - 2 5 in airspeed. Occupants
large variations
n a F
are forced violently against
1 7 - 0 objects are tossed around.
s e l y 20
R o
 Extreme
Turbulence in which the airplane is violently tossed about and is practically
impossible to control, and may cause structural damage. Report as Extreme
Turbulence.
b. Turbulence may be related to the following types: Convective, Orographic,
CAT and Wake Turbulence.
 Convective turbulence: Caused by thermal instability and is met in connection
with the development of any thunderstorm activities. It can cause extreme air
motion with vertical speed up to 6000 feet/min. Severe turbulence is
encountered mostly in connection with thunderstorm activity.
 Oro-graphic turbulence: Mountain waves at the lee side of a mountain may
cause severe turbulence called orographic turbulence. Typical signs are
lenticular, rotor clouds and clouds with “water-fall” appearance. The strongest
turbulence may be found in rotor clouds.
 Clear Air turbulence (CAT): large wind shears with rapid changes of wind
direction horizontally and/or vertically. This type of turbulence is particularly
significant since its presence cannot be detected before it is encountered.
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High level turbulence (normally above 15.000 feet ASL) not associated with
cumuliform cloudiness, including thunderstorm should be reported as CAT
preceded by the appropriate intensity, or light or moderate chop.
Abrupt changes of wind direction in a sharp trough-line may cause considerable
turbulence, and a change of flight level shall normally alleviate the problem.
CAT may be expected on the upper side of a sloping tropopause. A severe
CAT can caused by large horizontal and vertical shears of wind speed in the
transition zone between cold and warm air masses as well as at the tropopause
associated with jet stream.
These areas of turbulence are normally shallow, narrow and extended patches,
which move with the wind.
PIREPs Relating to Turbulence
When encountering turbulence, pilots are urgently requested to report such
conditions to ATC as soon as practicable. The PIREPs should state:
 Aircraft location;
 Time of occurrence in UTC;
 Turbulence intensity;

 C O PY
Whether turbulence occurred in or near clouds;
4 4 9
L ED
Airplane altitude / flight level;
5 .0 1
 Type of airplane;
RO L n g /

T
Duration of turbulence.
O N n g g a
C
 Wake turbulence:
U N S i t a
l o ra by a pressure 1 - 2 5 between the lower and
n F
Wake turbulence is generated
aof the wing. The 1 7 0 exchange
- exchange causes counter rotating
l y
upper surface
0pressure
se trailing from the outer2wingtips (Vortex).
Rovortices
The vortex generator begins on rotation when the nose wheel lifts off the
ground and ends, when the nose wheel touches down on landing. In condition
with very weak or calm winds, the remaining vortices from a landing airplane
may last up to 5 minutes or more (see FRG 9.3).
ICAO defines wake turbulence categories in relation with the airplane maximum
takeoff weight:
- HEAVY (H) : airplane with max. takeoff mass in excess of 136.000 Kg.
The B-757 type, although has MTOW less than 136 tons, is
creating vortices as strong as real heavy airplane.
Therefore, B-757 is considered as heavy airplane.
- MEDIUM (M) : airplane with maximum takeoff weight between 7.000 Kg
and 136.000 Kg.
- LIGHT (L) : airplane with maximum takeoff weight up to 7.000 Kg
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c. Wake Turbulence Separations (Radar Separations) and encounter avoidance

 On the same runway  Parallel runway
Leading Following When airport use parallel runway, both
Separation
Airplane Airplane may at the same time be used for
H H 4 Nm landing traffic.
M 5 Nm
When runways are less than 760 m
L 6 Nm apart and crosswind not exceeding 10
M H 3 Nm knots, the possibility exist that the wake
M 3 Nm vortices generated by an airplane using
L 4 Nm the up-wind runway is drifting across to
L H 3 Nm the down-wind runway.
M 3 Nm Flight crewmember shall alert to this
L 3 Nm form of wake vortex propagations.
Do not misinterpret wake turbulence separations with aircraft separations due

to ATS requirements (FRG 4.6.8)
C O PY 4 4 9

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When no radar separations available and approaches are separated by time
RO L n g /
interval, the following minimum time separation shall apply behind “Heavy”
airplane:
O N T n g g a
U N C S i t a
- 2 minutes, when followed by a “Medium” airplane;
l o ra 1 - 5
- 3 minutes, when followed by a “Light” airplane.
2
n a F 1 7 - 0
l y 2 0
oseASH CLOUDS
14.1.6 VOLCANIC
R
Flying through an ash clouds shall be avoided by all means because of extreme
hazards for the engines and airplane. Volcanic ash can extend for several hundred
miles away, and eruptions may send ash plumes up to 40.000 feet. Neither volcanic
dust nor ash clouds can be detected by the weather radar.
If an airplane enters an ash cloud the flight crewmember can expect:
- Smoke, Dust or acrid odors similar to electric spark in the cockpit;
- In darkness, heavy static discharges (St. Elmo’s fire) around windshield or engine
inlets;
- Engine surge, overheat or even engine failure;
- Unreliable airspeed, Pressurization and / or electrical system degradation.
14.1.7 HOT WEATHER CONDITIONS

Airplane operations in (extremely) high temperature conditions presents problem of a
different nature than those associated with cold weather. High ground temperature has
important effects on passengers and crew comfort and generally decrease aircraft
performance.
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 Ground Preparations
- Keep airplane interior as cool as possible; unnecessary door closed, all gasper
outlets open.
- Reduce heat generation in the cockpit; windshield air, foot vents and other air
outlet shall be left open.
Excess heat is affecting all electronic and computer equipment.
- When external cooling required, the supply shall be plugged in immediately
after engine shut down, and should not be removed until just prior to engine
start.
 Taxi Out
- Avoid excessive use and riding airplane brake. Allow the aircraft to accelerate,
then brake to a very slow taxi speed and release the brake completely.
- Care for residual brake energy indications.
 Takeoff
- High temperature, temperature inversion, combined with short runway or high
elevations inflict performance penalties which must be taken in to account.
Consider to use alternate takeoff procedures (No Packs Takeoff, improve climb
performance, etc.)
- Observe fuel temperature limitations.
C O PY 4 4 9
- When operating in a series of short flight where the use of aircraft braking is
L ED 5 .0 1
significant, consider to use inflight cooling few minutes after airborne.
RO L n g /
 Landing
N T
O on long and g g a
n reverse thrust may be used as
N C
- conditions permitting
U S i t a
dry runway,
the primary method
l
of
o r a
slowing the airplane,
- 2 5
with manual braking start at lower
usea
F to the auto brake
speed in preference
n 1 7 - 01lowest deceleration feature.
system.
- When lthe
s e y
- oExtending 20early in the approach may provide sufficient
of auto brake necessitate, select
R cooling for landing with cool tires and brakes.
gear a few minutes
- Close adherence to recommended landing roll out procedures will ensure

minimum brake temperature build up.
- Close monitor heavy landing weight against brake temperature when the use
of quick turnaround chart is required.
14.1.8 TROPICAL CYCLONS

Tropical Cyclone (TC) known as hurricane or typhoons is associated with extremely
strong winds, severe turbulence, CBs and very heavy precipitations. Although most
violent phenomena generally occur well below normal cruising levels, the chance of a
forced descend due to decompression, for example, shall be accounted for.
The TC formations normally occur over the ocean when barometric pressure is low
(summer), moving toward and dissipate overland. The center of TC usually move as
low as 10-20 knots, but sudden changes in moving speed and directions might occur.
The area of strongest turbulence with respect to tropical cyclone position cannot be
predicted mathematically, therefore, depending on the extra distance involved in
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circumnavigating, flight crewmember shall pass well in front of the TC as the air behind
it tends to be more disturbed and turbulent.
Avoidance is the guiding principle during flight planning and flight executions:
 Basically avoid flying over TC;
 Never fly through TC at low level (decompression);
 Flight Planning:
 Route: The route shall be planned minimum 60 Nm away from TC boundary.
 Destinations: Dispatching rules and weather minima applies.
 Alternate:
 Alternate and route to the alternate which lies within 120 Nm from the TC
track shall not be selected.
 If the alternate is situated in the area where the TC has passed, airport
operations may be affected by possible damage. It is advisable to select
alternate well outside the affected area.
END OF 14.1
C O PY 4 4 9
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OM – A 15. INCAPACITATION OF CREWMEMBER
TABLE OF CONTENT
CHAPTER 15
15.1 INTRODUCTION ........................................................................................................ 1
15.2 TYPES OF INCAPACITATION ................................................................................... 1
15.3 RECOGNITION OF INCAPACITATION ...................................................................... 1
15.4 ACTION TO BE TAKEN WHEN PILOT INCAPACITATE ............................................ 1
15.5 ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATE ................... 1
C O PY 4 4 9
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■
01 Oct 2016 Page 1
TABLE OF CONTENT
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15.1 INTRODUCTION
15.1 INTRODUCTION
Crewmember incapacitation is defined as any condition which affects the health of
crewmember during the performance of duties associated with the duty assigned to
him/her which renders him/her incapable of performing assigned duties, either total
or partial incapacitation which does not allow the fulfillment of duties in normal way.
In-flight incapacitation is a valid safety hazard and has already caused many
accidents. Incapacities have occurred more frequently than other emergencies
which are the subject of extensive training (engine fail, cabin fire, etc.)
END OF 15.1
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15.1 INTRODUCTION
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15.2 TYPES OF INCAPACITATION

(a) Obvious incapacitation;
Means total functional failure and loss of capabilities. In general will be easily
detectable and of prolonged occurrence. Among possible causes are heart
disorders severe brain disorders, internal bleeding, food poisoning, etc.
(b) Subtle incapacitation;
Is a more significant operational hazard, because it is difficult to detect and the
effect can range from partial loss of function to complete unconsciousness.
Among the possible causes might be minor brain seizures, hypoglycemia (low
blood sugar), other various medical disorders, extreme fatigue or 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.
(c) 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.
Things that can cause mild incapacitation:
C O PY 4 4 9
 Body pain such as toothache, headache, gastroenteritis, delayed effects of
ED .0 1
alcohol, drug or medications, common disorder (i.e. cold).
L 5
RO L n g /
 Heart trouble, an acute infection thrombosis, epilepsy, hypo-glycerin (extremely
N T g a
low level sugar) and others belong to the more serious causes of a sudden
O n g
collapse.
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
e l y 2 0 END OF 15.2
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15.3 RECOGNITION OF INCAPACITATION

Early recognition of incapacity is very important. A silent collapse shall hardly be
detected during normal cruise phase, as communications may sometimes decline to
minimum. This requires that all crewmembers monitor each other very closely.
“Closely” means observing other crewmember for any “abnormal” reaction, action
and/or behavior. One good method is to use the term “two communication rule”,
meaning that one crewmember’s comment must be answered by the other.
If for instance the pilot monitoring report the airplane is being to the left of track, it is
essential that the pilot flying not only correct this problem, but confirm verbally. If a
crewmember does not answer any question or checklist item in normal way, there is
reason to believe that there may be the beginning of a subtle incapacitation. At the
worst, he/she may simply have fallen asleep.
Other symptoms of the beginning of an incapacitation are:
 Incoherent speech;
 Strange behavior;
 Irregular breathing;
 Pale fixed facial expression;
 Jerky motions that are either delayed or to rapid.
C O PY
If any of these are present, incapacitation must be suspected and action taken to
4 4 9
check the state of a crewmember.
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15. INCAPACITATION OF CREWMEMBER
OM – A 15.4 ACTION TO BE TAKEN WHEN PILOT
INCAPACITATION
15.4 ACTION TO BE TAKEN WHEN PILOT INCAPACITATE

 First Step
 Take over control by announcing “I Have Control”, engage autopilot. Aviate,
Navigate and Communicate;
 Declare emergency either Distress or Urgency whichever is applicable;
 Summon Flight Attendant(s) immediately for assistance;
 The objective is not to interfere with the pilot duties performance that might
endanger to safety of the flight.
 Take whatever steps are possible to ensure the incapacitated pilot cannot
interfere with the handling of the aircraft. This may include involving FA to
restrain the incapacitated pilot.(e.g. have the incapacitated pilot seat pulled
back, reclined, shoulder harness fastened and locked (OM-B2 Ch 10.10.1);
 If above action might interfere or endanger to the safety of the flight, have the
incapacitated crewmember removed from his seat. In any case his seat shall
be moved fully back to prevent obstruction of flight controls, switches, levers,
etc. Assistance of other crewmember might be required;
 If necessary, reset COMM and NAV to remaining pilot side.
 Second Step
 Take care of the incapacitated crewmember by trying to provide first aid
C O PY 4 4 9
treatment with prior consultation if (and ask for presence) doctor or other
medical persons are aboard;
L ED 5 .0 1
RO n g /
 Check if a type qualified company pilot is on board to replace the
L
O N T
incapacitated crewmember;
n g g a
 Arrange a landing as soon as practicable after considering all pertinent factor
U N C S i t a
l o ra 1 - 5
(condition of the incapacitated, remaining flight time and suitability of en-route
2
n a F 1 7 -
airport for emergency landing);
0
l y
 Arrange medical assistance after landing – giving as many details about the
2 0
R ose
condition of the affected crewmember as possible.
 Third Step
 Prepare for landing (cockpit and cabin), but do not press for a hasty approach;
 Perform approach checklist earlier than normal (request assistance from
other crewmembers or “Capable” persons);
 Request radar vectoring and make an extended approach, where possible,
to reduce workload;
 For landing, do not change seats – fly airplane from the position remaining
crew were assigned to;
 Organize work after landing, and this shall include:
 Depending on the situation, a change of seat for taxiing in, but only after
the airplane has come to a complete stop;
 Having the incapacitated crew member offloaded and to the ambulance
as quickly as possible;
 Arrange for the parking of the aircraft.
 Complete the air safety reporting and other required form.
END OF 15.4
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OM – A 15.4 ACTION TO BE TAKEN WHEN PILOT
INCAPACITATION
C O PY 4 4 9
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OM – A 15.5 ACTION TO BE TAKEN WHEN FLIGHT
ATTENDANT INCAPACITATION
15.5 ACTION TO BE TAKEN WHEN FLIGHT ATTENDANT INCAPACITATE

 First Step
 One FA report to cockpit crew using cabin – cockpit communication protocol.
 PIC declare URGENCY or EMERGENCY whichever is applicable;
 Have the incapacitated crewmember seated with recline position. Assistance
of other crewmember or passengers might be required.
 Second Step
 Take care of the incapacitated crewmember by trying to provide first aid
treatment with prior consultation if (and ask for presence) doctor or other
medical persons are aboard;
 Whenever feasible, a GA (GSM) doctor must be contacted, even when a
medical doctor or nurse is onboard. This can be done via the flight
dispatcher/OGW/OCC.
 Arrange a landing as soon as practicable after considering all pertinent factor
(condition of the incapacitated, remaining flight time and suitability of en-route
airport for emergency landing);
 Arrange medical assistance after landing - giving as many details about the
condition of the affected crewmember as possible.
 Third Step
C O PY 4 4 9
L ED 5 .0 1
 Prepare for landing (cockpit and cabin), but do not press for a hasty
L g /
approacDepends on the situation, have the incapacitated crew off-loaded
RO n
O N T n g g a
from the airplane and to the ambulance as quickly as possibComplete the air
U N C S i t a
safety reporting and other requiredArrange for the parking of the aircraft.
l o ra 1 - 5
 Prepare for landing (cockpit and cabin), but do not press for a hasty approach;
2
n a F 1 7 0
 Depends on the situation, have the incapacitated crew off-loaded from the
-
l y 2 0
ose
airplane and to the ambulance as quickly as possible.
 Complete the air safety reporting and other required form.
R
 Arrange for the parking of the aircraft.
END OF 15.5
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OM – A 15.5 ACTION TO BE TAKEN WHEN FLIGHT
ATTENDANT INCAPACITATION
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OM – A 16. CABIN SAFETY REQUIREMENT
TABLE OF CONTENT
CHAPTER 16
16.1 GENERAL .................................................................................................................. 1
16.2 COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FLIGHT
ATTENDANT ............................................................................................................. 1
16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING .................................. 1
16.3.1 CABIN READY REPORT ............................................................................... 1
16.3.2 EMERGENCY EQUIPMENT .......................................................................... 2
16.4 FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING .......................... 1
16.5 FLIGHT CREWMEMBER AND FLIGHT ATTENDANT INFLIGHT SAFETY
PROCEDURES .......................................................................................................... 1
16.5.1 URGENT INFORMATION .............................................................................. 1
16.5.2 SMOKING ON BOARD .................................................................................. 1
16.5.3 GROUND STOP WITH PASSENGER ON BOARD (TRANSIT) ..................... 1
16.5.4 FUELING WITH PASSENGERS ARE EMBARKING, ON BOARD OR
DISEMBARKING ............................................................................................ 2
16.5.5 USE OF SEAT BELTS FOR PASSENGER AND FLIGHT ATTENDANT ....... 3
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16.6
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CHILD RESTRAIN SYSTEM...................................................................................... 1
L
RINOPASSENGER g /
nCREW COMPARTMENT1
16.7 RETENTION OF ITEMS OF MASS
O N T n g g ANDa
16.8
N C
FLIGHT DECK DOOR
U S i t a
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01 Oct 2016 Page 1
TABLE OF CONTENT
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16.1 GENERAL
16.1 GENERAL
Each type and model of airplane with a seating capacity of more than 44 passengers
to be used in its passenger-carrying operations shall conduct partial Emergency
Evacuation Procedure demonstration that allows the evacuation of the full capacity,
including crewmembers, in 90 seconds or less.
Legal provision requires all crewmembers not to perform any activities during critical
phase of flight other than those required for the safe operation of the airplane.
This means that all flight attendants shall, in the critical phases during taxiing and prior
to takeoff / landing, concentrate on their designated task of securing the cabin and
shall, if necessary firmly and politely refuse service request by the passengers.
The flight attendants shall in this flight phase’s refrain from distracting the flight
crewmembers from concentration on their duties (unless safety requires such
distractions), and shall assist the flight crewmember, in due time the “CABIN READY”
or the “CABIN NOT READY“ report.
END OF 16.1
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16.1 GENERAL
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16. CABIN SAFETY REQUIREMENT
OM – A 16.2 COMBINED CREW BRIEFINGS FOR
FLIGHT CREWMEMBER AND FA
16.2 COMBINED CREW BRIEFINGS FOR FLIGHT CREWMEMBER AND FLIGHT

ATTENDANT
A combined crew briefings for Flight Crewmember and flight attendant shall be
conducted by the pilot in command prior to flight duty at least once on the first flight of
the day.
The PIC shall inform the particulars:
 known deficiencies of cabin / safety equipment,
 special passengers / load,
 expected meteorological conditions, etc., and
 events pertinent to the operations of the flight.
When a tour of duty for the whole crew start at home base, the PIC or FA-1 should
verify that the flight attendant is proficient in and familiar with the relevant emergency
items and procedures.
The Pilot In Command or by delegation of the PIC, FA-1 concludes the FA briefing by
allotting to each individual FA regarding the emergency station (tasks the crew member
is to perform on board and the station he/she is to occupy prior to/during/after takeoff
and landing).
O P Y END OF 416.29
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OM – A 16.2 COMBINED CREW BRIEFINGS FOR
FLIGHT CREWMEMBER AND FA
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OM – A 16.3 FLIGHT ATTENDANT PRE-FLIGHT
CHECK AND BRIEFING
16.3 FLIGHT ATTENDANT PRE-FLIGHT CHECK AND BRIEFING

Before each departure from home base and outstation where aircraft change and/or a
change in-flight attendant composition exist, a flight safety and security briefing shall
be given by FA-1.
The FA briefing should include, but not be limited to:
- assignment of takeoff/landing positions;
- review of emergency equipment;
- passengers requiring special attention;
- the silent review process (The silent review process is the self-review of individual
actions in the event of emergencies);
- review of applicable emergencies;
- security or service-related topics that may impact on passenger or crew safety; and
- any additional information pertinent to safety issue/company safety issue, including
review of new procedures, equipment and systems as applicable.
The flight attendant shall check the emergency equipment and conditions by using the
cabin pre-flight checklist.
The cabin preflight check shall be performed:
- As soon as the flight attendants are aboard prior the first journey or after aircraft
changes, or
-
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When the aircraft has been left unattended by flight attendants for any period of
C 4 9
time.
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.0FA-1, to be
Deficiency of flight safety equipmentO L
RLog for rectifications. n g /
O N T
written in the Aircraft Maintenance
must
n g g a
be reported to cockpit crew
U N C S i t a
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16.3.1 CABIN READY REPORT
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to security reasons, the2 0
Roforse
With respect reporting shall be done via interphone. Refer to
OM-B2 alternative means when interphone is unable.
CABIN READY covers the following preparations:
 DOORS .......................................... closed and free of obstacles
 SLIDES ........................................... armed / automatic
 INFANT LIFE-VEST....................... distributed
 PASSENGER ................................. briefed.
 CABIN PREPARATIONS ............... completed (see OM-A Chapter 17).
Normally the above items must be completed within approximately 5 minutes after the
last passenger doors closed. If the cabin has not reported ready, whilst takeoff is
imminent the PIC should call FA-1 for further coordination.
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CHECK AND BRIEFING
16.3.2 EMERGENCY EQUIPMENT

(a) Life Vests
When conducting extended overwater operation, an aircraft on commercial flights
shall carry one life vest for each crew and passenger that is easily accessible from
their seat.
The number of infant life vests that must be on board the aircraft is equal to total
infant accepted on board on each aircraft type (see OM-B2 Chapter 7).
For demonstration purpose, a number of life vests without CO2 cartridges are on
board.
Note: Number and location of Life Vests are described in FCOM/AOM/OM-B2
Chapter 7.
(b) Rafts/Dinghies
There are two types of raft in Garuda’s aircraft:
1) Slide Raft
The B 747-400, A330 and B777-300ER airplane are equipped with door
PY
mounted slide, which functions as life raft. The size of slide raft and its capacity
C O 4 4 9
is determined in accordance with the type of door, and they shall be assured to
1
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have be able to carry all passengers when making emergency landing on
N T RO g g n
water. The life raft shall not be removed from airplane unless for maintenance
a
inspections. Refer to FCOM/AOM/OM-B2 for locations and specifications.
The raftN C O S i t a n equipment, including pyrotechnic
U shall be equipped with
l o ra
survival
1 - 2 5
n a F
distress signal device.
1 7 - 0
se l y 2 0
RoFor
2) Life Raft
a flight over routes on which the airplane may be over water and at more
than a distance corresponding to 120 minutes at cruising speed or 740 KM (400
NM), whichever lesser, sufficient number of life raft including pyrotechnic
distress signal device to accommodate all passengers in case of ditching shall
be carried.
(c) Escape Slide

Except for ATR72-600 and CRJ1000, all Garuda Indonesia aircraft types are
equipped with the passenger emergency evacuation devices (escape slides / slide
raft) located on each door exits with automatic operation and manual deployment
as back up.
The emergency evacuation devices that deploys automatically must be armed
during taxi, takeoff and landing.
Some of this emergency evacuation devices can be used as flotation device only,
which in details can be seen in FCOM/AOM/OM-B2 Chapter 7.
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CHECK AND BRIEFING
(d) Survival Equipment

In each life raft or slide/raft an emergency pack is carried which contains tools and
equipment generally needed to affect survival, including the pyrotechnic distress
signal device.
(e) Emergency Locator Transmitter (ELT)

 All aircraft shall be equipped with one automatic ELT or two ELT’s of any type
that operate on 121.5 MHz and 406 MHz simultaneously.
 For aircraft that individual Certificate of Air worthiness first issued after 01 July
2008 shall be equipped with a minimum of two ELT’s that operate on 121.5
MHz and 406 MHz simultaneously, one of which shall be automatic.
 Notwithstanding the above requirement, all aircraft shall be equipped with a
minimum of one automatic ELT that operates 121.5 MHz and 406 MHz
simultaneously.
(f) Crew Protective Breathing Equipment (PBE)

The legal requirement for protective breathing equipment is fulfilled with at least
one in the cockpit and the PBE location in the aircraft have to be located within 3
feet from each required fire extinguisher locations. Refer FCOM/AOM/OM-B2 for
details and instructions.
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(g) Medical Supplies
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O with MedicalgSupplies g /
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O N T
All Garuda aircrafts are provided
n g a
U N C
numbers of First Aid Kits and Emergency
S i t aMedical Kits.
 First Aid Kit (FAK) lora 1 - 2 5

n F
anumber of First2Aid0Kit1for
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-passenger aircraft shall not less than:
l y
Rose No of Passenger Seat
The minimum
No of First Aid Kit
0 - 50 1
51 - 150 2
151 - 250 3
More than 250 4
 The First Aid Kits shall be distributed as evenly as practicable throughout
the passenger cabin.
 The First Aid Kits should be readily accessible to flight attendant, and in
view of the possible use of medical supplies outside the aircraft in an
emergency situations, should be located near an exit.
 Emergency Medical Kit (EMK)

 An Emergency Medical Kit for the use of a doctor, or qualified persons in
treating inflight medical emergencies.
 One Emergency Medical Kit shall be in every aircraft.
 Emergency Medical Kit should be stored in an appropriate secure location.
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CHECK AND BRIEFING
 Universal Precaution Kit (UPK)

A Universal Precaution Kit in the aircraft for the use of Flight Attendant in
managing incidents of ill health associated with a case of suspected
communicable disease and in the case of illness involving contact with body
fluids.
One Universal Precaution Kits shall be carried for use by flight attendant in
managing:
a. Episodes of ill health associated with a case of suspected communicable
disease;
b. Cases of illness involving contact with body fluids.
Note: additional kit(s) should be carried at times of increased public health risk
(e.g. an outbreak of a serious communicable disease with pandemic potential).
Number and location of First Aid Kit, Emergency Medical Kit and Universal
Precaution Kit are described in FCOM/AOM or OM-B2 chapter 7.
(h) Portable Fire Extinguisher

Each aircraft is provided with sufficient number of Portable Fire Extinguisher. The
Portable Fire Extinguisher is a Halon type of which, when discharged will minimize
the hazard of toxic gas concentration.
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5
described .0
in 1
FCOM/AOM
or OM-B2 chapter 7.
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(i) Crash Axe
U N C S i t a
l o a at least one crash
rwith 1 - 2 5or crow bar located in the
flight deck. na F
All aircraft shall be equipped
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l y 0
(j)R oseBattery Megaphone 2
Portable
All aircraft shall be equipped with portable battery megaphone as follows:
 Aircraft with maximum seating configuration of more than 60 and less than 100:
Minimum one megaphone;
 Aircraft with a maximum seating configuration of more than 100 shall be
equipped with two megaphones.
Each megaphone shall be readily accessible for use by crewmembers during an
emergency evacuation.
Number and location of Portable Battery Megaphone are described in FCOM/AOM
or OM-B2 chapter 7.
(k) Flashlight
All Aircrafts shall be equipped with a flashlight (torch) at each crewmember station.
END OF 16.3
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OM – A 16.4 FLIGHT ATTENDANT SEATS DURING
TAKEOFF AND LANDING
16.4 FLIGHT ATTENDANT SEATS DURING TAKEOFF AND LANDING

Detailed instructions for each type of aircraft seat locations are found in the respective
type FCOM/AOM.
In general these instructions come to the following seating arrangements:
 During each takeoff and landing, crew seats or vacant passenger seats near the
doors or vacant passenger seats next to or near over wing emergency exists
should be occupied.
 One flight attendant must be seated within reach the cabin attendant’s panel.
 At least one flight attendant in each cabin compartment must be so seated that
he/she can keep a watch on the passengers.
END OF 16.4
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OM – A 16.4 FLIGHT ATTENDANT SEATS DURING
TAKEOFF AND LANDING
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OM – A 16.5 FLIGHT CREWMEMBER AND FA
INFLIGHT SAFETY PROCEDURES
16.5 FLIGHT CREWMEMBER AND FLIGHT ATTENDANT INFLIGHT SAFETY

PROCEDURES
16.5.1 URGENT INFORMATION
Flight Attendants must immediately inform FA-1 whenever smoke, fire unusual sounds
or other abnormal situations are observed. FA-1 must contact the cockpit crew verbally
or via interphone according table below:
During Inform
- Taxi, climb, cruise or descend Immediately
- Takeoff As soon as aircraft is airborne.
After command: “FA and Passengers
- Rejected Takeoff
remain seated”
- Go-around As soon as aircraft level off
- Final approach and landing As soon as aircraft left the landing runway
16.5.2 SMOKING ON BOARD

Garuda apply a non-smoking policy on all flights in the Cabin and/or in the Cockpit
either in the ground and/or inflight.
airplane lavatory.
C O PY
No person may tamper with, disable, or destroy any smoke detector installed in any
4 4 9
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ROON BOARDg(TRANSIT) n g /
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16.5.3 GROUND STOP WITH
N C PASSENGER
U are onboard S i t a
When passengers
l o a transit, the safety
rduring 1 - 2 5 shall be complied:
precaution
n a F 1 7 - 0
(a) Cockpit
l y
seone flight crewmember must 0
2 be in the cockpit, and:
RAt oleast
The “FASTEN SEATBELT” sign must be off.
 The “NO SMOKING “sign must on.
 Cockpit door closed.
(b) Cabin
The minimum FA required to be on board the aircraft shall at least half the standard
complement on the type rounded down to the next lower number in the case of
fractions, but never fewer than one, provided:
 Aircraft engines are shut down.
 At least one floor level exit is open for passenger deplaning when necessary.
 The FA-1 or acting delegate shall at all times capable of handling
communications, handling emergency procedures and initiating an evacuation.
FA-1 shall ensure that:
 The flight attendants shall be spaced throughout the cabin to provide the most
effective assistance for the evacuation in case of an emergency.
 At all times including crew change, one flight attendant is present close to each
assigned exits.
01 Oct 2016 Page 1

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 On short absence of FA-1, the tasks may be delegated to other FA, but the
responsibilities remains.
 Loading bridge, stairs or clear area shall be provided by ground staff for
possibilities of rapid disembarkation.
 Passengers are regularly checked to unfasten seatbelts and refrain from
smoking.
 Cabin lighting is sufficient to identify emergency exits.
 Catering and cleaning activities in the cabin are conducted in such a way not
creating hazards.
 Assigned emergency exits are not obstructed.
 When situation require, a rapid disembarkation using loading bridge or stairs
must be initiated. Use of inflatable slide shall be considered only in case of fire.
(c) Exits: See OM-A Chapter 16.5.4 below
16.5.4 FUELING WITH PASSENGERS ARE EMBARKING, ON BOARD OR

DISEMBARKING
Fueling an aircraft with passengers is embarking, on board or disembarking is allowed
provided:


It is not prohibited by local regulation.
C O PY 4 4 9
At least one cockpit crew shall standby in the cockpit with interphone contact ready
L ED
to communicate with ground engineer.
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
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Provides notification to the flight crewmember onboard the aircraft when fueling is
O N T n g g
about to begin and has been completed; a
 N C
The SEATBELT sign is OFF.
U S i t a

l o ra 1 - 2 5
PIC brief the Flight Attendants, and shall ensure that the following crewmembers
n
are on board: a F 1 7 - 0
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 FA-1 or appointed duty FA.
 One Flight Attendant in the neighborhood of each of the specified exits.
 When situation arises which endangers the safety of the occupants, the FA-1
shall initiate a rapid disembarkation. An evacuation via all usable exits shall be
considered only in case of fire.
 The main passenger entrance door must remain open with ramp or Jet-way in
place. All other doors should remain closed, with mode selector to “MANUAL”. One
FA station at each pair of cross aisle exits.
 One main exit aft of the wing should remain closed with the mode selector set to
“ARMED” until completion of refueling. (See OM-B2 Chapter 2.1)
 Station Manager/Duty Officer:
The Station Manager/Duty Officer shall ensure that boarding ramps, stairs or clear
areas are made available.
 Technician:
Whenever a situation arises which endangers the safety of the occupants, he will
alert the crew directly or via interphone.
01 Oct 2016 Page 2

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Exits shall be available for disembarkation/evacuation during refueling with

passenger on board:
 ATR72-600 Door 2L
Door 1L, 2R
Air Stair / Boarding Ramp
Clear Area
 B 737-300/ Entry doors: Fwd & Aft Forward Entry Door: Boarding Ramps or stairs
Aft Entry Door: Clear area or stairs
400/500/800
 CRJ1000 Door 11
Door 21
Air Stairs
Clear Area or Stairs or Boarding Ramp
 A330 -200/300 Door 11
Door 12
Boarding Ramps or stairs
Boarding Ramps or stairs
Door 13 Clear area
Door 14 Boarding ramps or stairs or clear area
Clear area
Door 21
 B747- 400 Door 11
Door 12
Boarding ramps or stairs
Boarding ramp or stairs or clear area
Door 13 Clear area
Door 14 Clear area
Door 15 Clear area or stairs
Door 21 Clear area
Upper deck(s) Clear area

PY
B777-300ER See OM-B2 2.1 See OM-B2 2.1
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The primary escape route for passenger at the upper deck is via the main deck. Where
5
RO
a choice between ramp cq. Stairs and clear area is given normally a boarding ramp or
N T g g a n
stairs will be placed. Only in case of incidental shortage of equipment a clear area for
C O i t a n
slide deployment may replace a boarding ramp or stairs behind the wing. In this case,
N S
U ra 2 5
the crew will be informed before or upon arrival so that the purser can brief the Flight
l o 1 -
Attendant concerned.
a F 7 - 0
Attention: elyn 2 0 1
i) R
os
Evacuation areas on the ground beneath aircraft exit doors (not in use for aircraft
servicing) are kept clear of obstructions;
The clear area must measure 3 x 10 meters. No ground equipment may be placed
in these areas.
ii) Where a boarding bridge is in use, an interior access path is maintained from the
aircraft to the terminal;
iii) Where a boarding bridge is not in use, passenger steps are positioned at the
aircraft door(s) normally used for boarding;
iv) Local regulations may necessitate deviations from the above exit arrangement.
v) Tanking should in principle be done from the right hand side. The fuel truck should
not be in the (dis)embarkation path.
16.5.5 USE OF SEAT BELTS FOR PASSENGER AND FLIGHT ATTENDANT

(a) Taxi, Takeoff and Landing
 The "Fasten Seat Belt" sign shall be turned on during any movement on the
surface, for each takeoff, for each landing, and at any other time considered
necessary by the pilot in command.
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 All passengers shall have their seat belts fastened during taxi, takeoff and
landing.
 Flight Attendant guarding an exit shall have their seatbelt fastened when seated
during taxi.
 Flight Attendant shall fasten their seat belt during takeoff and landing.
 Flight Attendant must check that all passengers have their seat belts fastened
when the “Fasten Seat Belt” sign is on.
 When seat belt sign is on during cruise, Flight Attendant shall consult PIC
whether they should be strapped down or not in connection to the amount of
expected turbulence.
After each takeoff, immediately before or immediately after turning the seat belt
sign off, an announcement shall be made that passengers should keep their seat
belts fastened, while seated, even when the seat belt sign is off.
(b) Turbulence Conditions

When entering turbulence is expected, the “Fasten Seat Belt” sign shall be
switched on, and if relevant information is available, inform FA-1.
 Light Turbulence
- Flight attendant make announcement to passenger
continued except hot drinks.

C O PY
- If trolley stowage is not necessary, drink and meal service may be
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RO L n g
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O N T n g g a
- Flight Attendant shall check that baggage and personal electronic devices
U N C S i t a
can not cause injury due to the expected turbulence.
l o ra Turbulence 1 - 2 5
a F
 Moderate, Severe or
ncrewmember
Extreme
1 7 0
- “FLIGHT ATTENDANTS AND
- e l y 2 0
announce:
Ros PASSENGERS - RETURN TO YOUR SEATS AND FASTEN YOUR SEAT-
Flight
BELTS IMMEDIATELY”
- Flight Attendants must:
 Stop serving immediately;
 Stow trolleys as quickly as possible and secure galley equipment;
 Place trays with soft drinks, coffee and tea-cans, etc. in empty trolley
garage or on the floor;
 Instruct passengers to stow (PVS screen) and hand luggage, switch off
and stow personal electronic devices,
 Return to their seat and fasten seat belt.
Flight crewmember shall fill Air Safety Report form when encountering significant
turbulence inflight.
END OF 16.5
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16.6 CHILD RESTRAIN SYSTEM

The uses of child restraint system according, either prepared by Garuda Indonesia or
furnished by the child’s parents is allowed provided the child holds a ticket for an
approved seat.
The restrain system must be properly secured to an approved forward facing seat, and
the child must be properly secured in the restrain system, and, must not exceed the
specified weight limit for the restrain system.
The child is accompanied by a parent, guardian or attendant designated by the parent
or guardian to care for the safety of the child during flight.
END OF 16.6
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OM – A 16.7 RETENTION OF ITEMS OF MASS IN
PASSENGER AND CREW COMPARTMENT
16.7 RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENT

All galley equipment and serving cart when not in use must be securely locked in its
place.
Crew baggage which is carried in a passenger or crew compartment must be securely
located accordingly to prevent shifting damage to the structure during emergency
landing condition.
END OF 16.7
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OM – A 16.7 RETENTION OF ITEMS OF MASS IN
PASSENGER AND CREW COMPARTMENT
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16.8 FLIGHT DECK DOOR

All aircraft shall be equipped with reinforced flight deck door that meet the following
requirements:
1. Resist forcible intrusion by unauthorized person and be capable of withstanding
impacts meet standard required by authority.
2. Resist penetration by small arms fire and fragmentation devices to a level equivalent
to level IIIa of the US National Institute of Justice Standard (NIJ) 0101.04 or its
equivalent.
3. A means to monitor from the flight deck side of the door the area outside the flight
deck door to identify persons requesting entry and to detect suspicious behavior
and potential threats.
4. Capable of being locked and unlocked from either pilot station;
END OF 16.8
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17. PASSENGER ANNOUNCEMENT AND
BRIEFING PROCEDURES
CHAPTER 17
17.1 PASSENGER ANNOUNCEMENT POLICY ............................................................... 1
17.2 PASSENGER BRIEFING .......................................................................................... 1
17.2.1 PRIOR TO EMBARKATION ........................................................................... 1
17.2.2 PRIOR TO FIRST AIRCRAFT MOVEMENT .................................................. 1
17.2.3 PRIOR TO TAKEOFF .................................................................................... 1
17.2.4 CLIMB AND CRUISE ..................................................................................... 2
17.2.5 PRIOR TO LANDING ..................................................................................... 2
17.2.6 AFTER LANDING .......................................................................................... 3
17.2.7 EMERGENCY SITUATION ............................................................................ 3
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BRIEFING PROCEDURES
OM – A 17.1 PASSENGER ANNOUNCEMENT POLICY
17.1 PASSENGER ANNOUNCEMENT POLICY

With due consideration of passenger service as described in OM-A Chapter 10.8, and
in addition to the passenger briefing as depicted below, the pilot in command shall
make passenger announcement regarding safety related matter, including turbulence,
non-normal and emergency situations.
The announcement may be delegated to FA-1 when a condition does not allow the
pilot to perform, and only when there is no possibility of miss-information to passenger
if the announcement is delegated to flight attendant.
END OF 17.1
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BRIEFING PROCEDURES
OM – A 17.1 PASSENGER ANNOUNCEMENT POLICY
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BRIEFING PROCEDURES
OM – A 17.2 PASSENGER BRIEFING
17.2 PASSENGER BRIEFING

17.2.1 PRIOR TO EMBARKATION
At check in, passengers shall be briefed on which articles are prohibited to carry at
their person, in their hand baggage or even in checked baggage (ref OM-A Chapter
10.4.3.2).
Prior to boarding the passenger shall be briefed on the “NO SMOKING” requirements
and on all provisions relevant to their safety before and during embarkation.
17.2.2 PRIOR TO FIRST AIRCRAFT MOVEMENT

Communication and coordination between the flight crewmember and the flight
attendant shall be conducted to ensure a combined and coordinated process in
addressing cabin readiness prior to first aircraft movement, takeoff and landing. These
procedures are out lined in OM-B2 Chapter 2.3.
17.2.3 PRIOR TO TAKEOFF

When airplane’s doors have been closed and armed, a designated FA shall brief the
passengers orally on the following provisions:

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Observation of the “ NO SMOKING “ signs which have remained switched on, the
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 L 5 .0 1
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ED
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Backs of the seat in the upright position and tray tables are stowed;
 O N T
Location of the emergency exits;
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
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Location and use of floor proximity escape path markings;
 l o ra
Stowage of hand baggage;
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Ban of the operation of any portable electronic device that can adversely affect the
l y
performance of the airplane’s system;
2 0

ose
Location and contents of the safety briefing cards;
R
This briefing can be done by using video safety demonstration or manual safety
demonstration.
Video Demonstrations
 When video demonstration is displayed, the designated FA shall monitor demo
progress and be ready to assist for manual demonstration when required.
Manual Demonstrations:
 The use of safety belts, including how to fasten and unfasten,
 The location and use of oxygen equipment when the flight is operating above
25.000 feet. When demonstration is performed after takeoff, it shall be completed
prior to reach 25.000 feet.
 The location and use of life vest when the flight is operating over water and at a
distance of more than 50 NM from shore, or to takeoff or landing at an aerodrome
where the takeoff or approach path is so disposed over water that in the event of
emergency, ditching is imminent. If over water portion immediately follow the
takeoff, the demonstration shall have done before takeoff.
Note:
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BRIEFING PROCEDURES
1. An oral briefing to passenger regarding the location and operation of life

preservers, life rafts, and other floatation means, including demonstration of the
method of donning and inflating a life preservers shall be made by appropriate crew
member at least before entering the over water part of the flight.
2. But when taking off or landing at airports where the takeoff or landing path is
directly heading over water that in the event of mishap, ditching is likely to occur,
the briefing shall be made before takeoff.
Additional Briefing
If there is a passenger who may need the assistance of another person to move
expeditiously to an exit in the event of an emergency, before each takeoff an assigned
flight attendant shall conduct an individual briefing of such person. In the briefing the
required crewmember shall;
 Brief the person and his attendant, if any, on the routes to each appropriate exit
and on the most appropriate time to begin moving to an exit in the event of an
emergency; and
 Inquire of the person and his attendant, if any, as to the most appropriate manner
of assisting the person so as to prevent pain and further injury.
Note:
C O PY
This additional briefing do not apply to a person who has been given a briefing before
4
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After takeoff, l y passenger shall be2 0
ose signs on the smoking ban, and the use of safety belts. The passenger
the briefed either verbally or by switching on or off
Rilluminated
the
shall be advised to keep the seatbelt fastened when seated, despite the “FASTEN
SEAT BELT” sign has been switched off.
17.2.5 PRIOR TO LANDING

The “FASTEN SEAT BELT“ sign shall be switched on in due time prior to landing in
order to brief the passengers to occupy their seats, so enabling the FA to properly
secure the cabin without disturbance. The designated FA shall verbally brief the
passengers:
 On the imminence of approach and landing;
 On the requirement of observing the “NO SMOKING” sign.
 On the requirement of observing the “ FASTEN SEAT BELT “ sign and re-fasten
the seat belt, to stow the tray tables, to adjust the seat to the up-right position and
to re-stow hand baggage in its proper location.
 On the restriction on the use of portable electronic devices.
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BRIEFING PROCEDURES
17.2.6 AFTER LANDING

The passenger shall be reminded either orally or by illuminated signs about observing
the smoking ban, keeping safety belts fastened until the airplane has come to a full
stop and the engines have been turned off.
17.2.7 EMERGENCY SITUATION

In an emergency, passenger shall be instructed in such emergency action as
appropriate to the circumstances. The emergency evacuation procedure and
demonstration as carried out in accordance with Appendix A of CASR 121 are
described in OM-B2.
END OF 17.2
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18. INOPERABLE INSTRUMENTS AND
EQUIPMENTS
CHAPTER 18
18.1 GENERAL ................................................................................................................... 1
18.2 MINIMUM EQUIPMENT LIST (MEL) .......................................................................... 1
18.3 ATTENTION TO FLIGHT CREWMEMBER ................................................................. 1
18.4 ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER ......................................... 1
18.5 COORDINATION ........................................................................................................ 1
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EQUIPMENTS
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EQUIPMENTS
OM – A 18.1 GENERAL
18.1 GENERAL
No person may takeoff an airplane with inoperable instruments or equipment installed
unless the following conditions are met:
The airplane is operated under all applicable conditions and limitations contained in
the Minimum Equipment List and the operations specifications authorizing use of the
Minimum Equipment List.
END OF 18. 1
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EQUIPMENTS
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EQUIPMENTS
OM – A 18.2 MINIMUM EQUIPMENT LIST
18.2 MINIMUM EQUIPMENT LIST (MEL)

The Minimum Equipment List (MEL) is a manual consist of:
 Minimum Equipment List as required by CASR (MEL);
 An Operating Procedure, when MEL item calls for flight crew actions (OP);
 Maintenance Procedure, when MEL item calls for maintenance personnel actions
(M);
 Configuration Deviation List covering configuration deficiency externally (CDL);
MEL is guidance for dispatching the aircraft in such condition with inoperative
instrument or equipment within acceptable safety level is maintained by appropriate
design redundancies, procedures and limitations.
The MEL is compiled in assisting PIC and licensed Aircraft Maintenance on duty in
deciding whether to dispatch or not, an aircraft with an inoperative system, missing
item or part, for the aircraft to be dispatched within the allowable standard
airworthiness requirements.
The MEL shall not deviate from the Aircraft Flight Manual limitations, Emergency
Procedures, or Airworthiness Directives, and all equipment related to the airworthiness
and the operating regulations of the aircraft not listed in MEL must be operative. It does
not include components which are obviously required, so as component of minor
significant which are obviously not required.
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n Maintenance
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applicable until commencement of the takeoff run.
Center or ChiefN
U C
If dispatch within the limitations of the MEL
i is
t anot possible
Sand procedures.-25
consult Control
Pilot
o r a
where specific assessment
authorization for conditions,llimitations
will be performed to obtained dispatch
n a F on the Air1Transport 7 - 01 Association (ATA), where

e
System numbers
s l y are based
20
R o
specification number 100 and items are numbered sequentially.
For details in how to use the MEL layout, refer to related aircraft type MEL.
MEL is an integral part of Aircraft Operation Manual and will be approved by
Directorate General of Air Communication as legal basis for dispatch.
END OF 18.2
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EQUIPMENTS
OM – A 18.2 MINIMUM EQUIPMENT LIST
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EQUIPMENTS
OM – A 18.3 ATTENTION TO FLIGHT CREWMEMBER
18.3 ATTENTION TO FLIGHT CREWMEMBER

 The flight crewmember has the authority to reject an aircraft if, prior to each flight,
the PIC is dissatisfied with any aspect of airworthiness and maintenance.
 The Pilot in Command shall make careful evaluation of all operational
consequences for the whole route to be operated.
 The evaluation shall ensure that unacceptable reduction of aircraft performance or
operational safety level is avoided.
 Crew workload shall be considered, hence necessitates good coordination with
maintenance personnel.
 Ensure through crew briefing that each crew member is aware to the non-standard
condition.
 When referenced to MEL for the continuation of the flight, the PIC shall assure that
no maintenance handling (M) is written in the required action column.
END OF 18.3
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EQUIPMENTS
OM – A 18.3 ATTENTION TO FLIGHT CREWMEMBER
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EQUIPMENTS
OM – A 18.4 ATTENTION TO AIRCRAFT
MAINTENANCE ENGINEER
18.4 ATTENTION TO AIRCRAFT MAINTENANCE ENGINEER

 Dispatch with an inoperative item or missing part shall not be considered if repair
or replacement can be made within the available time.
 The source of the failure must be known. The inoperative system shall be isolated
that it cannot adversely affect other system or indicative isolation may require
deactivation of applicable CB, disconnection or removal.
 Provision of INOP placard. The INOP placard shall be affixed to or near the
instrument, warning light, pulled CB, control switch or lever to indicate that the
relevant part is inoperative and must not be used. If INOP marking cannot be
considered self-explanatory, a notation to which component is affected should be
made accordingly.
 Consider taking spares on board if the aircraft is operated through station where
no such spares are available in order to affect a repair en-route when
circumstances permitted.
 Make AML entry and transfer to the HIL.
END OF 18.4
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EQUIPMENTS
OM – A 18.4 ATTENTION TO AIRCRAFT
MAINTENANCE ENGINEER
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EQUIPMENTS
OM – A 18.5 COORDINATION
18.5 COORDINATION
Good and concise coordination among Maintenance Personnel, Pilot in Command and
Flight Dispatcher shall be exercised when dispatching the aircraft with technical
deficiency that affecting one of the following:
 Ground Handling (Loading, Fuelling, Servicing, etc.);
 Flight Planning;
 Flight Execution (workload, etc.)
END OF 18.5
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EQUIPMENTS
OM – A 18.5 COORDINATION
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OM – A 19. SPECIAL FLIGHT
TABLE OF CONTENT
CHAPTER 19
19.1 REVENUE NON SCHEDULED FLIGHT .................................................................... 1
19.1.1 GENERAL ...................................................................................................... 1
19.1.2 FUEL CARNETS ............................................................................................ 2
19.1.3 WEATHER MINIMA........................................................................................ 2
19.1.4 ROUTE AND AIRPORT QUALIFICATION ..................................................... 2
19.2 NON-REVENUE FLIGHT ........................................................................................... 1
19.2.1 TEST FLIGHT ................................................................................................ 1
19.2.2 TECHNICAL FERRY FLIGHT ........................................................................ 4
19.2.3 PROVING FLIGHT ......................................................................................... 4
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16 Jan 2017 Page 1
TABLE OF CONTENT
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19.1 REVENUE NON SCHEDULED FLIGHT

19.1.1 GENERAL
Garuda Indonesia as Flag and Domestic carrier is authorized to conduct nonscheduled
flight under the provision of ACL A30.
The Over flying and landing permits, necessary for the execution of the flight will be
applied for and on behalf of Garuda Indonesia.
Non scheduled flights consist of:
 VVIP Flight
 Hajj Flight
 Charter Flight (include Joy Flight)
 Extra Flight (include Charity Flight)
 Positioning/Delivery/Re-delivery Flight.
Rights and obligations of the chartering company (or individuals) and Garuda
Indonesia in the case of charter or wet lease (hajj) are laid down in the agreement
signed by both parties. This is normally contained in the standard Garuda Indonesia
contract.
When group leader is involved, the PIC is requested to contact him either through the
PY
ground staff or the cabin attendants for the purpose of establishing liaison. If
O
practicable, this should be done before the flight, otherwise at an early stage of the
C 1 4 4 9
L L D
Ebriefed / 5 .0
flight. Deal all problems related to that particular group through the group leader.
T R O
The PIC of a non-scheduled flight shall be fully
g aonn g
all particulars of the route
O N stations.
concerned. This same information
C n
will also be made
t a g available to slip crews or station
UN
personnel at en-route or terminal
a S i 5
F l o r - 0 1 - 2
(a) VVIP Flight
l y n a 2 0 1 7
RA oflightsenormally used to transport the President and/or the Vice President of the
Republic of Indonesia. Special procedures are enforced.
(b) Hajj Flight

The flights conducted during the Hajj season to transport Hajj Pilgrim during a
period of three months every year. The hajj flight using Garuda operated aircraft or
wet lease aircraft.
(c) Charter Flight

A charter flight is a flight whereby the total useful capacity of the aircraft i.e.
saleable seats and space, is allocated for the chartering party.
In case the chartering party wishes to make alterations in the schedule of an agreed
charter, the crew or Garuda Indonesia personnel concerned can only comply with
such requests upon receipt of explicit approval from Garuda Indonesia.
Unless otherwise agreed, Garuda Indonesia shall have allocated space of the
chartered aircraft not used by the chartering party.
No revenue loads whatsoever (except aircraft spare parts) may be carried to or
from a station where a permit for a technical landing only has been granted.
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(d) Extra Flight

Flights normally conducted during the certain period of time to increase seat
capacity to accommodate customer demands.
(e) Positioning/Delivery/Re-delivery Flight

Flight conducted for the purpose of transferring the aircraft from a station (to
another) without carrying passenger or fly-in (new /leased aircraft) or returning
(leased) aircraft.
19.1.2 FUEL CARNETS

A fuel carnet is an international form on which fuel and oil can be obtained on credit. It
is only used when landings are intended at airports not normally included in the Garuda
Indonesia network.
19.1.3 WEATHER MINIMA

Normal Garuda Indonesia destination, alternate and en-route alternate minima are
applied for all non-scheduled flights.
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19.1.4 ROUTE AND AIRPORT QUALIFICATION
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The route and airport qualification in accordance with OM-A Chapter 6.5.4 also applies
n
O N T
for non-scheduled destinations.
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a F 7 - 0 END OF 19.1
s e l yn 2 0 1
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19.2 NON-REVENUE FLIGHT

19.2.1 TEST FLIGHT
01. GENERAL
CASR 91 sub part E and CASR 43 regulate that a test flight should be carried out
after aircraft undergone maintenance, preventive maintenance, rebuilding, or
alteration in a manner that may have appreciably change airplane flight
characteristics or substantially affected its operation inflight.
Engineering and Maintenance personnel who are required as part of their duties,
must be present in the aircraft during the test flight. A satisfactory ground
acceptance is required prior to the test flight.
Ground Acceptance is a procedure of Pre-Test Flight, in order to perform ground
technical function & to fulfill operational test to be done.
Ground Acceptance can be done in two ways:
a. Ground Acceptance requires Flight Crewmember, or
b. Ground Acceptance with No Flight Crewmember. (It requires Technical
Accomplishment List for Flight Crewmember).
A test flight is not required if prior to flight, ground test, inspection, or both show
conclusively that the maintenance, rebuilding, or alteration has not appreciably
C O PY 4 4 9
changed the flight characteristics or substantially affected the flight operation of the
airplane.
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N
02. TEST FLIGHT CATEGORYT n g g
O Test flightSthatitisaperformed a
U N C 5
Category A
l o r a - 2
after major overhaul check,
B na
Categoryly
for airplane
- 0for1other than checks in category
F Test flight is performed
performance
1 7 test.
o s e 20
R A.
03. PROCEDURES
 Test flight normally terminates at the departing station, but if due to operational
reasons, it may end up at other than the departing station.
 Test flight maneuvering should be conducted in day VMC weather. Takeoff and
Landing minima is in accordance with the published circling approach minima
for the particular aircraft.
 Test item should be thoroughly discussed between the test Flight Crewmember
and the designated aircraft engineer before the flight.
 The test items sequence should follow an established Test Flight Report Form
Published by the Maintenance & Engineering Division.
 Test flight result analyses should be carried out by the PIC in cooperation with
the designated aircraft Engineer in charge.
04. TEST FLIGHT CREWMEMBER

The Flight crewmembers for test flight are set up in accordance with the test flight
category:
01 Oct 2016 Page 1

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Category A  PIC must be at least CCP

 FO may be at least one of the following, in priority order: CCP,
FIA , FIS or GI.
Category B  PIC must be at least FIA
 FO may be a regular FO
The FO shall have ample experienced on the A/C type
concerned.
Note: FA may be on board for entertainment and service system function check as
required.
05. CATEGORIZATION DIRECTIVES
No SUBJECT REMARK CAT

1 OVERHAUL Beside the functional test flight, some tests are also A
required in accordance with the work done on
particular aircraft system or structure
2 STRUCTURE Performance test in relation with the structure
A
repair or modifications
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3 ENGINE
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After major engine overhaul check, for performance
A
L
/ ETOPS test
RO or removal g
n of: /
4 VERTICAL &
N T
Replacement
O - Vertical g
n or g a
/ installation
N C
HORIZONTAL
U S i t a
stabilizer, A
STABILIZER
l o a
r- Horizontal stabilizer,
1 5
2 one or both
-either
F
na Replacement 1 - 0
7 / installation of one or
e l y
5* CONTROL
2 0 or removal
RosSURFACE & more of the following flight control surfaces:
FLAPS -
A
Aileron, Rudder, Elevator, Stabilizer.
- Flap, Slat, Spoiler/Lift Dumper.
6 AIRPLANE Installation or replacement with a new type of
COMPONENT component in the airplane, which may affect flight A
performance or characteristics.
7** ON GROUND By any reason the aircraft has been on the ground
B
for more than 30 days
8 REQUIRE- - Vibration or other condition affecting
MENTS airworthiness (causes not revealed through
test on ground)
- Through affecting airworthiness has been
eliminated, but result of action taken cannot be B
check without a test flight.
- On request or ascertainment by any special
cases, i.e. —airplane system check, airborne
equipment check, etc.
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No SUBJECT REMARK CAT

9 PRE/RE- - Before delivering to Garuda or returning
*** DELIVERY the aircraft/s to the owner B
TEST FLIGHT - Demonstration Flight
10 VVIP - On request or ascertainment by any
special cases. B
***
Note:
(According to OM-A Chapter 19.2-01)
5* Test Flight is not required when, at the end of the task detailed in AMM,
pass series of ground tests that ensure the system operate as per
design.
 Operational Ground Acceptance required.
7** Test Flight is not required if Maintenance Prolonged Ground Inspection
has been carried out.
 Operational Ground Acceptance required.
10*** The PIC may be CCP or FIA assigned by Chief Pilot.
06. CREW SCHEDULING

Over haul / D- Check, it takes about 35 days.
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Flight Crewmembers should be informed within
L ED 7 days before
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commencing
5 Test
Flight.
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N T performance g
Owill be informed
Engine replacement and aircraft
n g
Test a
Flight;
U N C S i t a
Flight Crewmembers
l o r a within
2 5
2 days before
- commencing test Flight.
n a
Information will be F to VP Flight Operations
sent
1 7 - 01(JKTOFGA) for the purpose of
s e
scheduling y
l The Flight Crewmembers 20Approval.
and to VP Operation Planning and Control
R o
(JKTOGGA) for the purpose of Flight
On the same calendar day, before and after commencing the test flight, The Flight
Crewmembers shall not be scheduled to perform any other Flight Duty Assignment,
including simulator training.
07. PERSONNEL ON BOARD

Apart from Flight Crewmember, only officially designated person directly
concerned with the execution of test flight may be on board.
08. DEVIATION FROM RULE

Any deviation from this standard test flight rule may only be done upon VP Flight
Operations approval.
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19.2.2 TECHNICAL FERRY FLIGHT

01. INTRODUCTION
A technical ferry flight is a flight, made to transfer an aircraft with a serious technical
deficiency to home base or station where repairs can be made.
Reason for a technical ferry flight can be an inoperative engine - on three or four
engine aircraft - or another discrepancy that make the aircraft unfit for commercial
operation.
02. PERMISSION TO FERRY

For the execution of a technical ferry flight, Garuda Indonesia has been granted a
special flight permit with continuous authorization as laid down in ACL D84.
Movement Control (OGM), after a preliminary check on necessity and feasibility of
the ferry, will act as coordinator between Flight Operations, Technical Department
and ferry Crew.
03. CREW COMPLEMENT

Technical ferry flight shall be executed by at least the minimum cockpit crew,
depending on availability in the order as indicated below:


CCP
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
FIA/ FIS
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Pilot assigned by Chief Pilot
RO L n g /
O N T
Note: For an N-1 ferry, The Pilot
g g
shall be Qualified a
as such.
n generally no cabin personnel or
Apart from Nthe C
U should beloonrboard S
assigned cockpit crew i t a
members,
other persons a a technical ferry 1 - 2 5 except as indicated in
flight,
n F
a Crew Complements. 1 7 - 0
l y
OM-A 5.4-02 Standard
0
2 that leaving the originally scheduled flight
e Captain has the impression
sthe
o
RWhen
attendant behind might be over restrictive for a particular case, exemption may be
requested from chief pilot or his deputy.
04. OPERATIONAL REQUIREMENTS

A technical ferry flight may be considered when:
 It has become absolutely clear that local repair is impossible or impractical ;
 The aircraft is certified for the operation after inspected and authorized by
Engineering Department.
 Specific operational requirements, as stated in the FCOM/AOM or OM-A can
be fulfilled.
The assigned crewmembers must make themselves fully acquainted with the
relevant procedures as stated in the FCOM/AOM, or as provided on behalf of VP
Flight Operations.
19.2.3 PROVING FLIGHT

Proving flight is performed to demonstrate and validate the effectiveness of the overall
company procedures for operations in all applicable fields.
16 Jan 2017 Page 4

▲
No passengers may be carried in an aircraft during proving tests, except for those
needed to make the test and those designated by the DGCA. However, mail, express
parcels, or other cargo may be carried when approved by the DGCA.
END OF 19.2
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OM – A 20. OXYGEN REQUIREMENT
TABLE OF CONTENT
CHAPTER 20
20.1 DEFINITIONS ............................................................................................................. 1
20.2 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED ............. 1
20.3 APPLICATIONS .......................................................................................................... 1
20.4 REQUIREMENTS FOR CREW AND PASSENGER ................................................... 1
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TABLE OF CONTENT
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20.1 DEFINITIONS
20.1 DEFINITIONS
PROTECTIVE OXYGEN : Protective oxygen not mixed with cabin air.
SUPPLEMENTAL OXYGEN : Oxygen mixed with cabin air.
FULL DEMAND SYSTEM : With the control lever in “100% OXYGEN”, position
the oxygen system delivers supplementary oxygen.
DILUTER DEMAND : With the control lever in “NORMAL OXYGEN”

SYSTEM position the oxygen system delivers supplementary
oxygen.
CONTINUOUS FLOW : The continuous system delivers a continuous flow of

SYSTEM oxygen to continuous flow type masks (with re-
breather bag), usually called “paper masks”.
EMERGENCY OXYGEN : When operated on “EMERGENCY OXYGEN”, the

flow is very high.
Therefore the system should only be used to revive a
C O PY
crew member, when a mask is leaking severely, or
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when the regular valve Is unserviceable.
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20.1 DEFINITIONS
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20. OXYGEN REQUIREMENT
OM – A 20.2 CONDITION UNDER WHICH OXYGEN MUST
BE PROVIDED AND USED
20.2 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED

Adequate breathing oxygen must be provided to the crew and passengers for
sustenance in case of depressurization, smoke or toxic gas emission.
The PIC shall ensure that flight crewmembers engaged in performing duties essential
to safe operation inflight use supplemental oxygen continuously whenever cabin
altitude exceeds 10000 ft.
Additional "First Aid Oxygen" is required for passengers when the flight is planned to
fly above 25000 ft. This First Aid Oxygen must still be available after a depressurization
(Description and use of Oxygen system and equipment are indicated in the
FCOM/AOM).
Note:
All GA aircraft is certified to operate above FL 250, except ATR72-600 that maximum
operating altitude is FL 250, and that each flight crewmember is provided with a quick
donning type oxygen mask.
END OF 20.2
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OM – A 20.2 CONDITION UNDER WHICH OXYGEN MUST
BE PROVIDED AND USED
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20.3 APPLICATIONS
20.3 APPLICATIONS
Protective oxygen: Must be used when smoke, fumes or vapor contaminates cabin
air, or expected to be so.
Supplemental oxygen:
 At cabin altitude above 10.000 feet up to and including 12.000 feet, continuous
oxygen must be provided for and used by active flight crewmember and must be
provided for other crewmember for that part of the flight at those altitude that is
more than 30 minutes duration.
 When cabin altitude is above 12.000 feet, oxygen must be provided for and used
by active flight crewmember and must be provided for other crewmember during
the entire flight at those altitude.
- The enlarged flight crewmember shall be accounted for, while dead heading
flight crewmember shall be considered as passenger for the purpose of
supplemental oxygen requirements.
 When operating at flight altitude above 10.000 feet MSL, the oxygen supply must
not be less than 2 hours supply for each flight crewmember on duty.
- The required two hours supply is that quantity of oxygen necessary for a
constant rate of descends from aircraft’s maximum certified operating altitude
down to 10.000 feet in ten minutes followed by 110 minutes at 10.000 feet.
 The required of two hours supply mentioned above is excluding the oxygen that
O PY
will be used to fulfill the requirements when one pilot shall put on and uses oxygen
C 4 4 9
as mentioned below:
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N
Oabove T g g a
natoxygen.
U N C
- If flight is conducted
i t a
FL 410 one Pilot
S
the control of the aircraft shall put
on and use his oxygen mask
l o ra as supplemental
1 - 2 5
n a F 1 7 0
- one pilot to leave his station at the
s l y
- If for any reason
0
at any time it is necessary for
2 at altitude above FL 250, the remaining
eof the airplane when operating
o
Rcontrol
pilot at the control shall put on and use his oxygen mask as supplemental oxygen
until the other pilot has returned to his duty station.
Extra oxygen supply: must be on board, when it is known beforehand that a

passenger, who needs extra oxygen for medical reason, will board the aircraft. The
Garuda Sentra Medika supplies special oxygen sets for this purpose.
END OF 20.3
01 Oct 2016 ▲ Page 1

20.3 APPLICATIONS
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OM – A 20.4 REQUIREMENTS FOR CREW AND
PASSENGER
20.4 REQUIREMENTS FOR CREW AND PASSENGER

(a) First aid oxygen
The quantity of oxygen required as first aid must be enough to provide 2% of
passengers and no less than 2 passengers with undiluted oxygen at a flow rate of
at least 3 liters per minute (Standard Temperature Pressure Dry) for the part of the
flight above 8000 feet following a depressurization.
This quantity of oxygen must be added to the required oxygen quantity for the case
of emergency descent.
The first-aid oxygen equipment shall be capable of generating a mass flow to each
user of a least 4 liters per minute. Means may be provided to decrease the flow to
not less than 2 liters per minute at any altitude.
(b) Supplemental oxygen for sustenance

To operate a pressurized aircraft above 10.000 feet, the quantity of supplemental
oxygen on board for sustenance must be established for the most critical point of
the flight from the standpoint of oxygen need in case of depressurization.
The cabin pressure altitude is considered the same as the aircraft altitude following
cabin depressurization.
C O PY
In case of depressurization, aircraft which operate up to 25.000 feet which is able
4 4 9
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to descend to 14.000 feet within 4 minutes or aircraft which operate above 25.000
ED
R O n g /
feet which is able to descend to 10.000 feet within 10 minutes, the amounts of
L
passengers oxygen required are as follow:
N
Opart T g g
nto and a
U N C
(i) For flight at cabin
i t
altitude 10.000 feet,
S a up including 14.000 feet, enough
oxygen for that
l o
of
r a
the flight at those
2
altitudes
- 5that is of more than 30
minutes duration,
n a Faltitude 14.000 feet,
for 10 percent of
1
the
7 01
up-to and including 15.000 feet, enough
passengers.
y
l for that part of the2flight
(ii) For flight
s e at cabin
0 at those altitudes for 30 percent of the
o
R passengers.
oxygen
(iii) For flight at cabin altitude above 15.000 feet, enough oxygen for each
passenger carried during the entire flight at those altitudes.
Incase loss of pressurization and the cabin altitude would be above 10.000 feet,
the aircraft will descend (emergency descend) to 10.000 feet or minimum safe
altitude whichever is higher.
If due to higher Minimum Safe Altitude / MORA and descending to below such
acceptable altitude is not possible, the special procedures have been laid down to
exit the situation in order to the aircraft can continue at the pressure altitude that
will allow continued safe flight and landing. (e.g: escape route over Teheran
Airspace, TIM-DJJ vv), Or PIC shall find alternative route with lower safe altitude
that will allow continued safe flight and landing.
01 Oct 2016 ▲ Page 1

OM – A 20.4 REQUIREMENTS FOR CREW AND
PASSENGER
(c) Crew Protective Breathing Equipment

An easily accessible quick donning type of breathing equipment for immediate use
is required for each cockpit crewmember.
Portable protective breathing equipment is required at each flight attendant station,
in galleys and cargo compartments.
This equipment must protect the eyes, nose and mouth of each crewmember while
on duty and to provide oxygen for a period of not less than 15 minutes.
The oxygen required for breathing protection can be included in oxygen required
for sustenance, for depressurization and in first aid oxygen.
END OF 20.4
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OM – A 21. SPECIAL LOAD
TABLE OF CONTENT
CHAPTER 21
21.1 GENERAL ................................................................................................................... 1
21.2 DANGEROUS GOODS ............................................................................................... 1
21.2.1 GENERAL ................................................................................................... 1
21.2.2 POLICY ....................................................................................................... 1
21.2.3 SAFETY PRECAUTION .............................................................................. 1
21.2.4 RESPONSIBILITIES .................................................................................... 2
21.2.5 DANGEROUS GOODS LIMITATION .......................................................... 3
21.2.5.1 ACCEPTABLE DANGEROUS GOODS ........................................ 3
21.2.5.2 FORBIDDEN DANGEROUS GOODS ........................................... 3
21.2.5.3 DANGEROUS GOODS IN OPERATOR’S PROPERTY ............... 3
21.2.5.4 DANGEROUS GOODS IN EXCEPTED QUANTITIES .................. 3
21.2.5.5 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW . 3
21.2.6 CLASSIFICATION ....................................................................................... 6
21.2.7
P Y 97
LABELING ................................................................................................... 7
O 4
ED C .0 1 4
21.2.7.1 HAZARD LABELS .........................................................................
O L L g / 5
N T R
21.2.7.2 HANDLING LABELS
g g a n
..................................................................... 9
C
21.2.8 RADIOACTIVE
N O MATERIAL
i t a n
.......................................................................
S
11
U DANGEROUS
21.2.9 LOADING
l o 1 5
raGOODS ............................................................
- 2 12
a F
nCOMPARTMENT FIRE 1 7 - 0
l
21.2.10 CARGO
e y 2 0 CATEGORY .......................................... 12
RosDANGEROUS GOODS INCIDENT ........................................................... 12
21.2.11
21.3 LIVE ANIMAL .............................................................................................................. 1
21.3.1 GENERAL ................................................................................................... 1
21.3.2 SPECIAL INSTRUCTION ............................................................................ 2
21.4 CARRIAGE OF ARM .................................................................................................. 1
21.5 STRONGLY SMELLING CARGO ............................................................................... 1
21.6 HUMAN REMAINS ..................................................................................................... 1
21.7 PERISHABLE CARGO ............................................................................................... 1
21.8 VALUABLE CARGO ................................................................................................... 1
21.9 LIVING HUMAN ORGANS AND BLOOD SHIPMENTS .............................................. 1
21.9.1 LIVING HUMAN ORGANS SHIPMENTS .................................................... 1
21.9.2 BLOOD SHIPMENTS .................................................................................. 1
21.10 AIRCRAFT ON GROUND (SPARE PARTS) ............................................................... 1
21.11 UNDEVELOPED FILM ................................................................................................ 1
■
01 Oct 2016 Page 1
TABLE OF CONTENT
21.12 COMPANY MAIL ........................................................................................................ 1

21.13 MIXED LOADING RESTRICTIONS ............................................................................ 1
21.14 TEMPERATURE SETTING REQUIREMENT ............................................................. 1
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01 Oct 2016 Page 2
21.1 GENERAL
21.1 GENERAL
Special load is the collective indication for those commodities, which, due to their
nature or value, require special attention and treatment during acceptance, storage,
transport and/or stowage.
This chapter describes more detail about Special Load which consists of, but not
limited to:
 Dangerous Goods
 Live Animals
 Carriage of arms
 Strongly smelling (obnoxious) cargo
 Human Remains
 Perishable Cargo (including food stuffs)
 Valuable cargo
 Living Human Organs and blood shipments
 Aircraft on Ground (spare parts)
 Undeveloped Film
These commodities must be mentioned on the special load notification to Captain
(NOTOC) in the English language only.
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21.1 GENERAL
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21.2 DANGEROUS GOODS

21.2.1 GENERAL
Dangerous Goods are substances possessing potentially hazardous characteristics.
These characteristics will not necessarily make their transport by air become
hazardous, provided that the applicable regulatory precautions are complied with.
In order to carry Dangerous Goods by air transport safely, the Dangerous Good items
have to be correctly packed, marked, labeled, checked, accepted, handled and loaded
to the aircraft properly. For further details, see Garuda Indonesia Dangerous Goods
Handling Manual onboard the aircraft.
The latest edition of IATA Dangerous Goods Regulations for the practical working
document for the processing and handling of dangerous goods by air is available at all
Garuda Indonesia station and Cargo Offices.
21.2.2 POLICY
In carrying dangerous goods, Garuda Indonesia classifies items as follows:
A. Dangerous Goods as Cargo
Dangerous Goods as cargo are accepted, as long as conform to all procedures
O Y
and requirements as laid down in IATA Dangerous Goods Regulations.
P 4 9
C 1 4
B. Munitions or Implements of War
Goods that can be classified asO L LEorDimplements n g / .0a caliber of
5with
beR
munitions of war
more than 9 mm must N
O notT
n g
carried on any Garudag aIndonesia aircraft.
C. CarriageU N C S i t a
of Firearm
l o r a 1 - 2 5
Unloaded Firearm, F
naits bullets and2cartridge1 0
- caliber of equal to or less than 9
7They
with
mm aree
s l
not y
permitted in the aircraft 0
cabin. must be placed in the Security Item
o
Rtype). The maximum number that can be carried(forward
Container provided for in the cargo compartment or bulk subject to aircraft
is 12 bullets / passenger with
overall total of 100 per aircraft. See OM-A Chapter 21.4 for more explanation.
D. Carriage of Dangerous Goods on the Flight Deck.

The Dangerous Goods are prohibited from being transported on the flight deck of
an aircraft, except in accordance with limited restrictions specified in the IATA DGR
(Provision for Dangerous Goods carried by Passenger or Crew).
21.2.3 SAFETY PRECAUTION

Shipments containing Dangerous Goods shall not be accepted for carriage unless it
fully complies with the requirements of the Garuda Indonesia Dangerous Goods
Handling Manual and IATA Dangerous Goods Regulations.

01 Oct 2016 Page 1
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21.2.4 RESPONSIBILITIES
To be allowed to transport Dangerous Goods, both shipper and operator must have an
approval from the Authority. To get this approval they must make clear that the safety
requirement have been met and that personnel is properly trained and will receive
recurrent training.
The Shipper must:

 Ensure that his personnel is fully qualified
 Ensure that the article or substances are not prohibited for transport by air
 Classify each item of dangerous goods into nine classes
 Limit the quantity contained in each package to the maximum allowed
 Use the correct type of packaging
 Put the required labels and markings on the package
 Enter the required details on the shipper declaration for dangerous goods
stating that the goods have been properly prepared for transport and sign it
The Operator must:

 Ensure that his personnel is fully qualified
 Inspect each package for leakage or damage and for correct labels and
markings when offered for transportation
C O PY
 Complete a comprehensive checklist and only accept the consignment if all
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relevant requirements have been complied.
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RO n g /
 Inspect each package for leakage or damage before loading into a ULD or bulk
L
O N T
loading of the aircraft.
n g g a
 Inspect each ULD for evidence of leakage or damage before loading on and
U N C S i t a
l o ra
again after unloading from the aircraft.
1 - 2 5
n a F
 Inspect each package unless carried in a ULD, for evidence of leakage or
1 7 - 0
l y 0
damage upon unloading from the aircraft.
2
R ose
 Correctly position, segregate and secure each package or ULD aboard the
aircraft
 Provide NOTOC to PIC
The Pilot in Command must:

 Receive and retain, full written details of all dangerous goods loaded on the
aircraft in Special Load notification to Captain (NOTOC);
 Check the contents of the NOTOC and sign this document as an
acknowledgement;
 Check the actions to be taken in the event of dangerous goods incident and/or
emergency response procedure.
 Review IATA DGR, Chapter 2.8.2 List of State Variations, e.g.:
(If an In-flight emergency occurs within Malaysian airspace, the Pilot in
Command must inform the appropriate air traffic service unit, for information of
aerodrome authorities, of any DG on board the aircraft. The information must
include the primary hazard, subsidiary risks for which labels are required and
the quantity and location aboard the aircraft of the dangerous goods. If the
situation permits, the information should also include the proper shipping name,
class or division, and in the case of Class 1, the compatibility group).

01 Oct 2016 Page 2
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Flight crewmembers should be familiar with the general philosophy of the

transportation of Dangerous Goods by air as described in the IATA Dangerous Goods
Regulations (DGR) including the Company policies, so they can monitor the system
where possible and can properly carry out their own judgment and responsibilities.
21.2.5 DANGEROUS GOODS LIMITATION

21.2.5.1 ACCEPTABLE DANGEROUS GOODS
Dangerous goods that may be carried on aircraft as cargo provided they are properly
prepared for transport in accordance with the IATA DGR. However, generally they are
not permitted in passengers or crew baggage
21.2.5.2 FORBIDDEN DANGEROUS GOODS

Dangerous goods that are considered to be too hazardous for transport by air must be
specially taken care to ensure that such goods are not accepted for transport. These
goods are mentioned in the IATA DGR.
21.2.5.3 DANGEROUS GOODS IN OPERATOR’S PROPERTY
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Items which would normally be considered as Dangerous Goods, but are necessary
4 4 9
or used for the operation of the aircraft (IATA DGR 2.5).
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L
RO QUANTITIES n g /
21.2.5.4 DANGEROUS GOODS N
O T
IN EXCEPTED
n g g a
U N C of Dangerous S i t a
Very small quantities
F
special provision have beenl o ra for transport-0which
made
Goods for which
1 - 25
except them from n
l y a
usual
0 1 7
provision for Dangerous
2 in NOTOC,
Goods,
Rolabel,eand segregation in loading.

includingsdocumentation not mentioned
hazard
Any incident involving leakage or spillage of a package
containing excepted quantities of Dangerous Goods
must be reported, therefore, each package is labeled
with a special red hatched label (as shown) for easy
identification.
21.2.5.5 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW

Item carried by passenger or crew which normally considered as Dangerous Goods,
but excepted on conditional basis, mostly for practical reasons.
Provisions for Dangerous Goods Carried by Passengers or Crew (IATA Dangerous
Good Regulation Subsection 2.3).

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Note:
Security type attaché cases are totally forbidden
1. The term ‘medicinal or toilet articles’ is intended to include such items as hair
sprays, perfumes, colognes and medicines containing alcohol
2. Operator approval required for checked baggage only

01 Oct 2016 Page 5
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3. If the wheel chair cannot be loaded, stowed, secured and unloaded in an

upright position, the battery must be removed and the wheel chair may be
carried as checked baggage without restriction. The removed battery must be
carried in a strong rigid packaging as follows:
 Packaging must be leak tight, impervious to battery fluid and be protected
against upset by securing to pallets or by securing them in cargo
compartments using appropriate means for security (other than by bracing
with freight or baggage) such as restraining straps, bracket or holders
 Batteries must be protected against short circuit, secured upright in these
packaging and surrounded by compatible absorbent material sufficient to
absorb their total liquid contents, and
 These packaging must be marked ‘BATTERY, WET, WITH WHEEL
CHAIR’ and be labeled with the “Corrosive” label, and with the packaged
orientation label.
4. The barometer must be packed in a strong outer packing, having sealed inner
liner or a bag of strong leak proof and puncture resistant material impervious
to mercury from the package, irrespective of its position.
5. Halogen diving lamps are only allowed with the power source or bulb
disconnected and sealed.
Dangerous Good Kit

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Garuda aircraft are provided with dangerous goods kit, which should be used by the
L 5
O L n g /
flight attendant when confronted with dangerous goods problem in the cabin.
Dangerous goods kit contains:TR g a
C O N t a n g
U
 Absorbent N S i 5
material
 2 pairs of gloves
F l o ra - 0 1 - 2
y
 2 polyethylene
l n a
bags
2 0 1 7
 4o sestrips
R binding
21.2.6 CLASSIFICATION
Dangerous goods are divided into nine classes reflecting the type of risk involved. Note
that the order in which they are listed does not imply a relative degree of danger.
These classes are:
Class 1 : Explosives
Class 2 : Division 2.1 – Flammable gas
Division 2.2 – Nonflammable liquid, non-toxic gas
Division 2.3 – Toxic gas
Class 3 : Flammable liquid
Class 4 : Division 4.1 – Flammable solid
Division 4.2 – Substance liable to spontaneous combustion
Division 4.3 – Substance that in contact with water emit flammable gases
Class 5 : Division 5.1 – Oxidizer
Division 5.2 – Organic peroxides
Class 6 : Division 6.1 – Toxic substances
Division 6.2 – Infectious substances

01 Oct 2016 Page 6
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Class 7 : Radioactive material

Class 8 : Corrosives
Class 9 : Miscellaneous dangerous goods
In some classes dangerous goods are divided into division. Class 1 is further sub
divided into compatibility groups indicated by a letter after the division number e.g.
1.4.S
21.2.7 LABELING
It is the shippers responsibility to take care of the proper labeling and marking of a
package, and the operator held responsible for checking this information.
A package must be marked with:
 A proper shipping name and UN number e.g.’ corrosive liquid n.o.s (coprylyl
chloride) UN 1760;
 A mark indicating that the packaging has been designed to the specification of and
tested in accordance with the instructions.
 Hazard and handling labels
 Name and address of the shipper and consignee.
C O PY 4 4 9
21.2.7.1 HAZARD LABELS
L Dor division are:/ 5.0
Eclass 1
R O
The most important Hazard labels L
of each
a n g
T
N Note: IMP t(load n g
g codes are used extensively
Hazard label CO a
IMP message)
UN Code
a
within S
Thei airline industry
5
for quick reference
F l o r 0 1 - 2
- division normally transported by
Class 1 : Explosives
l y n a 0 1
1.4.S is the 7 only
2 aircraft it consist of articles and substances
Rose RXS passenger
which present no significant hazard (e.g. Cartridges for
Weapon)
Class 2:
RFG Division 2.1 – Flammable gas (e.g. Butane)
Division 2.2 – Non-flammable, non-toxic gas

RNG
(e.g. Carbon dioxide or liquefied Nitrogen)
When refrigerated liquefied gasses (gasses which,

when packed for transport are partially liquid because
RCL
of its low temperature) are transported such as air,
argon, helium, neon and nitrogen, use IMP code RCL
Division 2.3 – Toxic gas
(e.g. Hexafluoroacetone)
RPG*
Note: Normally not to be transported on passenger
aircraft.

01 Oct 2016 Page 7
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IMP Note: IMP (load message) codes are used extensively

Hazard label
Code within The airline industry for quick reference
Class 3: Flammable liquid
(e.g. Paint, Alcohol)
RFL
Class 4
Division 4.1 – Flammable solid
RFS
(e.g. Celluloid, Matches)
Division 4.2 – Spontaneously combustible

Substances liable to spontaneous heating in contact
RSC with air And then liable to catch fire.
(e.g. Phosphorus, fish meal un-stabilized)
Division 4.3 – Dangerous when wet

Substances that in contact with water are liable to
become spontaneous flammable or to give off
RFW
flammable gasses
(e.g. Calcium, Magnesium silicide)
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Class 5
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RO L
Division 5.1 – Oxidizer
n g /
ROXNT
O g a
A substance that may generally cause or stimulate the
n g
U N C i t a
combustion of other material by yielding oxygen.
S
l o ra 1 - 2 5
(e.g. Potassium Chlorate, Calcium chlorate)
n a F 1 7 0
- peroxides
l y 0
Division 5.2 –
2 material (liquid or solid) that can be ignited
Organic
R ose ROP
An organic
readily by an external flame and then decomposes with
accelerating rate.
Class 6
Division 6.1 – Toxic substances
RPB
(e.g. Arsenic, Chloroform)
Division 6.2 – Infectious substances

RIS
(e.g. Infectious substances, affecting humans)
Class 7 Radioactive material

Category I White
Slightly radioactive materials with a very low radiation
RRW
level
No transport index indicated, as TI = 0

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IMP Note: IMP (load message) codes are used extensively

Hazard label
Code within The airline industry for quick reference
Category II yellow
RRY TI not exceeding 1
Category III yellow

RRY TI exceeding 1
Class 8 : Corrosives
RCM (e.g. Battery acids, mercury)
RMD Class 9: Miscellaneous dangerous goods

(e.g. Dry ice, cars, electric wheel chair)
ICE When dry ice is imported, use IMP code: ICE
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There are also subsidiary risk labels. These labels will
ED .0 1
carry no class or division. For example: UN 1604,
L 5
RO L n g /
Ethylenediamine, class 8, subsidiary risk 3’
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
21.2.7.2 HANDLINGy n a F 1 7 - 0
o l LABELS
0
2 information on the proper handling and
se labels are used to provide
RHandling
stowage of a package.
HANDLING LABELS IMP Code
Packages bearing the magnetized

material label must NOT be loaded in
such a position that they will have a
MAG
significant effect on the direct
reading magnetic compass or on the
master compass detector units

01 Oct 2016 Page 9
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HANDLING LABELS IMP Code
This is a CARGO AIRCRAFT ONLY

CAO
label
This is an example of package

orientation labels meaning: THIS
SIDE UP

C O PY
Labeling of a ULD containing dangerous goods: PALLET / CONTAINER TAG
4 4 9
ED .0 1
The primary hazard class or division of the dangerous goods loaded on a ULD
L 5
RO L
must be visibly indicated on this tag.
g /
n as the IMP (interline
O N T n g g a
Furthermore a pallet/container
U N C codes, positionS t
onithea
tag includes information such
supervisor/ ramp officer. lora

message procedures)
5
aircraft and the signature of the loading
1 - 2
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Rose

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C O PY 4 4 9
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RO L n g /
N T g g a
Due to theU NCofOradioactive
21.2.8 RADIOACTIVE MATERIAL
S i t aannumber of additional provisions are
-25 goods. Details of
ra provisions-0for1dangerous
nature material
applicable apart from thelo
F general
a to DGHM. 2017
nrefer
l y
radioactive material
e
R os materials are articles or substance, which spontaneously and continuously
Radioactive
emit ionizing radiation, which can be harmful to health of humans and animals and can
affect photographic or X-ray films.
This type of radiation cannot be detected by any of the human senses.
A convenient unit for indication of the radiation level of a package is called Transport
Index (TI).
The transport index is a dimensionless number indicating the relative amount of
radioactivity measured at one meter from the surface of a package.
Labeling of radioactive material
In addition to the general requirements, the hazard label for radioactive material must
be marked with the contents, the activity and for category II and III yellow with the TI
of the package.

01 Oct 2016 Page 11
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21.2.9 LOADING DANGEROUS GOODS

 Load that is classified as Dangerous Goods shall be handled according to
Dangerous Goods Regulation by qualified staff holding DGR License. Loading and
securing dangerous goods shall always be implemented in a manner that:
 Prevents damage to packages and containers during aircraft loading and
unloading,
 Provides for separation and segregation in accordance with applicable
requirements,
 Prevents and movement in the aircraft
Complete procedure of loading and securing requirements of dangerous goods
please refer to Dangerous Goods Handling Manual (DGHM) Chapter 3.7.
 When a dangerous goods package or shipment appears to be damaged or leaking:
 The package or shipment is prevented from being loaded into an aircraft;
 If already loaded, the package or shipment is removed from an aircraft;
 In the case of leakage, an evaluation is conducted to identify and prevent from
transport any baggage, cargo, transport devices or other items that may have
become contaminated.
 In the event of aircraft contamination from dangerous goods, detailed procedure
shall be referred to DGHM Chapter 6.3
C O PY 4 4 9

ED 1
When undeclared or mis-declared dangerous goods are discovered in cargo during
L 5 .0
RO L n g /
aircraft loading, a report shall be made to the appropriate authority of the state of
 O N T n g a
occurence. Please refer to DGHM chapter 6.2 for DG reporting procedure.
g
U N C S i t a
Cargo shipments that is labeled with “Cargo Aircraft Only” label must not be loaded
l o ra
into an aircraft for a passenger flight.
1 - 2 5
n a F 1 7 - 0
l y
seCOMPARTMENT FIRE CATEGORY2 0
R o
21.2.10 CARGO
When cargo are carried in the cargo compartment that are designed to require
physical entry of a crewmember to extinguish any fire that may occur during flight,
the cargo must be loaded so as to allow the crewmember to effectively reach all
part of the compartment with the content of a hand fire extinguisher.
The loading arrangement mentioned above is not required if the cargo compartment
is provided with cargo fire extinguisher system.
All aircraft type in operation by Garuda is equipped with cargo fire extinguisher, with
the exception of ATR72- 600 forward cargo compartment.
21.2.11 DANGEROUS GOODS INCIDENT

A Dangerous Goods incident is defined as an event involving a package of
Dangerous Good in which the safety of an aircraft or its occupants may have been
jeopardized. A breakage, spillage, leaking of gas, a harmful radiation leak or causing
of fire (including smoke) shall deemed to be DG incident regardless of whether or
not the event occurred on board the aircraft.

01 Oct 2016 Page 12
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When Dangerous Goods incident occurred in the aircraft, the general policies are:
 Complete appropriate aircraft emergency procedures.
 Consider landing as soon as practicable to the nearest suitable airport.
 Use “AIRCRAFT EMERGENCY RESPONSE DRILLS” on the back page of the
NOTOC.
END OF 21.2
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21.3 LIVE ANIMALS
21.3 LIVE ANIMAL

21.3.1 GENERAL
Live animals are temperature sensitive commodities. When accepting live animal for
transport the possibility to maintain required temperature should be observed in
relation to the aircraft compartments and loading position per route and the seasonal
climatic conditions at destinations and transit stations.
 Basic instructions on acceptance, handling and loading of live animals are
published in the IATA Live Animal Regulations (IATA LAR), comprising details
about:
 General conditions of transport
 Packing and marking
 Labeling and quantity restrictions per package, for maximum animal comfort
and safety during transport and for safety of the staff handling animal shipments
 Endangered species and their special requirements
 A list of endangered species of wild life animal, published by the UN Convention
on International Trade in Endangered Species of Wild Fauna and Flora (CITES)
The presence of live animals must be brought to the attention of the cockpit crew by
means of the NOTOC to ensure ventilation and correct temperature selection.
The following general rules are to be observed when loading live animals:
C O PY 4 4 9
01. ACCEPTABILITY
L EDANIMAL g / 5.0 1
CATEGORY OF
L
RO Permitted
LIVE
a nafter permission from
SMELLING, e.g.:
O
 birds (fish/meat N T n g g
U N C eating)
S i t a only
 pigs, goats
l o ra 1 - 2 5
JKTDGGA prior acceptance.
 predatory animals
n F
ae.g.: 1 7 - 0
l y
e (seed/fruit/insect eating)2
NOT SMELLING,
0
Rosbirds
cubs of predatory animals
 day old chicken Acceptable for transportation
 some species of monkeys
 amphibian/reptiles/aquarium fish
 lobster/crayfish
02. AIRCRAFT LIMITATIONS

 Limiting factors for aircraft type, version and or configuration are:
 volume of suitable stowage space available
 environmental conditions in the cargo compartment
 necessity of in-flight attention
 inconvenience to passenger (e.g. smell)
 the fact that temperature at the cargo door areas will be approximately 5-10
lower than the temperature indicator shows
The specific limitation and loading positions per aircraft type are published in the
respective Cargo Manual.

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21.3 LIVE ANIMALS
03. FRESH AIR SUPPLY

 Animals (excluding tropical fish, AVF) should be loaded and unloaded as close
as possible to departure and arrival times. This may require deviation from
normal loading sequence.
 Sufficient free space should be left around container with breathing animals for
air circulation.
 Ventilation apertures of both the compartment and the container should not be
blocked.
 Breathing animals are not to be loaded in closed unit loading devices (ULD).
 Unloading and/or reloading of live animals may be required at transit stations
in order to facilitate unloading at destination.
 Animals are to be protected from severe weather condition
 Transit station shall provide fresh air to breathing animals only the duration
depends on the outside temperature.
 Animals shall be looked after in accordance with their requirements when the
actual ground time exceed 1 hour.
04. CLEANING
Each cargo compartment shall be thoroughly cleaned after carriage of animal.
C O PY 4 4 9
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21.3.2 SPECIAL INSTRUCTION
L
ROinenvironmental
general take a g /
n in conditioned
O N T
Transporting of live animals must,
n g g place cargo
Live AnimalU N C
compartments (ventilated, pressurized,
S i t a controlled). It shall meet IATA
Regulations (IATA
l o r a
LAR).
1 - 2 5
a F
It must be mentioned in the
n NOTOC.
1 7 - 0
l y 0
o of pet in the passenger2cabin is not allowed. Carriage of pet is accepted
 PET se
RCarriage
as checked baggage or cargo and placed in the cargo compartment.
 SERVICE ANIMAL
A service animal is not a pet, but rather an animal that is individually trained to
perform tasks that assist people with disabilities such as guiding people who are
blind, alerting people who are deaf, pulling wheelchairs, alerting and protecting a
person who is having a seizure, or performing other special tasks.
Service animal or guide animal usually guide dog that is trained to assist disabled
passenger (seeing-eye-dog).
Garuda Indonesia does not accept service animal or guide dog for transportation
in the cabin. However, the animal may be accepted as checked baggage in the
cargo hold.
Note: Passenger traveling with animal must contact Garuda Reservation for further
information.

01 Oct 2016 Page 2
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21.3 LIVE ANIMALS
 DAY OLD CHICKEN

For the transport of day old chicken, which is usually in large quantities, the
following conditions must be met:
 The total transportation time is critical; the chicken should reach the consignee
within 48 hours after having hatched.
 The optimum temperature range inside the boxes is approximately 28 C.
 Heat generation by the chicken creates a substantial increase in temperature,
which may result under unfavorable conditions, in high mortality rates.
Sufficient ventilation is very important. For that reason, weather and
temperature permitting, door should be left open during ground stop.
 In the cargo compartment, boxes may not be stowed more than 3 layers high
and at least 40 cm space shall be left between the boxes and the ceiling.
 No other live-stock shall be stowed in the same hold (tropical fish excluded).
Refer to Fresh Air Supply in this manual.
 BIRDS
Due to their activity, birds generate a large amount of heat. Lack of ventilation is
fatal.
A high mortality rate is caused by heat and suffocation, when large numbers of
C O PY 4 4 9
birds are carried with insufficient space between cages and boxes. Careful loading
ED .0 1
and the best possible ventilation during flight and on the ground of utmost
L 5
importance
L
Ocargo compartment
Rthe g
nlights./
Live birds must be stowedT
O N near
g g a
nshall be on, but the lights shall be
During the N
U C S i t a
entire
o ra
ground stop the
extinguished during the lflight.
light
1 - 2 5
n F
aSupply in this2manual.
1 7 - 0
l y 0
Rose
Refer to Fresh Air
END OF 21.3

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21.3 LIVE ANIMALS
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21.4 CARRIAGE OF ARM

Passengers are not allowed to carry firearms, ammunition, and other implement of war
and/or arms (e.g. dagger, stilettos etc.) in the cabin baggage or in their possession on
board the aircraft.
When found during security check, those articles will be stowed (exception:
ammunition/bullet will be stowed separately from its firearm) in a special box such as
Bullet Box (Fig. 2) or Bullet Case (Fig. 3) as appropriate and provided with tag.
Passenger will receive a Receipt/Claim Slip (Fig. 5), and the Bullet Box or Bullet Case
will be stowed inside the Security Item Container (Figure 1) in the cargo compartment.
Delivery of the Security Item must take place only at the arrival station in the baggage
claim area via Lost and Found department or Security Unit.
Unloaded firearms may be carried as checked baggage in the cargo compartment, but
usually placed in the Security Item Container (Figure 1).
Ammunition for sporting purposes may be carried in baggage according to the
provision of the Dangerous Goods Limitation (see OM-A Chapter 21.2).
NOTOC is required prior to departure.
Sample Pictures:
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Figure 1: Security Item Container

01 Oct 2016 Page 1
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Fig 2: Bullet Box Fig 3: Bullet Case
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Fig 4: Bullet Case Cover Fig 5: Receipt /Claim Slip
END OF 21.4

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21.5 STRONGLY SMELLING CARGO

This cargo includes products which produce an offensive smell when exposed to air.
Cargo of an offensive nature is cargo, which for any reason might cause offense,
annoyance or nuisance to passengers. To prevent this, certain restrictions are applied
in the case of passenger aircraft.
In general, such goods may not be carried on passenger planes, unless the packing
offers adequate protection against the emission of the smell.
The PIC should also report acceptance of cargo he judges not being smelly enough to
be offensive, but which he consider should not have been accepted for carriage on
passenger aircraft.
Obnoxious cargo such as wet hides, essential oil (garlic oil), live turtle/crab/fish, fresh
fish etc., the casing are to be considered as wet cargo with respect to packaging
requirements determined by the company.
The presence of such a load must be brought to the attention of the cockpit crew by
means of NOTOC.
There are no such restrictions in cargo planes.
Refusal by the PIC should be reported via trip reports.
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21.6 HUMAN REMAINS
21.6 HUMAN REMAINS

Whenever human remains are carried, the necessary arrangements must be made.
The body must be contained in a hermetically sealed inner coffin of lead or zinc, packed
in a wooden outer container.
If the body is not embalmed, decomposition plus altitude may produce enough
pressure to burst any but well soldered joints.
Special note should be taken of the place of stowing of human remains (including
cremated remains) so that after arrival at the airport of destination, the ground staff can
immediately be informed of its location.
On the NOTOC the name of the deceased must be mentioned in the column “Proper
Shipping Name/Contents and description”, whereas the name(s) of person
accompanying the deceased must be mentioned as additional information.
END OF 21.6
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21.6 HUMAN REMAINS
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21.7 PERISHABLE CARGO

Perishable goods are those who’s condition or suitability for original purposes may
deteriorate if exposed to undue changes in temperature or humidity, or delay in
carriage.
Packaging is usually in very light cardboard boxes. Attention should be paid to avoiding
crushing the boxes, maintenance of the cool atmosphere and prompt transportation.
The main requirements for perishable cargo are:
 The shortest possible transportation time
 Protecting from critical climatic conditions; also to be taken into account for ramp
transport and position planning.
 Protection from extreme cold climatic conditions for passenger and crew in case of
full load of (deep) frozen cargo in the main deck cargo compartment. This part of
the cabin should be isolated from the passenger part and the cockpit by Styrofoam
sheets. The (deep) frozen goods are to be covered by double sheets of plastic. In
case major (deep) frozen load, the other cargo should be protected by use of the
same material.
The presence of perishable cargo must be shown on the NOTOC only when specific
temperatures in the cargo compartment are required.
In that case temperature requirements should be adhered to as much as possible.
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21.8 VALUABLE CARGO
21.8 VALUABLE CARGO

Valuable cargo means a consignment which contains one or more of the following
articles:
a. Any articles having a declared value of carriage of USD 1000.00 (or equivalent)
or more, per gross kilogram; the consignor should advise the value of the
shipment and specify the contents.
b. Gold bullion (including refined and unrefined gold in ingot form), dore bullion,
gold specie and gold in the form of grain, sheet, foil, powder, sponge, wire, rod,
tube, circles, mouldings and castings, platinum, platinum metals (Palladium,
iridium, ruthenium, osmium and rhodium) and platinum alloys in the form of
grain, sponge, bar, ingot, sheet, rod, wire, gauze, tube, and strip restricted
articles labeling requirements);
c. Legal banknotes, traveler’s cheques, securities, shares, share coupons and
stamps (excluding mint)
d. Diamonds, (including diamonds for industrial use), rubies, emeralds, sapphires,
and stamps (excluding mint)
e. Jewelry and watches made of silver and/or gold and/or platinum;
f. Articles made of gold and/or platinum, other than gold and/or platinum plated.
In addition to the following items should be regarded as vulnerable cargo and be
handled as valuable cargo:
C O PY 4 4 9
a. Goods for which no value is declared but which obviously security handling.
L ED 5 .0 1
b. Blank airline documents; e.g. MCOs, AWBs, tickets, etc. shipped to airline
RO L n
offices/stations or General Sales Agents g /
O N T n g g a
c. Diplomatic bags (when declared as valuable)
N C S i t a
The Vienna Convention stipulates that the person of a diplomatic agent and his
U l o ra 1 - 2 5
or her personal baggage should not be exempted from the normal security
n a F 1 7 - 0
screening process unless the State concerned agrees to such exemption
l y 2 0
R ose
specifically or the baggage is part of diplomatic baggage and pouches.
However for the purpose of civil aviation security, diplomats and his/her
family members with include their personal baggage including cabin and
hold baggage is subjected to the same screening requirement with the
same manner as other passengers.
Garuda Indonesia ensure that material that is classified by appropriate
agencies of government shall be inspected only to the extent necessary to
ensure the absence of weapons or dangerous articles. If the safety of the
aircraft is put in doubt by carriage of classified material, it should not be
transported.
However, diplomatic pouches shall not be screened if:
a) Properly identified;
b) Transported in the possession of a diplomatic or consular couriers with a
valid passport.
The number, size and weight of the diplomatic pouches should be limited in
order to define the appropriate place to take it, whether on board or in the cargo
compartment. Also, an appropriate place on board should be define, according
with the size and weight of the diplomatic pouch.
d. Narcotics (drugs such as opium and derivatives), etc if required
All valuable cargo should be handled as separated category, distinct from regular air
cargo. Special service and protection should be provided to valuable cargo by carriers

16 Jan 2017 Page 1
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21.8 VALUABLE CARGO
and special charges should be provided to valuable cargo by carriers and special
charges should be applied to compensate for the expense of this special protection.
Details above value, contents, routing and storage must be kept confidential and only
those details which are absolutely necessary for handling purpose should be made
available to personnel directly involved.
Specific background check for staffs handling valuable cargo should be rigorously
applied.
For the sake of security the handling of valuable cargo shall be performed or
supervised by a special employee nominated by the Station Manager.
Dependent on the size of the consignments of valuable cargo they are carried:
 Through the personal intermediary of the purser, or
 On/in ULD (Unit Load Devices), or
 Directly stowed on the compartment floor (allowed only on aircraft without ULD
systems).
END OF 21.8
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21. SPECIAL LOAD
OM – A 21.9 LIVING HUMAN ORGANS AND BLOOD
SHIPMENTS
21.9 LIVING HUMAN ORGANS AND BLOOD SHIPMENTS

21.9.1 LIVING HUMAN ORGANS SHIPMENTS
When living human organs (LHO) on board which need an urgent transportation prior
to departure:
 Health Authority or Red Cross Agency will advise the Operation Control Center
(CGKOMGA).
 Air Traffic Control (ATC) will then give this flight the status of ambulance / medical
flight and pass this information on to all relevant ATC centers, who will handle the
flight as efficient and fast as possible.
The upgrade status may be applicable in the following cases:

 When heart, liver, kidney or a cornea that is still attached to the eye is
transported.
 When a (piece of) spleen is on board and ATC will cause a delay of more than
1 hour 30 min.
If you have any doubt and ATC has not informed you of the medical flight status, verify
this with ATC.
Living human organs and urgent blood shipment must be stored in a cool place,
however, storage in a freezer is strictly prohibited.
C O PY 4 4 9
ED .0 1
Shipment must always be effected through the FA-1, or in case of cargo flight through
L 5
PIC.
RinO L g /
n the code LHO as follow:
N
The shipment must be mentioned
O T g
the load message
n g a
under
LHO/CREW.
N C
Umust be informed S i t a
l o rameans of the -NOTOC,
1 - 5 the kind of organ in
2showing
Cockpit crew
n F by
afrom ATC (Ambulance1 7 0
Wheno
l y
order to obtain priority
0 / medical).
2 2 kg) or other refrigerants are used for this
se liquids, dry ice (exceeding
R cryogenic
type of shipment, loaded in the passenger cabin, prior approval shall be obtained from
the CGKOMGA.
21.9.2 BLOOD SHIPMENTS

Non-urgent blood shipment (serum and/or plasma) does not need to be pre-advised.
A note in load message e.g. LHO/4 (blood loaded in compartment 4) and on the
NOTOC will suffice.
END OF 21.9

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21. SPECIAL LOAD
OM – A 21.9 LIVING HUMAN ORGANS AND BLOOD
SHIPMENTS
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21.10 AIRCRAFT ON GROUND (SPARE PARTS)

Urgently needed spare parts for a grounded aircraft have top priority
The Maintenance and Engineering Directorate, as a shipper, in coordination with
Cargo Department will be responsible for packaging and labeling of a Dangerous
Goods item related parts according the IATA Dangerous Goods Regulation.
They should be loaded such that off-loading can take place easily.
END OF 21.10
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21.11 UNDEVELOPED FILM

To avoid that undeveloped photographic films or plates are spoiled by radiation from
radioactive material, any package identified as such, shall be separated by loading in
different hold or refer to IATA Dangerous Goods Regulation, Section 9.
This is only applicable to Categories II and III - yellow (RRY).
END OF 21.11
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21.12 COMPANY MAIL
21.12 COMPANY MAIL

The shipment categorized as company mail includes promotional material, company
manuals, and documents, staff’s belonging and other cargo, mail and materials which
are originated and destined to Garuda Indonesia.
Every shipment of company mail from branch office destined to Head Office or vice
versa, must use Service Air Waybill (SAB) and must be manifested.
Company mail shipment is subjected to security control.
Detail handling of Company Mail see Cargo Handling Manual chapter 7.13.
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21.12 COMPANY MAIL
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21.13 MIXED LOADING RESTRICTIONS

01. GENERAL
Some special load shipment can affect other shipments, ‘Special” or not. The
following restriction on the mixed loading in one compartment/hold apply:
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02. ICE (RLC) and ANIMAL (HEG)

In case of the mixed loading of dry ice/cryogenic liquids and animals/or hatching
eggs, the effect of the extreme low temperature of the dry ice towards then animals
should be avoided by separation, or the use of other loads to be stowed in between.
As the fumes of dry ice (carbon dioxide solid) are heavier than air, the animal
shipment should be stowed at a higher level than the dry ice, also considering the
climatic effect of the dry ice.
The separation requirement for EAT and AVI may be disregarded when either at
least one or both is/are packed hermetically.
END OF 21.13
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21. SPECIAL LOAD
OM – A 21.14 TEMPERATURE SETTING
REQUIREMENT
21.14 TEMPERATURE SETTING REQUIREMENT

When temperature sensitive cargo is carried, the preselected temperature for the cargo
compartment must be in such a way that during flight the required temperature can be
maintained.
Normally, there are three standard settings:
 Live animals ( temperature 15 °C )

 Perishables ( temperature 10 °C )
examples : flowers, fruits, vegetables
 Cool/frozen commodities ( temperature 5°C )
example : meat, fish for consumption
If a temperature sensitive commodity requires another temperature settings than
mentioned above the required temperature will than be indicated on the NOTOC
When temperature sensitive commodities, which required different temperature
selections, are loaded together in the same Unit Loading Device (ULD) or compartment
the following order of priority is applicable:
1. Live animals
2. Perishables
3. Cool/frozen commodities.
C O PY 4 4 9
L
Temperature selection is made by either cockpit D
Eswitches.
crew or loading
5 .0
supervisor 1
depending
RO L
on the location of the temperature / ventilation
n g /
O N T n g g a
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21. SPECIAL LOAD
OM – A 21.14 TEMPERATURE SETTING
REQUIREMENT
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OM – A 22. SECURITY
TABLE OF CONTENT
CHAPTER 22
22.1 GENERAL .................................................................................................................. 1
22.2 SPECIFIC GUIDELINES FOR CREWMEMBER ........................................................ 1
22.3 UNLAWFUL INTERFERENCE................................................................................... 1
22.3.1 BOMB THREAT ............................................................................................. 1
22.3.2 HIJACK .......................................................................................................... 5
22.4 UNRULY OR DISRUPTIVE PASSENGER ................................................................ 1
22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL .................... 1
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01 Oct 2016 Page 1
TABLE OF CONTENT
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22.1 GENERAL
22.1 GENERAL
01. INTRODUCTIONS
The security of international civil aviation requires that each State prepare plans
and procedures and make appropriate arrangements which together provide an
optimum level of security for normal operating conditions but are capable of rapid
expansion to meet any increased security threats.
The Garuda Security Program manual is produced to provide information
concerning overall security program of the company.
All, particularly operational related personnel must acquaint themselves about the
content of such manual and make sure that each and every one is having
responsibility to keep up sense of security in all aspects during their activity.
Under normal operating conditions, the security measures require cooperation
between States on one hand and between departments and agencies within a
State on the other. In conditions of increased security threats, particularly close
operation between States may be required.
An aircraft, which is being subjected to unlawful interference, shall endeavor to
notify the appropriate ATS units about the fact concerning significant
circumstances associated therewith and any deviation from the current flight plan
C O PY
necessitated by circumstances, in order to enable the ATS unit to give priority to
4 4 9
the aircraft and to minimize conflict with other aircraft.
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02. GUIDELINES
R O L n g /
N T g g a
seizure U NCorOattempts
No attempt has been
t an rules for coping with the unlawful
made to formulate positive
S i
of aircraft
l o a
rserve
thereto.
1 - 2 5
n a F
The following is intended to as
1 7 -
general 0
guidelines.
l y
se personnel in cooperation 0
2 with the Airport Authority will endeavor to
R oStation
prevent potential hijackers to board aircraft.
 In case of hijacking, the safety of passengers, and crew and the aircraft should
have priority over all other considerations.
 Within this principle, the best ways and means to deal with a hijacker or a group
of hijackers is left to the discretion of the PIC.
 An ICAO resolution in the Extra-ordinary ICAO assembly 01 June,1970 in
Montreal, stated :
“When an aircraft which has been unlawfully seized is at rest at an airport, the
competent authorities of the Contracting State in which the airport is situated
should not take any action to terminate the unlawful seizure of the aircraft
without taking into account, particularly, any wises that the PIC may have been
able to express and, if feasible, those of appropriate officials of the State whose
airline is operating the aircraft, full weight having will give to all relevant
circumstances and to the views of the airline. The safety of the passengers and
crew should be overriding considerations of those involved in reaching any
decision”.
END OF 22.1
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22.1 GENERAL
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22. SECURITY
OM – A 22.2 SPECIFIC GUIDELINES FOR
CREWMEMBER
22.2 SPECIFIC GUIDELINES FOR CREWMEMBER

01. GENERAL
A. Function
The aim of this section is to provide specific guidelines for crewmember in
facing/handling crisis situations (hijack, sabotage, bomb threats and other
incidents that may endanger flight safety) during flight.
These guidelines cannot possibly cover all contingencies and cannot
completely guarantee safety so that there is still a need for the development of
crewmember initiative (and ability) to meet specific situations and conditions.
The effectiveness of these guidelines is depended on the crewmember’s full
understanding of its stipulations.
B. Scope
These guidelines apply to all Garuda Indonesia crewmember, both to full-time
and part-time personnel and to contract employees.
02. SECURITY PROCEDURES

A. Pilot In Command
C O PY 4 4
The Pilot in Command is not only responsible for flight operation, but also is the 9
security leader of his crewmember.
L ED 5 .0 1
L
ROremain g /
n logically
The Pilot in Command must
O N T n g g a
calm and think when handling
N C
aircraft irregularities
U of passenger
or incidents.
S
The
i t afollowing guidelines are recommended:
 Safety
l o randaof aircraft is-the0prime
1 5
-2consideration before taking
any action. F
nawith local airport20 1 7 to ensure safe flight operations.
 e l y
R os Cooperate
Before takeoff:
authorities
 Coordinate with the First Officer, FA-1, and/or Ramp Dispatcher/ Ground
handling, comprehend all details of passengers/ cargo loading as well as
security check are completed.
 The Pilot in Command must make a security briefing to the Flight
Attendants when there is an alert situation.
Inflight:
Depend on the situation, the Pilot in Command should remind the Flight
Attendants to keep observant and to be alert at all time.
After landing:
Inform Flight Attendants to confirm passenger hand baggage which must be off
loaded from the aircraft.
Cooperate with Flight Attendants, ground handling personnel for safety
monitoring and the protection of aircraft and of occupants.
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22. SECURITY
CREWMEMBER
B. First Officer
Follow Pilot in Command instructions for security check of aircraft.
 Perform cockpit security check and maintain cockpit door secured during
all phases of flight.
 Coordinate with FA-1 and the ground staff (handling agent) in order to keep
the PIC informed of aircraft security and safety.
 Follow instructions of PIC to assist flight attendants dealing with irregularity
events.
 If the PIC authorizes the First Officer, or in case of emergency conditions,
he can assume security duties from PIC.
C. FA-1
Follow all instructions of the PIC and of the FO to ensure that the Flight
Attendants perform security duties.
Before Takeoff
 Gather security and safety information from ground handling staff with
attention of details.
 Report to PIC if there exists any indication or suspicion of abnormal safety

or security events.
C O PY 4 4 9
L 5 .0 1
The brief from the PIC to the Flight Attendants should include safety,
ED
RO L n g /
security check procedures and it is the FA-1‘s responsibility to promote the

awareness of security.
O N T n g g a
The arrangement and person in charge of the security check must be set
U N C S
up properly in order to: i t a
 Observe F thelo
ra 1 - 2 5
n a 1 7
boarding and check- 0 for suspicious passenger. If
l y 20
ose
necessary, request assistance from ground staff.
R  Secure the cockpit door.
 Assist Flight Attendants to execute a security check in their duty area for
security.
Inflight
 Provide assistance to Flight Attendants if they need and enquire whether
any abnormal situation exists.
 The security briefing must be given to all passengers through PA and to
remind Flight Attendants to do all security checks before landing.
 Report to the PIC the cabin condition and keep communications open with
the cockpit during flight.
After Landing
 During pre-flight and transit, cabin crew shall keep an eye on those
authorized to enter the aircraft for pilfering and on security to ensure that
nothing is left which could endanger the aircraft.
 Remind Flight Attendants to give assistance to passenger to remove hand
baggage from the aircraft.
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22. SECURITY
CREWMEMBER
 After passenger disembarkation, ensure that Flight Attendants execute a

thorough cabin security check to protect aircraft from sabotage.
 Report to PIC the result of the security check.
D. Flight Attendants
Before Takeoff
 Follow PIC and FA-1 instruction with regard to all security situation.
 Perform the security check at assigned duty area with emphasis on the
following:
 Concentrate on flammable liquids, explosive items or any substance
that could cause an accidents or incidents.
 Check the galleys, lavatories, closets, overhead bins and under seats
for safety and security purposes.
 Perform the security check with thoroughness and precaution. If there
is any abnormal or suspect object found, keep the item in the same
position as found and report to CA 1 immediately.
 Observe passenger expressions, actions and carryon items during
boarding. If there is a person or goods that is suspicious, inform the FA-1
as soon as possible.

PY
The Flight Attendants shall accompany the officials of customs, the ground
O 4 9
staff and the immigration officer for cabin checks and give assistance if
C 1 4

needed.
L L ED g / 5 .0

N RO g g n
Perform all regular duties as well as those assigned by FA-1.
T a
Report security check status and situation to FA-1.
N C O S i t a n
U
Inflight
l o ra 1 - 2 5
a F
 Monitornpassenger’s actions and7
1 0
- as well as possible to prevent
handle
l y 2 0
Rose
irregularities before they occur.
Assist passenger to follow instructions and security requirements of the
Flight Attendants before landing.
After Landing
 Assist passenger to remove all hand baggage and personal belongings
from the aircraft to prevent sabotage.
 For pilfering and security, the Flight Attendants shall keep an eye or
accompany the authorized who enter the aircraft to ensure nothing is taken
from the aircraft or is left behind which could endanger the aircraft.
 Perform security check at assigned duty area and report any irregularities
found to FA-1.
 During transit, coordinate with ground staff whether there are any
irregularities of Flight Attendants which remain on duty on the same flight.
 The crewmembers must, as far as possible, follow the stipulated
procedures and guidelines. If that is precluded by the circumstances, each
crewmember may take immediate/direct action for the safety of the
passengers, crew and aircraft.
END OF 22.2
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22. SECURITY
CREWMEMBER
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22. SECURITY
OM – A 22.3 UNLAWFUL INTERFERENCE
22.3 UNLAWFUL INTERFERENCE

22.3.1 BOMB THREAT
A. ACTION REQUIRED
1. If bomb threat assessed as hoax/ Non-specific, no further action is required
except notification to OIC / follow local regulation as initial notification.
2. If threat is assessed as genuine/ specific must further action.
3. Squawk 7700.
B. BOMB THREATS AGAINST AIRCRAFT WHILE ON THE GROUND
1. Aircraft at Bay Position
Once it is clear that the threat is specific, the following action should be taken:
a). Keep calm and do not panic;
b). Inform ATC and / or the company via company channel;
c). Disembark passenger and crew by passenger stair with their carry-on
baggage. Escape slides should only be used in extreme emergency;
d). After passengers have deplaned, cabin crew members should make a final
inspection of the cabin to ensure all passengers have left the aircraft and
then deplane themselves;
e). Upon exiting the aircraft, passengers and crew should be isolated at least
C O PY
100 meters from the aircraft and rescreened together with their carry-ons
4 4 9
before re-boarding;
L ED 5 .0 1
RO n g /
f). All hold baggage should be removed and reconciled with each passenger
L
O N
reloaded; T n g g a
before being re-screened and searched if it is necessary, before being
N C S i t a
g). All cargo and catering supplies should be removed, screened or searched
U l o ra 1 -
before being re-loaded on board;2 5
n a F 1 7 - 0
h). Coordinate with ATC for moving aircraft to the isolated aircraft parking
l y 2 0
R ose position;
i). The aircraft shall then be searched thoroughly by bomb disposal experts/
Police/ Security Personnel and should be assisted by aircraft engineering
with using aircraft search checklist;
j). Canine or electronic sniffers should be used if available;
k). No crew member re-enter or attempt to re-enter the aircraft until clearance
is received from the authorities carrying out the bomb search.
2. Aircraft during Ground Maneuvering Position
Once it is clear that the threat is specific, the following action should be taken:
a) Keep calm and do not panic;
b) Inform and coordinate with ATC for taxing aircraft to the isolated aircraft
parking position
c) Ensure that ground staff and equipment are on standby at isolated area;
d) Disembark and evacuate passenger and crew with their carry-on baggage
by passenger stair. Escape slides should only be used in extreme
emergency;
e) After passengers have deplaned, cabin crew members should make a final
16 Jan 2017 Page 1

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22. SECURITY
f) Upon exiting the aircraft, passengers and crew should be isolated at least
100 meters from the aircraft and rescreened together with their carry-ons
before re-boarding;
g) All hold baggage should be removed and reconciled with each passenger
before being re-screened and searched if it is necessary, before being
reloaded;
h) All cargo and catering supplies should be removed, screened or searched
before being re-loaded on board;
i) The aircraft shall then be searched thoroughly by bomb disposal experts/
Police/ Security Personnel and should be assisted by .aircraft engineering
with using aircraft search checklist.
j) Canine or electronic sniffers should be used if available.
k) No crew member re-enter or attempt to re-enter the aircraft until clearance
is received from the authorities carrying out the bomb search.
C. RESPONSE TO BOMB THREATS TO AIRCRAFT IN FLIGHT
1. Aircraft During Airborne Position
If the threat to an aircraft in flight originates from the ground, this shall be
communicated to the flight after appropriate assessment. The communication
may be in plain language or by discreet code transmission.
C O PY
The following crew action should be taken:
4 4 9
ED
a) Keep calm and don’t panic;
L 5 .0 1
RO L g /
b) PIC after consultation with Station Manager/ designated representative and
n
O N T n g g a
coordinate with ATC can Return to Base (RTB);
C i t a
c) After landing, aircraft directed by ATC to isolated aircraft parking position;
U N S
l o ra 1 - 2 5
d) Ensure that ground staff and equipment are on standby at isolated area;
n a F 1 7 - 0
e) Disembark and evacuate passenger and crew with their carry-on baggage
l y 0
by passenger stair immediately to the designated place;
2
R ose
f) After passengers have deplaned, cabin crew members should make a final
g) Assemble passengers and crew at one place, up-wind and at least 100
meters from the aircraft and keep them under control;
h) All hold baggage shall be removed and reconciled with each passenger
before being re-screened;
i) All cargo and catering supplies should be removed, screened or searched
before being re-loaded on board;
j) The aircraft shall then be searched thoroughly by bomb disposal experts/
Police/ Security Personnel and should be assisted by aircraft engineering
with using aircraft search checklist.
k) No crew member shall re-enter or attempt to re-enter the aircraft until
clearance is received from the authorities carrying out the bomb search;
l) Before re-boarding, all passengers and their hand baggage must be re
screened.
2. Aircraft in the Air

Once it is clear that the threat is specific, the following crew action should be
taken:
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22. SECURITY
a) Keep calm and do not panic;

b) After consultation with Station Manager/ Designated representative carry
out aircraft search by flight deck crew for cockpit area and cabin crew for
cabin area by using aircraft search checklist;
c) Notification to passengers should be at the discretion of the Captain and
based on the circumstances (see Captain announcement handbook 5-2:
Bomb Threat);
d) Arranging for possible passenger participation in search, ask them to
recognize and hold their cabin baggage so it easier for FA to check the
overhead bins;
e) Evaluation of possible effects of pressurization or pressure equalization;
f) When suspect device is discovered, the PIC shall direct that :
 The suspect object not be moved, touched or opened
 Passengers shall be moved as far away as possible
 Instructed to fasten their seat belt
 Keep their heads below the tops of the seat backs
 Portable oxygen, bottles of alcohol and first aid kits should be removed
from the vicinity. Fire extinguishers should be readily available
g) Using the following Recommended safety procedure on Suspect Device on
board, such as :
IF AN IMMEDIATE LANDING CAN BE MADE
C O PY 4 4 9
Cabin crew shall take the following steps:
L EDare known:g / 5.0 1
R O
If location and conditions of the L
explosives
a n
O N T n g g
U N noC
a) Suspect item shall be left in
S
place
i t a
b) Allow
c) Stabilize it in thelo ra found so that
one to touch the suspect device
it1 - 2 5be able to move during
n F position
a landing 2017- 0 will not
l y
descent and
R od)se Covered with polythene and then place pillows and wetted blankets and
other blast absorbent materials on and around it, making sure no wetted
blanket touch the device, the item itself must be kept dry (hence the
polythene)
e) Disconnect non-essential power in the areas near the bomb
f) Move passengers as far away from the device as possible.
IF AN IMMEDIATE LANDING CAN NOT BE MADE
Flight crew should take the following steps:
If location and conditions of the explosives are known:
a) Contact OIC/ Local authority through Air Traffic Control or company
operations to get expert advice regarding the suspect device and
authorization for route deviation as appropriate;
b) Check passengers for Bomb disposal (BD) or Explosive Ordnance Disposal
(EOD);
c) Lowering the aircraft altitude (to MSA);
d) Maintaining cabin altitude;
e) Maintain the cabin temperature at the same level;
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22. SECURITY
f) When within landing range of a suitable airport, reduce speed and put the
aircraft in landing configuration. Lower some degree of flap and the landing
gear to minimize structural load on the airframe should the device detonate;
g) When possible turn off electric power in areas near the device;
h) Aircraft directed to aircraft isolated parking position;
i) Follow guidelines on the ground.
Cabin crew should take the following steps:
a) Move passengers away from the area of the location;
b) Suspect not be opened;
c) Check to ensure that it is free to move;
d) Clear a route from the device to the Least Risk Bomb Location (Least Risk
Bomb Location), such as:
A/C Type Location

A 330 – 300/200 On the right aft cabin door (door 24).
B 737 Series On the right aft service door.
B 747 – 400 On the right aft door (door 25).
B 777 – 300 On the right aft door (door 5R).
CRJ 1000 On the R1 door
ATR 72 – 600
C O PY
On the right aft door (door 2R)
4 4 9
L
e) Compile hard luggage, soak blankets ED and place them at
5 .0
LRBL 1
at least 25
cm; L
RO device and g
nthem; /
N
f) Moving carefully T
the explosive
Oblanket, pillows, g g a
put on
n and seat cushions with water and
g) CompileC
N soak
U them on thelosuch S i t a
clothing
place raexplosive device - 2 5 to reduce the power of
(in order
1
explosion andF 0
- from the Least Risk Bomb Location
l y n a fire);
personnel as far2as0 1 7
ose
h) Move all possible
R i)
(LRBL);
Instructed to fasten their seat belt;
j) Keep their heads below the tops of the seat backs;
k) Land the aircraft at nearest and suitable airport;
l) When landing, aircraft directed by ATC to isolated aircraft parking position;
m) Disembark passenger and crew by escape slide and without their cabin
baggage, evacuate the passenger and crew as soon as possible avoiding
exits near the LRBL to reduce personnel exposure time with minimum
distance 100 m.
3. Written Bomb Threats Found in Flight

Bomb warnings discovered on board aircraft in flight are likely to be spurious.
When a bomb threat is discovered on board an aircraft in flight, the
responsibility of performing the assessment will lie with the Threat Assessment
Team. Whether a bomb threat is found or, especially a suspect package, it
should be left in place by the crew member who finds it. A very detailed
description should be given to the Pilot in Command. The Captain still remain
in the cockpit and shall then relay the information to the ground and the
assessor team will determine if the threat is serious.
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22. SECURITY
The following information should be relayed by Pilot in Command to the ground

and to be considered by the assessor team:
a) Whether the threat originated before or after take-off and if the threat could
have been discovered during the pre-flight search;
b) Precise details. In the case of a written threat, if the threat is very detailed
and if an intention to avoid casualties is present it is more likely to be a
genuine threat. If no clear reasons are mentioned, it is less likely that the
threat is genuine. If a suspect package is found, the threat should be
considered genuine until proved otherwise;
c) Whether there is a person on board who might attract a threat e.g.: political
figure;
d) Whether there are passengers who might be responsible for a threat e.g.:
deportee or inadmissible, rowdy;
e) If the incident is unique or part of a series of similar threats made to the
same air carrier or same location;
f) If the Pilot in Command doubts the truths about the threat, he/she should
consult with the ground to get a clear picture of the threat level of the air
carrier, States of departure and arrival.
22.3.2 HIJACK
1. BRIEFING AND COMMUNICATION
C O PY 4 4 9
PIC as the in-flight security coordinator E
L Dgive briefing /to5flight
shall 1
.0passenger.
attendants
RO
concerning code in communication L
if hijack
a
occurred n
priorgto boarding
O N T n g g
N C
2. FLIGHT ATTENDANT
U S i t a
l o raattendant should: 1 - 2 5
F
During an act of hijacking
n
flight
a don’t panic,2aim01to 7keep 0
- the passengers as quiet and as
a. Keep l y
se as possible.
calm and
Rb.ocomfortable
Discourage passengers from drinking their own duty free liquor.
c. Keep passengers informed but do not tell about any deadlines which may have
been set.
d. Restrain hotheads from aggressive action.
e. Identify medically qualified passengers.
f. Appoint, if possible only one member of the crewmember to negotiate with the
hijackers.
g. Do not antagonize or argue with the hijackers especially on political matters.
h. Does not making them feel cornered and ensure only one crewmember
approaches at the time.
i. Do not refer to insanity or mental disorder.
j. Do not become mentally aligned with the hijackers/ avoid and aware
‘Stockholm syndrome’.
k. Do not consider any physical action against without prior discussing with the
captain.
l. Negotiate patiently.
m. Comply with demands provided that such compliance does not jeopardize the
safety of passengers or crew.
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22. SECURITY
n. Not attempt to overpower the hijackers. Remember there is a possibility that

there may be other members of the hijackers on board who have not yet
declared themselves, aware ‘ a sleeper ‘
3. FLIGHT CREWMEMBER
During an act of hijacking flight crewmember should:
a. Keep calm and don’t panic
b. Attempt to get the aircraft on the ground
c. Communicate as effectively as possible using:
 Aircraft voice, electronic, visual signals
 Air traffic facilities and
 Operator/ communications
d. Remain in the cockpit, ensure the cockpit door closed and locked position
e. Attempt cockpit area is sterile of hijacker
f. Implement appropriate flight crewmember procedure:
If the cockpit area remains sterile:

(1). Landing as soon as possible at nearest airport
(2). Set transponder Mode A code 7500 and thereafter to code 7700 and then
C O PY 4 4 9
describe event and development in clear language to ATC. When landing,
ED .0 1
aircraft directed by ATC to isolated aircraft parking position.
L 5
RO L
(3). Engine shut down, flaps is full down
n g /
N T g a
(4). Await command from negotiator or follow instruction from the police or military
O n g
C
or anti-terror team.
U N S i t a
l o ra 1 - 2 5
(5). If allowed by anti-terror team flight crewmember disembark using by escape
n a F 1 7 - 0
rope to open access the police or military or anti-terror team entrance to
l y 2 0
ose
aircraft.
R(6). Prior to re-boarding, aircraft searching have to be done
If hijacker in cockpit area:

Take precaution to avoid starting the offender. This may require deactivation of
selective calling system (SELCAL) and other audible warning device. If possible
set transponder Mode A 7500. Include word ‘TRIP’ in call sign for all transmission
to indicate hijack and restricted communications capability (Especially in Australia
according to local regulation that using the word ‘TRIP’ is not allowed, PIC just
using transponder Mode A 7500):
If possible set transponder Mode A 7500. Include word ‘TRIP’ in call sign for all
transmission to indicate hijack and restricted communications capability (Especially
in Australia according to local regulation that using the word ‘TRIP’ is not allowed,
PIC just using transponder Mode A 7500):
(1). Avoid the execution of any unusual aircraft maneuvers to overcome and
subdue the offenders.
(2). Avoid any action that might invite or trigger premature action from the
prospective hijacker (such as: a sudden assembly of the crewmembers,
whispering, pointing toward passenger, carrying manifest, etc.)
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22. SECURITY
(3). Intensify alertness and vigilance on passengers, while maintaining a normal

and routine atmosphere in the cabin.
(4). Apply personal approach to hijacker in order to :
(i) Deter his intension;
(ii) Calm him down;
(iii) Release/ disembark passengers (children, sick-passengers, aging
persons, disable passenger and women).
(5). When landing, aircraft directed by ATC to isolated aircraft parking position.
Hostage release, situation and condition depend on negotiator.
(6). Prior to re-boarding, aircraft searching have to be done.
4. TACTICS
A. IN-FLIGHT TACTICS (IF HIJACKER IN THE COCKPIT)
a. Safety and security are primary objective
b. If at all possible, keep away the hijacker from the flight deck. Relay all
communications and request through the Flight Attendant or have the
hijacker use the interphone to talk to you.
c. As soon as possible prepare flight deck as follows:
C O PY
 Advice ground stations re-situation- set up transponder.
4 4 9
 Set up communications as required
L ED – suggested:
5 .0 1
RO L g /
n or confidential security
N T
- Captain on confidential
Oofficer on ATCSitan g a
company frequency
g
U N C
operations centre frequency.
- First
F l o roffa– C.B pulled-01-25
e l y na demands communications
 Ensure speakers
2 0 1 7 tie-in, connect to First Officer side
R os only, if possible.
 If hijacker
d. Obtain the following information for relay to ground stations:

 Weapons- observed or claimed
 Description of hijacker(s)- age, race, sex, language, physical, emotional
state, drugged, intoxicated
 Accomplices – observed or claimed ground based or airborne.
 Demands – record to avoid any future misunderstandings seat / ticket
number.
 Home address
 Names of family or friends
 Situation assessment
e. Keep passengers in seats with seatbelt sign on to avoid interference.
f. Attempt to keep hijacker in his seat, communicate via flight attendant, or
intercom if communications with Captain demanded. Experience indicates
that use of a female Flight Attendant is preferable when using flight
attendant to communicate.
g. Provide pilot in cabin as an in-flight negotiator if intercom or Flight Attendant
communication is not acceptable.
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22. SECURITY
h. People on the ground often have a larger picture and more experience.
Crewmember personnel should try to comply with instructions from the
ground, if possible. This will enable the Captain not to be seen as the
negotiator, particularly if unpopular decision is taken which could upset the
hijacker. This unpopular decision must be seen as coming from an outside
authority, not the crew. In-flight negotiations should concentrate on getting
the aircraft on the ground.
i. Have one crewmember talking to hijacker:
 Use the great slow down
 Calm him
 Become neutral friend
 Encourage hijacker to talk
 Overload with questions, problems he must decide
 Offer no technical advice
 Provide plenty of beverages to create a bathroom need
 Attempt to persuade hijacker to land and allow release of passengers
j. If entrance of hijacker to flight deck is unavoidable, attempt to have female
Flight Attendant accompany him:
 Continue the great slow down
 At night light up flight deck – to validate crew only – then dim lighting,
O
 No sudden moves explain actions & keep command.
C PY 4 4 9
L E D of the aircraft 5 1
.0 crew e.g.:
k. Insist his demand be within the
RO L capability
n g / and
N T
range, route, charts, etc.
O TACTICS Sitan g g a
2. ON THEN C
U landing, thelo
GROUND
5 part of the airfield, but
a. After
F rawill be directed
aircraft
0 2
to a-remote
1
-for the hijackers to insist on a parking
y n a choice.
the crewmember
l 1 7
should be prepared
2 0
Rob.se
place of their
If it is necessary for a crewmember to leave the aircraft to assist with fueling
or any other reason, the aircraft Captain should ensure that permission is
given by the hijacker. Any prolonged absence should be explained to the
hijacker.
c. Try to have the hijacker(s) allow unloading of passengers, Flight Attendants
and baggage to allow more fuel weight for better performance. Take
whatever tactics as possible to get the passengers and crewmember off the
aircraft.
d. On the ground use fuel and mechanical problem to assist in the slowdown.
e. If passenger displacement is carried out, the crewmember should attempt
to escape by mingling with the crowd.
f. Update information to the ground personnel whenever possible.
g. On conclusion of a hijack incident request a company press officer and
avoid crewmember statement to the press. Do not advertise or glamorize
the situation. In 24 hours it will no longer be newsworthy. If at an off-line
station the Captain will attempt to ensure that meals and accommodation
of passengers and crewmember are attended to by whatever means are
available.
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22. SECURITY
5. FACTORS REQUIRING ATTENTION

Maintain Physical Endurance Capacity and Remain Alert.
 Sit as well as possible with an even distribution of body weight on all parts of
the body so that weight is not concentrated on one point.
 Make efforts to move body with the purpose of maintaining adequate blood
circulation
 Use available time for sleeping (catnapping)
 Avoid fatty and hot foods and gaseous/carbonated drinks (e.g. fat, peanut,
cabbage, soft drinks)
 Make efforts to divert thoughts in order to decrease stress (tension)
Establish spiritual closeness with the Almighty in accordance with your
religion/faith.
6. TECHNICAL FACTORS PROVIDING SUPPORT

 Recline your seat back as low as possible (flight crewmember)
 Make sure that the emergency exit is free from obstructing articles/people
 Make sure all jump-seats are always folded (stowed)
 Door selector to “manual”/slide bar uninstalled (disarmed)
 Endeavor to wear uniform at all times
 When hearing strange sounds:
C O PY 4 4 9
a. Remain still at your place and/or ED
5.0 1
b. Keep away from windowsOLL g /
N T R g g a n
c. Lie down
N C O S i t a n
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n a F 1 7 - 0
l y 2 0
R ose
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22. SECURITY
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L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n F
l y 2 0 LEFT BLANK
R ose
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22.4 UNRULY OR DISRUPTIVE PASSENGER

01. GENERAL
A. Company Policy
PT Garuda Indonesia (Persero) Tbk acknowledges its obligation to take all
reasonable steps to ensure a safe environment for its passenger and
employees at airport check in counters, lounges and boarding gates, on board
flights and all company facilities.
When the behavior of a disruptive passenger presents a direct threat of harm
to any PT Garuda Indonesia employee, other passenger, or interferes with the
performance of crewmember duties, PT Garuda Indonesia employees are
empowered to take necessary and appropriate actions to address the behavior.
Therefore, PT Garuda Indonesia (Persero) Tbk policies are:
 Support all reasonable measures taken by employees to deal with
disruptive passengers
 To encourage the police in the prosecution of disruptive passenger,
especially when there have been assaults on company staff.
 Support prosecutions of disruptive passenger for breaches of the criminal
law.
C O PY 4 4 9

ED .0 1
Give staff full support to allow them to give evidence in court and treat
L 5
RO L g /
attendance at court as duty time and travel to court as duty trip.
nground staff in obtaining
 Fully support N andTassist crewmember
Owhere appropriate. n g g a
and
U N C
compensation
S i t a
l o ratraining to crewmember
1 - 2 5
F
a passenger.2017-
 To provide appropriate
n 0 and ground staff in dealing
se l
with y
disruptive
RB.oDefinitions
The definition of disruptive passenger is:
“A passenger who fails to respect the rules of conduct at an airport or on board
an aircraft or to follow the instructions of the airport staff or crew members and
thereby disturbs the good order and discipline at an airport or on board the
aircraft.”
02. GUIDELINES FOR CREWMEMBER
Intoxicated and/or abusive passengers are categorized as disruptive passengers.
Types of incident associated with disruptive passenger may include, but is not
limited to the following:
a. Endangering the safety of an aircraft.
b. Drunkenness.
c. Illegal consumption of drugs.
d. Refusal to stop smoking.
e. Refusal to stop consuming alcohol.
f. Refusal to stop to using electronic device e.g. hand phone, AM FM radio, radio
control etc.
16 Jan 2017 Page 1

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g. Interference with the air crews on duties.

h. Assault on the Airline staff on duties or other passengers.
i. Fight among passengers.
j. Sexual harassment.
k. Sexual activity.
l. Passenger’s refusal to leave the aircraft.
m. Verbal or physically abusive or threatening actions or words directed to staff on
duties during check-in, at the lounge, boarding gate, in flight or arrival.
n. A crewmember or staff on duties has issued actions, which cause discomfort
to another passenger or passengers, or inappropriate behavior, which
continues after warning to cease.
o. Other disorderly or riotous conduct during check-in, at the lounge, boarding
gate, in flight or arrival.
Particularly for alcoholic beverages, Garuda Indonesia does not permit person who
appears to be intoxicated to board the aircraft.
It is the responsibility of the station manager to screen the passengers who appear
to be intoxicated and, if necessary, to deny boarding.
Refusal of such person shall be reported by station manager, or PIC make trip
report to chief pilot which will be forwarded to the DGCA within 5 days of the
incident. While enforcement of this regulation is primarily the duty of the station
O PY
manager, Flight Attendant must also be alert for passengers who appear to be
C 4 4 9
intoxicated.
ED 5.0 1
A Flight Attendant who suspectsO L aL g /
N T Rinform the Ground
that
g g a nIf there is a dispute with
passenger is under the influence of drugs
N C Oa passengerSmayita
or alcohol should immediately
Ground staff whether n the aircraft or not, the judgments &
board
staff.
U have to belmade
final decision
o raby PIC. -01-25
F
a in disruptive2behavior
nsituation 1 7 while the aircraft is still on the ground,
l y
If passenger engages
e 0
os he/she shall be removed along towiththehis/her
and unless
Rmembers, the can be resolved satisfaction of the on board crew
baggage.
03. PROCEDURES IN THE AIRGUIDELINES FOR FLIGHT CREWMEMBER

1. GUIDELINES FOR FLIGHT CREWMEMBER
 The Pilot in Command may take all reasonable measures, including the
issuance of warning card, and the restraint of the unruly or disruptive
passenger. The PIC should ensure that only such force is reasonable and
necessary to restrain the passenger.
 The PIC should consider restraining an unruly or disruptive passenger if:
 All other feasible means of resolving the situation have been exhausted
 The urgency of the situation demands immediate restraint
 He/she considers that the restraining of such passenger is not likely to
cause an increase in the safety hazards.
 The restrain can be continued after landing until the police arrive providing
the PIC notification of the relevant authorities, at the place of landing, of the
restraint of the passenger and the reasons for doing so.
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 The authority must be notified either before or after landing as soon as

possible.
Note: The decision to issue the warning card and/or restraining the unruly or
disruptive passenger must be in coordination with flight
attendantsGUIDELINES FOR FLIGHT ATTENDANT
2. GUIDELINES FOR FLIGHT ATTENDANT
 Give special services to stabilize passenger’s emotion.
 Reason with the passenger and conciliate their behavior when necessary.
 Assign a flight attendant to monitor that passenger for abnormal actions.
 If a person will be injured by the unruly or disruptive passenger, the flight
attendant should separate the passenger by changing seats to keep
monitoring the situations so as to prevent worsening.
04. WITNESS THE INCIDENT

 The crewmember on the aircraft who actually witness the incident must make
a written note at the time of the incident, or as soon as possible thereafter, as
to what happened, what was said and by whom.
 Such crewmember should identify themselves and provide their contact details
C O PY
for future investigations. Those involved should be clearly identified, not only
4 4 9
the passenger’s seat row and number, if possible, but also the passenger’s
L ED 5 .0 1
name and address involved. This note must be preserved for possible use in
the future.
RO L n g /
 N T n g g a
The person in charge of the passenger list should also ensure that this list,
O
U N C S i t a
including references to seat rows and numbers, are preserved. This will assist
l o ra - 2 5
the police in identifying the location of witnesses in relation to the offending
1
n a F
passenger.
1 7 - 0
l y 2 0
Rose
 The following details should be noted by the PIC at the time of the incident:
 Aircraft registration.
 Pilot in Command’s name.
 Aircraft position at the time of the incident.
 Name, nationality and details of the journey of the person under restraint.
 Brief details of the incident.
 Record the details in a form that can be readily handed over to the police.
05. HAND OVER TO POLICE

 When police assistance arrive at the aircraft, the PIC should communicate with
them using a form of words which approximate the following:
“It is alleged that an incident has occurred on this flight, threatening the safety
or good order and discipline of the flight and I wish you to investigate it. The
following were present at the incident.”
 The PIC should also make available to the police the written notes and details
from the witnesses.
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06. LANDING AT OUTSTATIONS

 If the aircraft lands at an out-station with an unruly or disruptive passenger on
board, a report should be made to ATC requesting police assistance on arrival.
 The PIC and Garuda station must report the reason of disembarkation of the
unruly or disruptive passenger to the appropriate authority in the country of
disembarkation and the national diplomatic or consular office of the passenger
concerned.
 The PIC believes that the passenger has committed some serious offences
that he/she may deliver him/her to the police or immigration officer at the
outstation. The PIC must give notice of the proposed delivery and of the reason
for it.
 A complete report of the incident must be filed, and counter signed by PIC.
Note: For more details about Unruly Passenger refer to OM B2 Chapter 6.3
C O PY END OF 4 4 9
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O N T n g g a
U N C S i t a
l o ra 1 - 2 5
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22.5 CARRIAGE OF PASSENGER UNDER
ADMINISTRATIVE CONTROL
22.5 CARRIAGE OF PASSENGER UNDER ADMINISTRATIVE CONTROL

It becomes the responsibility of the Garuda Indonesia as a carrier that brought the
person into the country to transport the inadmissible passenger or prisoner to his last
point of stopover. Garuda Indonesia could also be involved in the transportation of
such passengers through passenger bookings (3 hours before flight time for prisoner).
Passenger Needing Escort
A passenger must be escorted by one or more officers from the relevant States or
authorized agency if:
a. The passenger is deemed to be safety and/or security risk because of his/her
conduct.
b. The passenger has an appearance or conduct which could cause discomfort or
make him/her objectionable to other passengers.
c. The passenger personally objects to carriage or is likely to resist deportation.
d. The passenger is wanted by police in another state or has already committed a
criminal action.
e. The passenger has a mental state requiring special attention.
f. The passenger has some form addiction.
Clearance for Carriage
C O PY 4 4 9
Prior to accepting deportees or Inadmissible for carriage, the Station Manager shall
ED .0 1
consider the circumstances of the deportation, the risk to the safety of the aircraft
L 5
RO L g /
presented by the carriage and whether additional measures are necessary. The
n
O N T n g g a
Station Manager must receive all reasons for the deportation from the authority.
U N
Escort Requirement C S i t a
A person considered to F o
beldangerous -25 unless two or more
ra shall not-0be1transported
y
officers escortlhim, a available2to0adequately
nprovision 1 7 restraint him throughout the flight
e
os in accordance with procedures to this manual, formal notification to
VPR
and procedures
Corporate Quality, Safety & Environment Management is required.
The escorting officer(s) and deportee shall identify themselves to the Pilot in Command
of the aircraft and appropriate flight attendant. Escort should be briefed that they should
take no action during a hijacking situation unless requested to do so by the Pilot in
Command
A. Inadmissible Passenger
Inadmissible Passengers: A passenger who is refused admission to a State by the
authorities of that State, or who is refused onward carriage by a State authority at
a point of transfer (e.g. due to lack of visa, expired passport etc).
Below are the handling procedures for Inadmissible Passenger:
 Co-operation is called for between the transporting Garuda Indonesia and the
authority responsible for the issuance of judicial orders together with the
removal of persons who are the subject of such orders;
 Station Manager shall (or delegate authorized / qualified staff) inform the Pilot
in Command and his/her crew at point of embarkation;
 Transit and destination airports shall also need to be advised that such a
person is being carried;
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 The authorities that invoke the order of removal must also advised the
authorities at transit and destination airports;
 For flights where transportation of multiple inadmissible passengers, the
security measures depend on risk assessment result;
 Passenger(s) traveling under administrative control or subject of judicial e.g.
inadmissible passenger or deportee may travel with or without any escorts;
Before carriage as much information as possible is to be obtained about the
passenger to determine whether the passenger presents a risk to the security of
the flight and/or other passengers.
B. Deportee
 Deportee (DEPO) is A person who has legally been admitted to a country by
its authorities or who had entered a country illegally, and who at some later
time is formally ordered by the authorities to be removed from that country;
 Persons are deported for different reasons :
o They have been legally admitted to the country, but have committed a
punishable offence;
o They entered the country illegally and are without means of support and
work permit.
O PY
 Carriers are entitled to be informed of the reason(s) for deportation because of
C 4 4 9
safety and security reasons.
LED ng / 5.0 1
Deportees may be classified as: OL
 Those posing no O N TtoR n g g a
whoU N C threat
S i t a
the safety of the flight. These may include individuals
have been deported
o r
overstaying, workinglwhilstadue to violence of
on tourist visa etc.1 - 5
entry visa requirements e.g.
2
n a F 1 7 - 0 and who are willing to travel and
l y
non-violent.
0
se who may be a threat to2the safety of the flight and / or whose carriage
R oThose
may require the services of an escort.
 A full security check of the individual and his/her baggage must be done prior
to embarkation.
Below are the handling procedures for Deportee:
 The carrier have the right of being informed the reason of deportation due to
their responsibility and obligation for safety and security of their passengers;
 The PIC and FSM shall be informed as well the reason.
 In the PIS (Passenger Information Sheet) state “DEPO” next to the name
documents after being processed will be handed to the escorted via FSM after
takeoff. In case of escorted deportee, the documents shall be handed to escort;
 The Station Manager (or delegate authorized / qualified GA staff) shall assist
the deportee to aircraft and handed to FSM;
 Notification shall be transmitted to connecting and destination by teletype.
C. Refugees and Asylum Seekers

Garuda Indonesia have a right to be informed by appropriate authority (Immigration
authority) or organization like International Organization for Migration (IOM) before
transporting the refugees and asylum seekers with Garuda Indonesia aircraft. The
16 Jan 2017 Page 2

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assessment process shall be conducted by Station Manager or Garuda Indonesia

representatives and ensure only the registered Asylum Seeker and/ Refugees by
International Organization for Migration could be transported.
D. Person In Custody
1. Escorting officer shall notify to a responsible representatives of the Garuda
Indonesia, three hours prior to departure;
2. Station Manager shall provide “PERMISSION FORM OF ESCORTING
CUSTODY” (FORM IZIN MEMBAWA TAHANAN). The form (see Annex V1)
must be filled by escorting officer, such as :
a). Escorting Officer Data
 Full name of escort;
 Personal number;
 Job.
b). Prisoner Data
 Full name of the prisoner;
 Date of birth;
 Sex;
 Racial origin;
 Nationality;
C O PY 4 4 9
 Reason for Deportation;
L ED 5 .0 1
 Passport Number
RO L n g /
O N T n g g a
c). Prisoner category: to determine whether Dangerous or Non Dangerous.
N C
U under Administrative S i t a
E. Passenger
F l o ra Control -01-25
y
 A passenger
e l nwillatraveling 0 1 7 control e.g. deportee or otherwise
under administrative
2
s before carriage as much informationmayas travel
RoHowever,
against his e.g. inadmissible passenger without any escorts.
possible is to be obtained
about the passenger to determine whether the passenger presents a risk to the
safety of the flight and/or other passengers. Such information may include:
 Full name of the person (including aliases).
 Date of birth.
 Racial origin and nationality.
 Physical description (weight and height).
 List identity documents held.
 Reasons for criminal or mental history.
 Fare payment details.
 Proposed travel details.
 If it is ascertained those passengers present a risk to the safety of the flight
and/or other passengers, the procedures under ‘Passenger Needing Escort’
must be adopted.
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 In all cases of carriage information must be passed to the Captain and the FA-
1 prior to boarding the aircraft.
 All travel requirements for transit; transfer and entry at destination must be
complied with.
 In the event that deportation involves other airline operators, full details of the
passenger and travel requirements will be passed to them.
 Travel document must be retained where possible by the FA-1 and handed to
the ground staff on arrival country of destination.
F. Pre-departure Handling
 When a person is to be removed because of conviction for a criminal offence
or he/she is under judicial or administrative procedures, information must be
provide by the relevant departments arranging transportation of such a
passenger in order to assess what special arrangements are necessary to
safeguard the flight on which the passenger is traveling. Garuda Indonesia
under normal circumstances is to be given a minimum of three hours before
departure time. Such information may include:
 Full name of the person (including aliases).
 Date of birth.
 Racial origin and nationality.
C O PY 4 4 9
ED
 Physical description (weight and height).
L 5 .0 1
L
 Reasons for carriage or deportation.
RO n g /
O N T n g g a
 Known criminal or mental history.
C
 Names of escorts.
U N S i t a
l o ra
 Fare payment details.
1 - 2 5
n a F 1 7
 Proposed travel details. - 0
l y 2 0
R ose
 Special escort requirements.
Communication will be issued to appropriate departments providing all relevant
details of carriage. In the event that the carriage involves other airline
operators, who’s prior consent must be obtained; such details also are issued
to them.
 The departments to be contacted should include:
 Ground Operations.
 Flight Operation.
 Corporate Quality, Safety & Environment Management.
 Corporate Security
 Passenger Services Department
 Chief Flight Attendant.
 Reservation Control Department.
 Customer Relation Department.
 Ground Support Department.
 Originating station, transit and destination.
 Passenger information should include:
 The booking name of the passenger.
 Full address at destination.
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 Date removal and nature of cases e.g. criminal or political offence.

 Whether the authorities are providing escort (s) and name (s) of the
escort(s).
 Seats allocation for the passenger under escort and escort s if available.
 Any other arrangements e.g. the provision of plastic cutlery.
 Confirmation replies are required from the various departments contracted and
if applicable the connecting airline operator. If the department does not
respond, a verbal communication will be made.
 Information must be passed to the Pilot in Command with NOTOC declaration
form and to the FA-1 prior to boarding the party onto aircraft.
 The Pilot in Command should be informed in advance and given a verbal brief
of the intended carriage.
 The company has the right to refuse carriage is considered as one which could
adversely jeopardize to safety and comfort of the passengers.
 Where a passenger is considered a potential risk, minimum of two escorts
should be provided on the flight and no more than one such passenger should
be transported on any on flight.
 If a passenger is not considered a potential risk, then the carriage of a
maximum of three such passengers is permitted subject to each being under
PY
individual escort and providing the acceptance meets with specified condition,
O
including adequate separation of each passenger and escort; and negate
C 1 4 4 9
 L L ED
physical, oral or direct visual contact.
g / 5 .0
N T RO g g n
No public disclosure of the movements is to be made.
a
N C O S i t a n
U
G. Check in
l o rbyaStation Manager,
1 - 2 5
 The form shall
n a beFsigned
1 7 - 0 Security Manager and PiC
s e y
l of one escort for 2
 A minimum 0 person in custody should be carried on the
each
R osame aircraft.
 Escorting officers must not carry mace, tear gas or similar incapacity gas
generating devices on board an aircraft. Carriage of firearm by escorts is also
prohibited.
 Person in custody and their hand baggage must be thoroughly screened,
including a secondary hand search, to ensure that there is no restricted article
in their possession, paying attention to any dangerous items that could be used
as a weapon.
 Escort are required to be equipped with adequate and sufficient restraining
devices to be used in the event they determine that restraint is necessary under
normal circumstances, a passenger should not be shackled to any part of the
aircraft, including seats, tables, etc.
 Person in custody and escort are to be seated as far to the rear of the aircraft
as possible but not immediately adjacent to any exit door. The escort will be
seated between the person in custody and the aisle.
 Escort should, if possible, be of the same gender and speak the language of
the passenger under escort.
 No public disclosure of the movement is to be made.
16 Jan 2017 Page 5

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H. Boarding
 A prisoner shall not transported on board an aircraft unless escorted by one or
more policing authority officers;
 Escorts are to be identified to a member of the cockpit and the FA-1 prior to
boarding the aircraft.
 Escorted persons are to be boarded before all other passengers and deplaned
after all other passengers have left the aircraft.
 No public disclosure of the movements is to be made. Boarding of passenger
in custody should be performed as discreetly as possible.
 Deportee and Denied Admittance passengers must boarded after all other
passenger is boarded and deplaned before other passengers have left the
aircraft.
 Travel documents of the deportee must be retained by the escort and handed
to the Immigration Authorities on arrival at the country of destination.
I. During Flight
PY
During flight this procedure bellow must be carried out:
C O 4 4 9
 Garuda Indonesia should not transport a prisoner unless escorted by one or
1
L ED
more policing authority officers.
L g / 5 .0
N T RO g g n
 Policing authority officers should notify Garuda Indonesia representative well
a
N C O S i t n
before the date it is proposed to transport a prisoner, or as soon as possible in
a
U
an emergency of the identity of the person being escorted, the flight on which
l o ra 1 - 2 5
transportation has been arranged and whether or not the escorted person is
n a F
considered dangerous.
1 7 - 0
l y 2 0
R ose
 Garuda Indonesia should not accept a prisoner and escort as a passenger
unless concurrence has been obtained in advance from State and other
operators that may be involved en route and at the intended final destination,
in such cases sufficient advance notification must be given to the operator so
that prior arrangements can be considered.
 Escorting officers should be appraised by a responsible Garuda Indonesia
representative of the potential danger to the safe operation of the aircraft should
they take any action during an act unlawful interference without direction from
the Pilot in Command.
 Escorting officer should ensure that a prisoner does not carry contraband,
weapons, matches or other potentially dangerous items.
 Escort should be equipped with adequate restraining devices to be used in the
event they determine that restraint is necessary. Under normal circumstances
a prisoner should not be shackled to any of the aircraft including seats, tables,
etc.
 Escort not should carry mace, tear-gas or similar incapacitating gas generating
device on board an aircraft.
 Escort should adequately identify themselves to security personnel, policing
authority officers on duty and flight attendants. Requesting that presence on
board and seat assignment be transmitted to the Pilot in Command who should
acknowledge receipt of this information (NOTOC is required).
16 Jan 2017 Page 6

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 Escorted prisoners should be boarded before all other passengers and

disembarked after all other passenger has left the aircraft.
 They should be seated as far to the rear of the passenger cabin as possible but
not in the lounge area or next to/directly across from an exit.
 They should only be seated in a row of two or more seats and at least one
escort should sit between the escorted prisoners at the same aisle at the last
row.
 They should be accompanied at all times and kept under surveillance, including
visits to the lavatory.
 Alcoholic beverages should not be served to escort or prisoner while on board
the aircraft.
 Prisoners may be served food at the discretion of escort but should not be
provided with metal utensils or a knife.
 The Station Manager in coordination with Pilot in Command should refuse to
accept:
 Prisoner if, in the judgment of a responsible Garuda Indonesia
representative such acceptance may jeopardize the safety of the other
passenger.
 Garuda Indonesia may transport up two persons in custody under escort
PY
the following conditions:
(i).
C O 4 4 9
A minimum of one escort accompanies each person in custody who
1
L ED 5 .0
is not considered dangerous by the agency having custody of the
L g /
N T RO g g n
individual. The escort may not be a person in custody or a member of
a
N C
(ii). O S i t n
the aircraft crew.
a
A minimum of two escorts will accompany each person in custody
U l o ra 1 - 2 5
considered by the agency having custody of the individual. Only one
n a F 7 - 0
dangerous person in custody must be seated between escorts.
1
l y 2 0
R ose(iii). If the person in custody is accompanied by a single escort, the person
in custody must be seated in a window seat. If the person in custody
is accompanied by two escorts the person in custody must be seated
between escorts.
J. In-Flight Security Guards

Garuda Indonesia shall ensure that there are no firearms on board kept by In-flight
Security Guard. Appointed security person as Security on Board will decided by
Management in consultation with Aviation Security Unit.
END OF 22.5
16 Jan 2017 Page 7

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C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n F
l y 2 0
R ose LEFT BLANK
16 Jan 2017 Page 8

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23. HANDLING OF ACCIDENTS AND
OCCURENCES
CHAPTER 23
23.1 GENERAL ......................................................................................................... 1
23.2 DEFINITIONS ................................................................................................... 1
23.2.1 ACCIDENTS ....................................................................................... 1
23.2.2 SERIOUS INCIDENTS ....................................................................... 1
23.2.3 INCIDENTS ........................................................................................ 2
23.3 REPORTING..................................................................................................... 1
23.3.1 GENERAL .......................................................................................... 1
23.3.2 URGENT INFORMATION .................................................................. 1
23.3.3 SERVICE DIFFICULTY REPORT ...................................................... 2
23.3.4 REPORTING AN ACCIDENT ............................................................. 3
23.3.5 REPORTING AN INCIDENT/SERIOUS INCIDENT ............................ 3
23.3.6 AIR SAFETY REPORT (ASR) ............................................................ 1
23.4 HANDLING ....................................................................................................... 1
23.4.1 O PY 4 9
GENERAL .......................................................................................... 1
C 4
L ED 5 .0 1 1
R L n g /
23.4.2 INVESTIGATION ................................................................................
O............................................................
23.4.3 AIR SAFETY REPORT
O N T (ASR)
n g g a 2
23.4.4 TRIP N
U REPORT
a S ita
C ...................................................................................
5 2
23.4.5 OPERATIONALF HAZARD r
lo REPORT7(OHR) - 0 - 2
1....................................... 3
l a
yn...........................................................................................
2 0 1
o s e
23.4.6 DELAY(S)
R AIRCRAFT MAINTENANCE LOG ...................................................... 3
3
23.4.7
23.4.8 CABIN MAINTENANCE LOG ............................................................. 4
23.4.9 FLIGHT ATTENDANT DUTY REPORT AND TRIP REPORT ............. 4
23.4.10 STATION MANAGER’S STATION REPORT ...................................... 4
23.4.11 BIRTHS .............................................................................................. 4
23.4.12 DEATH ............................................................................................... 4
23.4.13 MAKING OF A WILL ON BOARD ....................................................... 5
23.4.14 ILLNESS AND SERIOUS INJURIES OF PASSENGER OR
CREWMEMBERS .............................................................................. 6
23.5 GUIDELINES FOR CREW IN INCIDENT/SERIOUS INCIDENT/ACCIDENT .... 1
23.5.1 GUIDELINES ...................................................................................... 1
23.5.2 MODEL FOR PRELIMINARY CERTIFICATE OF DEATH .................. 2
■
01 Oct 2016 Page 1
OCCURENCES
C O PY 4 4 9
L E D 5 .0 1
RO
INTENTIONALLY L
LEFT BLANK
n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 2

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OCCURENCES
23.1 GENERAL
The overall purpose of Accident and Occurrence Notification, Handling and Reporting
is:
 To provide the quickest means available, the maximum medical aid to all persons
involved regardless of whether they have already fallen victims to an accident or
whether they are immediately threatened, and of secondary importance, to keep
minimum damage to properties.
 To prevent, where possible, the re-occurrence of similar accident and incident.
a. The First Purpose.
Requires extremely fast and smooth cooperation between involved authorities
(ATS, SAR, etc.) and the company (e.g. by providing the rescue coordination
centers list containing detailed information on the emergency and survival
equipment carried on board, or by providing other essential information relating to
the individual flight, e.g. relevant technical / maintenance details, information on
Dangerous goods on board, Operational Flight Plan (OFP) details, fuel endurance,
number and passengers and crewmember).
b. The Second Purpose
Requires all evidence to be secured, originals and copies of documents (load sheet,
C O PY
AML, OFP, T/O Data, passenger manifest, cargo manifest, manuals, etc.) to be
4
seized and safeguards, flight recorder and cockpit voice records to be preserved, a4 9
L ED 5 .0 1
report by the PIC to be submitted, hearing to be held by the company (internal
O L g /
nprocedures shall be met
investigation) and an accident investigation by the state of occurrence.
Rpurpose,
O N T g g a
nrequires the authorities involved, after
U N C
In connection with the second
S i t a
defined reporting
by the company.
l o rato publish a report
This second purpose also
1 - 2 5necessary and to specify
n a F
shifting and weighing evidence,
1 7 0 where
- to prevent a re-occurrence of a
l y
recommendations
0
or prescribed action(s)
2
in order
Rose
similar incident/accident.
END OF 23.1
01 Oct 2016 Page 1

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OCCURENCES
C O PY 4 4 9
L ED 5 .0 1
L
RO LEFT BLANK n g /
O N T
INTENTIONALLY
n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 2

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OCCURENCES
OM – A 23.2 DEFINITIONS
23.2 DEFINITIONS
23.2.1 ACCIDENTS
Occurrence associated with the operations of an aircraft which take place between the
times any person boards the aircraft with the intention of flight until such time as all
such persons have disembarked, in which:
a. A person is fatally or seriously injured as a result of:
 Being in the aircraft, or
 Direct contact with any part of the aircraft, including parts which have become
detached from the aircraft, or
 Direct exposure to jet blast.
Except when the injuries are from natural causes, self-inflicted or inflicted by other
persons, or when the injuries are to stowaways hiding outside the areas normally
available to the passengers and crew; or
b. The aircraft sustain damage or structural failure which:
 Adversely affects the structural strength, performance or flight characteristic of
the aircraft, and
 Would normally require major repair or replacement of the affected component.
C O PY
Except for engine failure or damage, when the damage is limited to propellers, wing
4 4 9
tips, antennas, probes, vanes, tires, brakes, wheels, fairing, panels, landing gear
L ED 5 .0 1
doors, windshield, the aircraft skin (such as small dents or puncture holes), or for
RO L n g /
minor damages to main rotor blades, tail rotor blades, landing gear, and those
O N T n g g a
resulting from hail or bird strike (including holes in the radome); or
isC
c. The aircraftN
U S i t a
F l o rato be missing-0
missing or is completely
 An aircraft is considered 1 25official search has been
inaccessible.
-the
nandathe wreckage2has0not
when
e l y
terminated 1 7been located.
RoAnsinjury resulting in death within thirty days of the date of the accident is
Note:
classified, by ICAO, as a fatal injury.
23.2.2 SERIOUS INCIDENTS

An incident involving circumstances indicating that there was a high probability of an
accident and associated with the operation of an aircraft which takes place between
the times any person boards the aircraft with the intention of flight until such time as all
such persons have disembarked, which related to:
a. Malfunction or failure of flight control system
b. Possession of body damage
c. Aircraft failed to fly due to:
1) aircraft electrical system failure
2) aircraft hydraulic system failure
3) Loss of power or thrust force generated by two or more aircraft engine
4) An evacuation of an aircraft in which an emergency egress system is utilized
d. Near collisions requiring an avoidance maneuver to avoid a collision or an
unsafe situation or when an avoidance action would have been appropriate
01 Oct 2016 Page 1

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OCCURENCES
OM – A 23.2 DEFINITIONS
e. Flight into mountainous areas where the distance does not allow the aircraft
to perform avoidance
f. Aborted takeoff on a closed or engaged runway, on a taxi way or
unassigned runway
g. Takeoff from a closed or engaged runway, from a taxi way or unassigned
runway
h. Landing or attempted landing on a closed or engaged runway, on a taxi way
or unassigned runway
i. Gross failure to achieve predicted performance during takeoff or initial climb
j. Fire and smoke in the passenger compartment, in cargo compartment or
engine fires, even though such fire were extinguish by the use of
extinguishing agents.
k. Events requiring the emergency use of oxygen by the flight crewmember
l. Aircraft structural failure or engine disintegrations, including uncontained
turbine engine failures, not classified as an accident
m. Multiple malfunctions of one or more aircraft systems seriously affecting the
operation of the aircraft
n. Flight crewmember incapacitation in-flight perform the duties because of
injury or illness
o. Fuel quantity requiring the declaration of an emergency by the pilot
p. Runway incursion
q. Takeoff or landing incidents.
C O PY 4 4 9
L 5 .0 1
Incident such as undershooting, overrunning or running off the side of
ED
runways
RO L n g /
O N T n g g a
r. System failures, weather phenomena, operations outside the approved
flight envelope or other occurrences which could have caused the
U N C S i t a
difficulties controlling the aircraft
l o ra 1 - 2 5
s. Failures or more than one system in a redundancy system mandatory for
n a F 1 7 - 0
flight guidance and navigation
l y 2 0
R ose
t. The unintentional or, as an emergency measure, the intentional release of
a slung load or any other load carried external to the aircraft
Note: The difference between an accident and a serious incident lies only in the
result.
23.2.3 INCIDENTS
Any occurrence, other than an accident or serious incident, associated with the
operation of an aircraft which affects or could affect the safety of operation, is
categorized as incident.
END OF 23.2
01 Oct 2016 Page 2

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OCCURENCES
OM – A 23.3 REPORTING
23.3 REPORTING
23.3.1 GENERAL
It is a legal requirement that all events (accidents and serious incidents) shall be
reported to the Authority within 24 hours of the event. It can be very important in several
cases to report as soon as possible (ACARS, Fax or SITA telex) in order to preserve
significant data held with different parties about the flight concerned.
When a crewmember is confronted with the police or justice departments of the State
in which an accident or incident occurred, legal or otherwise necessary assistance
shall be arranged via Operations Control (OCC) before submitting any statement.
The Pilot in Command is required to notify the nearest authority, by the quickest means
available:
 In the event of any accident or serious incident resulting in injury, death, or
substantial damage to aircraft.
 In the event of any emergency situation that necessitated action in violation of local
regulation and/or procedures.
For submitting, if required by the state of occurrence, a report to the appropriate Local
Authority and also to the Indonesia DGCA.
C O PY 4 4 9
23.3.2 URGENT INFORMATION
L ED 5 .0 1
RO L n g /
The PIC shall ensure that completed reports are kept on board the aircraft until its
O N T n g g a
return to CGK. Consequently, in the event of accident, incident or any other significant
U N C S i t a
deviation from the normal routine which requires immediate action by the responsible
l o rato inform concerned

1 - 5 before arrival, in order
operational or technical departments at CGK, valuable time is lost.
2
F
a in handling 2such01
During flight, the PIC shall
n consider
7 - 0 parties
l y
ose
to obtain full cooperation event once the aircraft landed.
ToR expedite handling in such cases all pertinent details must be sent to flight dispatch
as soon as possible by telephone, ACARS, VHF/HF radio, fax or telex.
Having completed any such message does not change the requirement to complete
the specified reporting procedure.
a. Reporting Address
If continuation of the flight after landing becomes doubtful, the flight dispatcher shall
be informed by the quickest means available, preferably by ACARS, VHF/HF radio.
Flight Dispatch Telephone + 62 21 550 1975
Fax + 62 21 550 2148
SITA telex (ACARS) CGKOWGA
OCC/OPM Telephone + 62 21 550 1013
+ 62 21 550 1889
+ 62 21 550 1014
+ 62 21 550 1823
Fax + 62 21 550 2152
SITA telex (ACARS) OCC/OPM
01 Oct 2016 Page 1

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OCCURENCES
b. Hazardous Flight Condition

The PIC shall report any urgent information concerning hazardous flight condition
(birds or bird strikes, obstacles, meteorological phenomena, irregularities of ground
and navigational facilities, etc.) to the appropriate ATC facility without delay.
23.3.3 SERVICE DIFFICULTY REPORT

A. PIC shall report the occurrence or detection of each failure, malfunction, or defect
concerning:
1. Fires during flight and whether the related fire warning system functioned
properly;
2. Fires during flight not protected by a related fire warning system;
3. False fire warning during flight;
4. An engine exhaust system that causes damage during flight to the engine,
adjacent structure, equipment, or components;
5. An aircraft component that causes accumulation or circulation of smoke, vapor,
or toxic or noxious fumes in the crew compartment or passenger cabin during
flight;
6. Engine shutdown during flight because of flameout;
7. Engine shutdown during flight when external damage to the engine or airplane
structure occurs;
C O PY 4 4 9
L 5 .0 1
8. Engine shutdown during flight due to foreign object ingestion or icing;
ED
RO L n g /
9. Engine shutdown during flight of more than one engine;
O N
during flight; T n g g a
10. A propeller feathering system or ability of the system to control overspeed
U N C S i t a
11. A fuel or fuel dumping system that affects fuel flow or causes hazardous
l o ra
leakage during flight;
1 - 2 5
n a F 1 7 - 0
12. An unwanted landing gear extension or retraction, or an unwanted opening or
l y 2 0
R ose
closing of landing gear doors during flight;
13. Brake system components that result in loss of brake actuating force when the
airplane is in motion on the ground;
14. Aircraft structure that requires major repair;
15. Cracks, permanent deformation, or corrosion of aircraft structures, if more than
the maximum acceptable to the manufacturer or the DGCA;
16. Aircraft components or systems that result in taking emergency actions during
flight (except action to shut down an engine); and
17. Emergency evacuation systems or components including all exit doors,
passenger emergency evacuation lighting systems, or evacuation equipment
that are found defective, or that fail to perform the intended functions during an
actual emergency or during training, testing, maintenance, demonstrations, or
inadvertent deployments.
B. In addition to the reports required by paragraph (a) of this section and as prescribed
by the DGCA, Garuda Indonesia shall report any other failure, malfunction, or
defect in an aircraft that occurs or is detected at any time if, in its opinion, that
failure, malfunction, or defect has endangered or may endanger the safe operation
of an aircraft used by it.
01 Oct 2016 Page 2

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OCCURENCES
C. Each report required by this section shall be sent, in writing, to the DGCA office
within the next 72 hours. However, a report that is due on Saturday or Sunday may
be mailed or delivered on the following Monday, and one that is due on a holiday
may be mailed or delivered on the next work day.
23.3.4 REPORTING AN ACCIDENT

Reporting of an Accident:
 ICAO Annex 6 requirements regarding notification to authorities in aircraft
accidents: The Captain shall be responsible for notifying the nearest appropriate
authorities by the quickest means available, of any accident involving the aircraft,
resulting injury or death of any person or substantial damage to the aircraft or
property.
 In view of the complexity involved, it is very important that the PIC, the GA
representative within the State where accident occurred (Station Manager,
Handling Agent), the flight dispatcher and OCC closely coordinate their actions
when it is decided that a flight has terminated in an accident.
Inform the flight dispatcher/OCC as soon as possible.
PY
23.3.5 REPORTING AN INCIDENT/SERIOUS INCIDENT
C
Reporting of an Incident/Serious Incident: O 1 4 4 9
 For air traffic related:
L L ED g / 5 .0
N T RO g g n
 Pilot shall inform the ATS unit at the current frequency in use, using the
a
N C O S i t n
appropriate designator: Aircraft Proximity (AIRPROX), Near Mid-air Collision
a
U
(USA only), or Incident related to procedure, facility, missed operational
l o ra 1 - 2 5
handling, and operational deviation, etc.
n a F 1 7 - 0
 As soon as possible after landing, make written report to ATS by filling an
l y 2 0
R ose
incident report form prepared by the ATS unit (if available) or otherwise any
other written report form such as ASR to report the incident had happened, one
copy to ATS concerned and original copy to JKTDVGA.
 In the event of AIRPROX, provide as much detail of the other aircraft as
possible to facilitate early identification (type, markings, colors, etc.)
 If possible, inform Flight Dispatch / OCC by ACARS, VHF or HF radio. If this is
not feasible, inform after landing.
 An ASR must be filled.
 Fax ASR without delay to JKTDVGA, who will ensure the report is filed to the
appropriate authorities. Hand-over the original ASR upon arrival at CGK (via
chief pilot or ASR box).
Note:
 Expeditious mailing of the ASR is essential, as in many cases official action by
the authorities on initial report will cease after 7 or 8 days, unless a full report
has been received.
 JKTDVGA will keep involving parties informed on the result of the official
investigation by the authorities.
01 Oct 2016 Page 3

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OCCURENCES
 For technical related:

 If applicable inform flight dispatch/ OCC by ACARS, VHF or HF radio. If this is
not considered feasible, inform as soon as possible after landing.
 The technical deficiency must be entered in Aircraft Maintenance Log (AML)
and marked “Incident”.
Note:
Adherence to the correct reporting procedures is very important to enable the GA
Technical Department to fulfill the legal requirement of reporting Technical Incident
to the DGCA concerning ALL GARUDA AIRCRAFT regardless of registration.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
s l y
 For operational related:
0
2 aspects and ATC aspects.
eto this chapter for technical
R oRefer
If applicable inform Flight Dispatch / OCC by ACARS, VHF or HF radio. If this
is not feasible, inform as soon as after landing.
 For ground related:

 Refer to this chapter for technical aspects involved.
 An ASR must be filled when the cockpit crew is on board (see OM-A Chapter
23.2)
23.3.6 AIR SAFETY REPORT (ASR)

See Appendix 7.
END OF 23.3
15 Nov 2016 Page 4

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OCCURENCES
OM – A 23.4 HANDLING
23.4 HANDLING
23.4.1 GENERAL
The law of the country of over flight applies on board. In practice, this is only feasible
for aircraft on the ground. In-flight, the law of the flag, i.e. for Garuda aircraft the
Indonesian law, formally applies in addition to the law of the country of over flight.
For flights with Garuda aircraft outside territorial waters, the Indonesian law applies
exclusively.
Occurrences which have legal impact:
 Establish time, place, name(s) of offenders and witnesses.
 Make a report (ASR or TRIP REPORT) at the next airport of call.
 Contact the Chief Pilot as soon as possible (chief pilot will coordinate with related
unit).
If requested, a COPY of the report should be submitted to the local authorities.
23.4.2 INVESTIGATION
Investigation is conducted for the purpose of accident prevention, which include the
gathering and analysis of information, the drawing of conclusions, including
recommendation.
C O PY
determination of cause(s) and, when appropriate the making of safety
4 4 9
L EwillDinvestigategaircraft
5 1
0 and
.accidents
L
Notwithstanding the fact that the Authorities
ROthe followinggdepartments /
n have been assigned
O N T
incidents within their own legal rights,
n g a
U N C
the task for GA investigations:
S i t a
Aircraft Accidents : DV r
l o a / MQQuality,
(Corporate
1 - 2 5Management)
Safety & Environment
n F
a : DV (Corporate
Management)
1 7 0
- Safety & Environment
(Airworthiness
l y 2 0
ose
Air Traffic Incidents Quality,
R
Technical Incidents
Management)
: MQ (Airworthiness Management) / DV (Corporate
Quality, Safety & Environment Management)
Operational Incidents : DV (Corporate Quality, Safety & Environment
Management)
Ground Incidents : MQ (Airworthiness Management)
When Operational Incident involves technical aspects, or when Technical Incident
involves operational aspects, DV and MQ will coordinate a mutual investigation.
DV, when performing investigation will coordinate with concerned parties (VP ground
service, ground handling, chief pilot, chief FA, engineering, etc.).
01 Oct 2016 Page 1

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OCCURENCES
23.4.3 AIR SAFETY REPORT (ASR)

An ASR shall be used to file safety related occurrences only. For non-safety related
occurrences, file a TRIP REPORT. Garuda will not take disciplinary measure in relation
with ASR.
a. A crewmember shall report to the PIC:
 Any fault, failure, malfunction or defect, which may affect the airworthiness of
safe operation of the aircraft, including emergency systems.
 Any incident that endangered, or could have endangered the safe operation.
Note:
 For definitions, see OM-A Chapter 23.2
 The FA-1 may coordinate the safety reporting from flight attendant to the PIC.
b. The PIC shall forward the report (of a crewmember) after evaluation, by filling an
ASR.
c. The ASR shall be mailed to DV, via chief pilot or ASR box in GOC. In case of an
Aircraft Proximity (AIRPROX), refer to OM-A Chapter 23.3.4.
The ASR and instruction for use are provided in the navigation documentation bag.
23.4.4 TRIP REPORT

A Trip Report form must be filed in the following cases:
C O PY 4 4 9
 Legal aspects when required by law.
L ED directives,gof/which5 .0 1
R O
 Deviation from operating procedures Lor company
a n the nature of
O
discrepancies can arise T
NHandling
from or within the g
n g
Crewmember, Passenger, Ground
N C S i t a
others. U
Service, Maintenance, Agent, Catering, Hotel Accommodation and
l o r a 1 - 2 5
n
 Factual observations,F
aeffectiveness 1 7 0
-with crewmember duties which may
s e l y during or associated
2 0
R o
contribute to cost and efficiency of the total GA operations.
When Trip Report form part of the journal, the PIC signature is required.
As mentioned in OM-A Chapter 23.4.3, the Trip Report is filed for NON-SAFETY
related matter only. It form part of the feedback processes, no correspondence will be
guaranteed, although suggestion will be used for evaluations.
When writing the Trip Report:
 Use block letters.
 Deal with one subject only per report.
 Use plain language in proper English.
 Explain the facts only.
 Be objective.
 No opinion shall influence the descriptions.
 No judging and blaming others.
 When any, give constructive suggestion.
Related management (Chief Pilot, Chief FA and/or Quality Assurance.) may re-write a
trip report without making any change of the meaning before distributing to the
concerned department.
The Trip Report forms are provided in the navigation documentation bag.
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23.4.5 OPERATIONAL HAZARD REPORT (OHR)

In line with the Safety Program, the Operational Hazard Report is required and
provided as a means of reporting any potential risk toward aviation safety or that can
lead to an accident/incident. The Operational Hazard Report form is for use by any
operations personnel who are observing the case.
Operational Hazard Report may be anonymous, and the company is applying the non-
punitive reporting system. It is provided and distributed to all departments in the
company. The form also provided in the navigation documentation bag in the cockpit.
Note: All report form are available in hardcopy or in a form of e-report within Integrated
Electronic Safety Database (IESD). The e-report in IESD can be accessed through:
safety.garuda-indonesia.com
23.4.6 DELAY(S)
The cause of a delay must be reported by means of a 2 numeric code, written in the
specified box in the Aircraft Flight Log (AFL). Give short explanation in the AFL remark
box when deemed necessary.
Delay codes can be found in the ROM.
C O PY 4 4 9
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Whenever a Captain does not agree with the code as stated by station management,
ED
R isO g /
or if he wishes to make additional comments, a trip report shall be made out.
L n is not considered delay
N T
IATA standard : Departure time
Oschedule departure
purpose) a g g a
push back time. Aircraft
n aircraft departs up to 15 minutes
U N C
(for commercial
S i t when
5
behind
F l o r a time.
1 - 2
GIA Policy
n awhen time
: Departure
1
is push back 7 0
- more
time. Delay code (and reason) shall be
s e l yfilled aircraft2 0
push back than 5 (five) minutes from
R o schedule departure time for internal evaluation and improvement.
23.4.7 AIRCRAFT MAINTENANCE LOG

The pilot in command is responsible for complaint slip-entries on Aircraft Maintenance
Log, of all complaints found during the course of duties.
Before each flight the pilot in command shall ascertain the status of each irregularity
entered in the log at the end of the preceding flight. The Ground Engineer shall enter
complaints found during inspections, except those found in the hangar at the home
base.
The following shall be written in the Aircraft Maintenance Log (AML):
 All technical complaints and remarks about the aircraft, its system and equipment
irrespective of the duration of their occurrence (continuous intermittent or
momentary) with the exception of certain cabin complaints (see under Cabin
Maintenance Log).
 Corrective actions taken.
 Type of inspection performance, on the last slip of the previous stretch.
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PIC shall write discrepancies and such report shall be written as clearly as possible,
giving as much detail description as possible, giving comprehensive data for
maintenance action or trouble shooting.
23.4.8 CABIN MAINTENANCE LOG

The FA-1 shall enter cabin complaints, not related to the safety of the flight in the Cabin
Maintenance Log (CML) under responsibility of the Captain.
Complaints related to the safety of the flight (emergency equipment, inter phone
system, etc.) shall be reported to the Flight Crewmember who will than enter in the
Aircraft Maintenance Log.
The responsible licensed Garuda Ground Engineer will complete and sign the ‘action’
part of the AML/CML slips if action is taken, and sign for the type of inspection
performed, i.e. the maintenance release, in the AML.
One copy of the slip signed for ‘maintenance release ‘remains at the station of
departure as an official document concerning the airworthiness of the aircraft.
Directions for use, and the purpose of the various copies, are given in the AMLs and
CMLs.
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23.4.9 FLIGHT ATTENDANT DUTY REPORT AND TRIP
L EDReport (FADR).
REPORT
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R O L
FA-1 shall responsible to fill Flight Attendant Duty
n g /
N T
O concerning n g g a
NC
FA-1 shall report all irregularities
TRIP report.U S i t apassenger’s welfare and service by using
Refer
ra
to OM-A Chapter 23.4.4.
l o 1 - 2 5
n a F 1 7 - 0
l y
seMANAGER’S STATION2REPORT 0
R o
23.4.10 STATION
The Station Manager shall report discrepancies in handling procedures (including
airport facilities, air traffic control, meteorology, customs, etc.) by means of a station
report.
23.4.11 BIRTHS
Although statistically rare, there is possibility for a mother to give birth on board. The
PIC shall write a “Preliminary Birth Certificate” in the Trip Report form, within 24 hours
after the occurrence.
The writing content is similar to the procedure of death on board, except that apart
from two witnesses, the father of the child (if possible) must sign the certificate.
23.4.12 DEATH
Indonesia law requires the PIC to write a “Preliminary Certificate of Death “within 24
hours but preferably as soon as possible after landing. State “unknown “if any of the
required data are not known.
Following directives are applicable when death on board occurred:
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 The cause of death shall be entered on the health section of the General
Declaration, stating the name of the deceased and the time and geographical
location of occurrence.
 In principle, the flight may proceed to the scheduled destination. If the death
occurs shortly after takeoff, it may be preferable to return to the airport of
departure.
 The Station Manager or representative, the medical and police authorities at the
airport of intended landing shall be notified by the quickest means available.
Stating the probable cause of death.
 The deceased should be laid down, hand crossed, eyes close and positioned out
of sight of other passengers, if possible in a separate compartment of the aircraft.
 In case of suspicion that the deceased may have suffered from contagious
disease, all precautions shall be taken to prevent infection of the other
passengers and crew.
 On transferring the deceased to the authorities, the PIC shall submit a short
statement in duplicate, using the English language (Use ASR). The statement
must contain the name of the deceased, the circumstances, time and
geographical location of death. The duplicate copy is for company use.
 A copy of the signature page of the passports of the PIC and the witnesses must
be made immediately at the airport of arrival, and must be attached to the
Preliminary Certificate of Death.

C O PY 4 4 9
The Preliminary Certificate of Death and its attachments must be attached to the
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Trip Report. All documents shall be sent immediately to VP Flight Operations.
L 5

RO L g /
The PIC shall look after the baggage, personal effects and jewelry of the
n
O N T n g g a
deceased. If no GA Station Manager or representative is present at the airport,
C i t a
the PIC shall draw up in the presence of two witnesses, a sufficiently detailed
U N S
l o ra 1 - 2 5
description in duplicate of the deceased belongings, which must be signed by the
n F
witnesses and the PIC.
aCertificate of 2 1 7 0
- is provided in the navigation
l y 0
Rose bag.
The Preliminary Death report
documentation
23.4.13 MAKING OF A WILL ON BOARD

The possibility exists for passenger of making a will on board Indonesian registered
aircraft whilst airborne. To this effect the passenger has the choice between making
an open or a closed will.
 In case of an open will:
The passenger must state the will to the PIC of the aircraft or his delegate, who
shall commit the will in writing in the presence of two witnesses. Thereafter the
will must be signed by the testator, the two witnesses and the PIC or his delegate.
 In case of a closed will:
The testator shall draw up the will himself and shall hand the signed will in the
presence of two witnesses to the PIC or his delegate. The PIC will make a note
of receipt on the will itself or on the cover.
The testator may at all-time ask to return this will to him, in which case a
document must be drawn up in evidence of the redelivery thereof.
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The witnesses to any of the above-mentioned events must be of age and must
understand the language of the will. The PIC is responsible for sending the will and
other documents pertaining thereto to the Legal (corporate) Affairs Department as
soon as the will is made. In most cases the quickest way will be via the station
manager of the next GA destination.
The Station Managers receiving the above-mentioned documents from the PIC shall
forward them to the Legal (corporate) Affairs Department without delay. This unit will
ensure the will is forwarded to the “Central Testament Registry” in Jakarta.
23.4.14 ILLNESS AND SERIOUS INJURIES OF PASSENGER OR CREWMEMBERS

In case a passenger or crewmember become seriously ill or seriously injured on
board, the PIC shall ensure the following steps are taken:
 Request advice from any medical doctor or nurse on board. Such an advice is
not binding, since it does not relieve GA of its responsibility toward the sick
passenger.
 Whenever feasible, a GA (GSM) doctor must be contacted, even when a medical
doctor or nurse is onboard. This can be done via the flight dispatcher/OGW/OCC.
 If contact with OCC cannot be established, contact any other suitable ground
station. Information about medical facilities at or near en-route airports may be
requested from ATC.
C O PY 4 4 9

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After careful evaluation decide whether the flight shall continue according to plan
L
or divert to nearest suitable airport.
ROof some frequent g /
n are found in OM-B2
N T
Direction for first aid and diagnosis
O n g g a
diseases
chapter 3.
U N C S i t a
l o raOM-A Chapter 1 - 2 5chapter 10.3.4, and FA
n F
For flight crew incapacitation see
a chapter 10.3.5 1 7 - 015/OM-B2
l y
incapacitation on OM-B2
0
e of First Aid Kit and2Medical Kit is provided inside.
Roofscontents
A list
END OF 23.4
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OM – A 23.5 GUIDELINES FOR CREW IN INCIDENT
/SERIOUS INCIDENT/ACCIDENT
23.5 GUIDELINES FOR CREW IN INCIDENT/SERIOUS INCIDENT/ACCIDENT

23.5.1 GUIDELINES
a. Notify the Company.
 Using company frequency (VHF, HF or ACARS)
 Contact the Dispatcher on +62-21-550 1975 or Local Dispatcher Telephone
number. If unable, in an emergency, call OPERATION CONTROL CENTER:
+62-21-25601622; 062-21-5501013/1014, +62 8121045678, or, during office
hour call JKTDVGA +62-21-5501550.
b. Preserved Records.
Should an aircraft become involved in an incident/serious incidents/accidents,
the related flight recorder records and, if necessary, the associated flight
recorders are preserved and retained in safe custody.
Understand that all other items of evidence relevant to the incident/serious
incidents/accidents must also be preserved.
Ensure that someone is preserving evidence and recording the names,
addresses, and telephone number of all available witnesses.
c. Stay Together.
O PY
In case of an incident/serious incidents/accidents, keep the crewmember
C 4 4 9
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together. Obtain rest facilities away from the scenes if possible. Let the company
L 5
RO L
representative know your location all the time.
n g /
N T
Orequires hospitalization,
d. Aware of Conditions. g g a
n be alert to the fact that he/she may
N C S i t a
be in U 25 other than you should
If any crewmember
F l
a shock conditiono ra realizing-it.0Someone
without
1 -
y n
determine that
l ayou are 1 7
physically and mentally
2 0 competent to answer questions
R e
andsmake
o accurate statements.
e. Support Investigation.
Recognize that your responsibility is to cooperate with any safety or legal
investigation. The company employs experts to compile complete and accurate
statements. Do not make any statements except as part of the process.
f. Statements and Report
Prepare all written statements with the assistance of a company attorney. Your
statements can affect not only yourself, but the company as well. PIC shall fill out
an ASR within 24 hours.
g. Avail Certificates
You must show the DGCA your certificate if asked, but do not relinquish them to
any investigator other than DGCA.
If you are confronted by the local law enforcement agencies, please be aware that
you have the same right as any other citizens. Provide general information, such as
name and address, but if any additional interrogation is attempted, politely explain
you wish to exercise your right to be represented by an attorney before answering.
Pursuant to DGCA policy, drug and alcohol testing normally done by the Company if
either flight crewmember contributes the incident/ accident, or cannot be completely
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OM – A 23.5 GUIDELINES FOR CREW IN INCIDENT
/SERIOUS INCIDENT/ACCIDENT
discounted as a contributing factor. Failure to keep the company advised of your

whereabouts may be deemed as a refusal to submit to testing. Ensure you receive
your copy of the appropriate testing paperwork.
23.5.2 MODEL FOR PRELIMINARY CERTIFICATE OF DEATH

See Appendix 9.
END 0F 23.5
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OM – A 24. RULES OF THE AIR
TABLE OF CONTENT
CHAPTER 24
24.1 GENERAL..................................................................................................................... 1
24.2 COMPLIANCE WITH THE RULES OF THE AIR ......................................................... 1
24.3 OTHER PROCEDURES ............................................................................................... 1
24.4 STATE VARIATIONS ................................................................................................... 1
24.5 INTERCEPTION OF CIVIL AIRPLANES ...................................................................... 1
24.6 PROCEDURES AT THE SCENE OF AN ACCIDENT .................................................. 1
24.7 PROCEDURES FOR A PILOT IN COMMAND INTERCEPTING A DISTRESS
TRANSMISSION .......................................................................................................... 1
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01 Oct 2016 Page 1
TABLE OF CONTENT
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24.1 GENERAL
24.1 GENERAL
The ICAO rules of the air are defined in ICAO Doc 8168 (PAN-OPS), ICAO Doc 4444
(PANS-RAC) and in the annexes to the convention of the international civil aviation.
The Rules of the Air shall apply to airplane bearing nationality and registration marks
of contracting state, anywhere it is operating, to the extent that they do not conflicting
the rules published by the state having jurisdiction over territory over flown.
No flight may be operated if rules of the air of the state where the aircraft is registered
or of the state over flown cannot be followed, except if an over flight permit, where
deviations from the rules of the air are indicated is granted by concerned states:
 If the aircraft is registered in a non-ICAO state, an over flight permit must be
granted by each state prior to overflying them.
 Prior to over flying a non ICAO state, an over flight permit must be granted by this
state.
The chapter is intended to represent the most important regulations introduced under
the ICAO Annex 2 and Jeppessen Route Manual ATC section.
END OF 24.1
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24.1 GENERAL
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24.2 COMPLIANCE WITH THE RULES OF THE
AIR
24.2 COMPLIANCE WITH THE RULES OF THE AIR

The operation of an airplane either inflight or on the movement area of an airport shall
be in compliance with the general rules and, in addition when inflight with IFR or VMC.
(1) Responsibility of Pilot in Command
The PIC of an airplane shall be responsible for the operation of the airplane in
accordance with the rules of the air, except that the pilot in command may depart
from these rules in circumstances that render such departure absolutely necessary
in the interest of safety.
Before beginning a flight, the pilot in command of an airplane shall become familiar
with all available information appropriate to the intended operation. Preflight action
for flights away from the vicinity of an aerodrome and, for all IFR flights shall include
careful study of available current weather reports and forecasts, taking into
consideration fuel requirements and an alternative course of action if the flight
cannot be completed as planned. The pilot in command shall have final authority
as to disposition of the airplane while in command.
(2) Minimum Heights
Except when necessary for takeoff and landing, or except by permission from the
C O PY
appropriate authority, airplane shall not be flown over the congested area of cities,
towns, or settlements or over an open-air assembly of persons, unless at such a
4 4 9
L ED 5 .0 1
height as shall permit, in the event of an emergency arising, a landing to be made
O L g /
n inflight except under
TorRsprayed
without undue hazard to persons or property on the surface.
Nothing shall be O N g g a
nas indicated be relevant information,
U N C dropped
S i t a
from an airplane
conditions prescribed
F
by
advice and / or clearancel o rathe appropriate-0ATS
the
from
authority and,
1 25
-unit.
y na
(3) Avoiding lCollision
e 2 0 1 7
s
R onot
It is important that vigilance for the purpose of detecting potential collisions be
relaxed on board an airplane inflight, regardless of the type of flight or the
class of airspace in which the airplane is operating, and while operating on the
movement area of an aerodrome the flight crews shall maintain vigilance for
conflicting visual traffic ("see and avoid").
 An airplane shall not be operated in such proximity to other airplane as to create
a collision hazards.
(4) Right of Way
 The airplane that has right of the way shall maintain its heading and speed, but
nothing in these rules shall relieve the pilot in command from the responsibility
of taking such action as shall best avert collision.
 An airplane that is obliged by the following rules to keep out the way of another
shall avoid passing over, under or in front of other, unless it passes well clear
and takes into account the effect of wake turbulence.
 When two airplane approaching head-on or approximately so and there is a
danger of collision, each shall change its heading to the right.
 When two airplanes are converging at approximately the same level, the
airplane that has the other on its right shall give way.
01 Oct 2016 Page 1

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AIR
(5) Overtaking
 An overtaking airplane is an airplane that approaches another from the rear on
a line forming an angle of less than 70 degrees with the plane of symmetry. In
such position with reference to the other airplane that at night it should be
unable to see either of the airplane’s left or right navigation lights.
 An airplane that is being overtaking has the right of way and, whether climbing
or descending or in horizontal flight, shall keep out of the way of the other
airplane by altering its heading to the right and no subsequent change in the
relative position of the two airplane shall absolve the overtaking airplane from
this obligation until it is entirely passed and clear.
(6) Landing
An airplane inflight or operating on the ground shall give way to airplane landing or
in the final stages of an approach to land. When two or more airplane approaching
an aerodrome for the purpose of landing, airplane at the higher level shall give way
to the airplane at the lower level, but latter shall not take advantage of this rule to
cut in front of other which is in final stage of approach to land. An airplane which
declared to make an Emergency Landing has the Priority on Landing.
(7) Lights to be displayed by Airplane
C O PY
From sunset to sunrise or during any other period which may be prescribed by the
4 4 9
appropriate authority, or as applicable to the fleet requirement, the following lights
are in use:
L ED 5 .0 1
L g /
of the daytime,O allN
TROto attractnattention
 Anti-Collision lights intended
g g ntheshall
aarea
to airplane. Regardless
UN C S i t a
airplanes on the movement operate the anti-
collision lights prior to
r a
starting engines until
lo Lights to7indicate
all
5
engines
1the 2 are switched off.
- relative path of the airplane
a F
 Navigation Lights/Position - 0
s e
to an l yn Other lights not2to0be1displayed if they are likely to be mistaken
observer.
Rowith these lights.
Navigation lights should be switched ON during any activities in the aircraft, e
g. electrical power is in used, loading unloading etc. and during navigating
movement.
 Landing Lights
At some high density airports, the use of landing lights for “SEE AND TO BE
SEEN” purposes has become a common practice.
Observe the following rules when following this practice:
 The landing lights shall be used day and night below 10.000 feet during
departure and arrival procedures.
 The landing lights shall be used day and night during crossing, entering a
runway for takeoff and the takeoff clearance is received.
 Consider turning all exterior lights ON when crossing any runway.
 Landing lights should not be used on condition of reduced visibility,
Undesirable reflections from haze/fog, snow or low clouds, or disorientation
from precipitation and crosswind, may result. Be aware that “LIGHTS ON” does
not guarantee free from the possibility of bird strikes.
01 Oct 2016 Page 2

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AIR
 Cabin Lights
The intensity of the ceiling lights must be adjusted equivalent to the (expected)
environmental condition during takeoff and landing.
 Logo Lights
Should be switched ON during night operations and may be OFF when flying
through “one way traffic” ATS corridor and/or not crowded
oceanic/transcontinental airways.
 Strobe Lights
They shall be switched ON when aircraft entering the runway for takeoff or
crossing a runway and must be switched OFF during taxi in when runway
vacated.
 Turn Off Lights
They should be switched ON during taxi unless FCOM procedures dictate.
Outside the runway they may be temporarily switched OFF to avoid the blinding
or dazzling effect, they shall always be used when crossing a runway.
 Taxi Light
It shall be switch ON during taxi. It may be temporarily switched off to avoid the
C O PY 4 4
blinding or dazzling effect, it shall always be used when crossing a runway.9
Note:
L EDnecessary g 5 1
.0 OFF in
L
ROduring CATgIIgor a
 Strobe and Landing Lights when deem
n may /be switched
N T
O to other pilots,
the final approach segment
n turning taxi and runway turn off
CAT III operations at night.
N
 To signal C
U OFF whenlstopped,
intent
S i t a
consider
lights
o r - 2 5 to other pilots or
a yielding, or as1a consideration
n a F
ground personnel.
1 7 - 0
e l y
sClearance 2 0
RAnoATC
(8) ATC
clearance shall be obtained prior to operating a controlled flight. Such
clearance shall be requested through the submission of a flight plan to ATC unit.
If the ATC clearance is not satisfactory to the pilot in command, the PIC may
request and, if practicable, an amended clearance will be issued.
An airplane operated on a controlled aerodrome shall not taxi on the maneuvering
area without clearance from the aerodrome control tower, and shall comply with
any instruction given.
(9) Flights Into And Out Of Uncontrolled Airspace and/or Airport
During flights into and out of uncontrolled airspace and/ or airport flight crew shall
be familiar with certain local procedure such as PAL (Pilot Activated Lighting)
operation, CTAF (Common Traffic Advisory Frequency), AFRU (Aerodrome
Frequency Response Unit), etc.
(10) Potential Re-dispatch
If prior to departure it is anticipated that depending on fuel endurance and subject
to planned re-dispatch, a decision may be made to proceed to an intermediate
destination. The appropriate ATC unit shall be so notified by the insertion in the
flight plan of information concerning the revised route and the revised destination.
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AIR
(11) Adherence to Flight Plan

An airplane shall adhere to the current flight plan submitted for a controlled flight
unless a request for a change has been made and clearance obtained from the
appropriate air traffic control unit, or unless an emergency situation arises which
necessitates immediate action by the airplane in which event as soon as
circumstances permit, after such emergency authority is exercised, the appropriate
air traffic service unit shall be notified of the action taken and that this action has
been taken under emergency authority. Deviation from ATC unit clearance shall
be notified to the appropriate ATS unit.
(12) Inadvertent Changes
In the event that a controlled flight inadvertently deviates from its current flight plan,
the following action shall be taken:
 Deviation from track;
Action shall be taken forthwith to adjust the heading of the airplane to regain
track as soon as possible.
 Variation in True Air Speed;
If the average true air speed at cruising level between reporting points varies
or is expected to vary by  5% of the true air speed from that given inflight plan,
the ATS unit shall be informed.
C O PY 4 4 9
 Change in estimate time; L ED 5 .0 1
L
O applicable reporting
Rnext g
npoint, /
O N T
If the estimate time for the
n g g a FIR or destination,
that U N C
whichever comes first is found to
S
be
i t a
in error in excess of 3 (three) minutes from
notified to ATS, a
o
the appropriate ATSlunit. r a
revised estimate shall be
1- 5
notified
2 as soon as possible to
a F 7 - 0
(13) Intended l
s e yn
Changes 2 0 1
o for flight plan changes shall include information as indicated hereunder:
RRequest
 Change of cruising level;
Airplane identification, requested new cruising level and cruise speed at that
new level, revised estimate time (when applicable) at subsequent FIR
boundaries.
 Change of Route;
 Destination not change : Airplane identification; flight rules;
description of new route including related flight plan data beginning with the
position from which requested change of route is to commence; revised
time estimate; any other pertinent information.
 Destination change : Airplane identification; flight rules;
description of new route to new destination including related flight plan data
beginning with the position from which requested change of route is to
commence; revised time estimate; alternate aerodrome; any other pertinent
information.
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AIR
(14) Visual Signals Used To Warn An Un-Authorized Airplane Flying In Or About

To Enter A Restricted, Prohibited Or Danger Area
By day and by night, a series of projectiles discharged from the ground at
intervals of 10 seconds, each showing, on bursting red and green lights or stars
will indicate to an unauthorized airplane that it is flying in or about to enter a
restricted, prohibited or danger area, and that the airplane is to take such
remedial action as may be necessary.
END OF 24.2
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AIR
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24.3 OTHER PROCEDURES

Procedures Reference
Distress and Urgency communication refer OM-A Chapter 11.2-07&08
Communication failure refer OM-A Chapter 11.2-09
Light & Pyrotechnic signals at airfield refer OM-A Chapter 11.2-10
Signal for search & rescue refer OM-A Chapter 11.2-11 & OM-
A Chapter 26.5.5
END OF 24.3
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24.4 STATE VARIANTIONS
24.4 STATE VARIATIONS

State variations on the rules of the air is described in the Jeppessen General and ROM.
END OF 24.4
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24.4 STATE VARIANTIONS
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24.5 INTERCEPTION OF CIVIL AIRPLANES

Any aircraft violating the sovereign territory of the State will be given a warning and
order to leave the areas by aviation traffic control officer(s). Any aircraft approaching
and having entered the prohibited and restricted areas will be warned and ordered to
leave the area concerned by the aviation traffic control officer(s).
In the case of non-compliance to the warning and order to leave as meant above,
enforcing action will be taken by the State aircraft to force the violator(s) to leave the
territory of the State or the prohibited and restricted areas, or to force the violator(s) to
land on stipulated airbase or airport within the State.
The crew, the aircraft and all loads of an aircraft violating of the provisions as meant
above will be examined and interrogated in accordance with valid laws and regulations
There are occasions when interceptor pilots are required to transmit instructions to
pilots of intercepted aircraft. When radio communications are not available, visual
signals are used.
Interception of civil aircraft will be undertaken only as a last resort.
If undertaken, an interception will be limited to determining the identity of the aircraft,
unless it is necessary to return the aircraft to its planned track, direct it beyond the
boundaries of national airspace, guide it away from a prohibited, restricted or danger
O
area or instruct it to effect a landing at a designated aerodrome.
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LEDAircraft. ng / 5.0
Interceptor pilots will approach the aircraft to be intercepted from astern, 1
employing the
Interception Pattern for IdentificationO L
TRAn aircraft which
of Transport
O N n g g a
C action): Sita
Flight safety is the highest
UN(priority
priority. is intercepted by another aircraft
5 interpreting and
shall immediately
F l o ra 0 1 - 2
- with the specifications in table
l y a
(1) Follow the instructions
tonvisual signals in accordance
0 1 7
given by the intercepting aircraft,
ose FOR USE IN THE2EVENT OF INTERCEPTION”, in this section

responding
Rbelow;
F.1“SIGNALS
(2) Notify, if possible, the appropriate air traffic services unit;

(3) Attempt to establish radio communication with the intercepting aircraft or with the
appropriate intercept control unit, by making a general call on the emergency
frequency 121.5 MHz, giving the identity of the intercepted aircraft and the nature
of the flight;
(4) Select Mode A (Alt Reporting Off), Code 7700, unless otherwise instructed by the
appropriate air traffic services unit.
(5) If any instructions received by radio from any sources conflict with those given by
intercepting aircraft by visual or radio signals, the intercepted aircraft shall request
immediate clarification while continuing to comply with the instructions given by the
intercepting aircraft.
Further Action, if possible and practicable; communicate with company to inform the
situations and conditions.
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F.1 “SIGNALS FOR USE IN THE EVENT OF INTERCEPTION”

F1.1 Signals initiated by intercepting airplane and responses by intercepted airplane
INTERCEPTING Aircraft INTERCEPTED Aircraft
Series Meaning Meaning
Signals Responds
1 DAY or NIGHT: DAY or NIGHT:
Rocking aircraft and flashing You have Rocking airplane, flashing Understood
navigation lights at irregular been navigation lights at , will comply
interval from a position intercepted, irregular intervals and
slightly above and ahead of, follow me. following
and normally to the left of
the intercepted airplane,
and, after acknowledgement,
a slow level turn, normally to
the left on the desired
heading.
Note 1: Meteorological or
terrain reason may require
the intercepting airplane to
reverse position and
direction of turn given above
in series-1.
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Note 2: If the intercepted
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RO L
airplane is not able to keep
n g /
N T
pace with the intercepting
O n g g a
C
airplane, the latter is
U N S i t a
l o ra
expected to fly a series of
1 - 2 5
n a F
race-track pattern and to
1 7 - 0
l y 0
rock the airplane each time
2
2
ose
it passes the intercepted
R
DAY or NIGHT: DAY or NIGHT:
An abrupt break-away You may Rocking the airplane Understood
maneuver from the proceed , will comply
intercepted airplane
consisting of a climbing turn
of 90 degrees or more
without crossing the line of
flight of the intercepted
airplane.
Lowering landing gear, Land at this Lowering landing gear, Understood
showing steady landing lights aerodrome showing steady landing , will comply
and over flying runway in lights and following the
use. intercepting airplane and,
after over flying the runway
in use, landing is
considered safe,
proceeding to land.
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F.1.2 Signals initiated by intercepted airplane and responses by intercepting airplane

INTERCEPTING Aircraft INTERCEPTED Aircraft
Series Meaning Meaning
Signals Responds
Raising landing gear and Aerodrome If it is desired that the Understood ,
flashing landing lights while you have intercepted airplane follow follow me
passing over runway in use designated is the intercepting aircraft to
at a height exceeding 1000 inadequate. an alternate aerodrome,
feet but not exceeding 2000 the intercepting aircraft
feet above the aerodrome raises its landing gear and
level, and continuing to use the series-1 signal
circle runway in use. If prescribed for intercepting Understood,
unable to flash landing airplane. you may
lights, flash any other lights proceed.
available. If it is decided to release
the intercepted airplane,
the intercepting airplane
uses the series-2 signal
prescribed for intercepting
airplane.
Regular switching on and Cannot Use series-2 signals Understood
off all available lights but in comply prescribed for intercepting
such a manner as to be
C O PY
airplane.
4 4 9
distinct from flashing lights.
L E Dseries-2 5 1
.0Understood
6 DAY or NIGHT:
L
RO prescribed
DAY or NIGHT:
g /
forn
Irregular flashing of all
In distress Use signals
available lights.
O N T n g g a intercepting
UNC lora Sita 1-25

airplane.
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s e l y 2 0 END OF 24.5
R o
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24.6 PROCEDURES AT THE SCENE OF AN
ACCIDENT
24.6 PROCEDURES AT THE SCENE OF AN ACCIDENT

When a pilot-in-command observes that either another aircraft or a surface craft is in
distress, the pilot shall, if possible and unless considered unreasonable or unnecessary:
a) keep the craft in distress in sight until compelled to leave the scene or advised
by the rescue coordination center that it is no longer necessary;
b) determine the position of the craft in distress;
c) as appropriate, report to the rescue coordination center or air traffic services unit
as much of the following information as possible:
 type of craft in distress, its identification and condition;
 its position, expressed in geographical or grid coordinates or in distance and
true bearing from a distinctive landmark or from a radio navigation aid;
 time of observation expressed in hours and minutes Coordinated Universal Time
(UTC);
 number of persons observed;
 whether persons have been seen to abandon the craft in distress;
 on-scene weather conditions;
 apparent physical condition of survivors;
 apparent best ground access route to the distress site; and
C O PY 4 4 9
d) Act as instructed by the rescue coordination center or the air traffic services unit.
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24.6 PROCEDURES AT THE SCENE OF AN
ACCIDENT
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24.7 PROCEDURES FOR A PIC INTERCEPTING
A DISTRESS TRANSMISSION
24.7 PROCEDURES FOR A PILOT IN COMMAND INTERCEPTING A DISTRESS

TRANSMISSION
Whenever a distress transmission is intercepted by a pilot-in-command of an aircraft, the
pilot shall, if feasible:
a) acknowledge the distress transmission;
b) record the position of the craft in distress if given; take a bearing on the transmission;
c) inform the appropriate rescue coordination center or air traffic services unit of the
distress transmission, giving all available information; and
d) At the pilot's discretion, while awaiting instructions, proceed to the position given in
the transmission.
END OF 24.7
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24.7 PROCEDURES FOR A PIC INTERCEPTING
A DISTRESS TRANSMISSION
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OM – A 25. SAFETY MANAGEMENT SYSTEM
TABLE OF CONTENT
CHAPTER 25
25.1 GENERAL .................................................................................................................. 1
25.2 SAFETY POLICY AND OBJECTIVES ....................................................................... 1
25.3 SAFETY RISK MANAGEMENT ................................................................................. 1
25.3.1 HAZARD IDENTIFICATION ........................................................................... 1
25.4 SAFETY ASSURANCE .............................................................................................. 1
25.4.1 SAFETY PERFORMANCE MONITORING AND MEASUREMENT ................ 1
25.4.2 CONTINUOUS IMPROVEMENT OF SMS ..................................................... 2
25.5 SAFETY PROMOTION .............................................................................................. 1
25.5.1 SAFETY TRAINING AND EDUCATION ......................................................... 1
25.5.2 SAFETY COMMUNICATION.......................................................................... 1
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■
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TABLE OF CONTENT
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25.1 GENERAL
25.1 GENERAL
The Garuda Indonesia Safety Management System (SMS) is a management system
for ensuring safe and efficient operations. The Garuda Indonesia Safety Management
System Manual is issued by Corporate Quality, Safety & Environment Management
Department that is implemented and integrated throughout the organization to address
the safety of aircraft operations encompassing flight operations, operational control
and flight dispatch, engineering and maintenance, cabin operations, ground
operations, cargo operations, and operational security.
Safety Management System laid down in this chapter shall be covering all Garuda
Indonesia operations and in conjunction with Safety Management System Manual.
This Safety Management System provision in this OM-A is part of flight safety
documentation system, a set of inter-related documentation for the use and guidance
of operational personnel.
Garuda Indonesia Safety Management System framework incorporate four
components namely Safety Policy & Objectives, Safety Risk Management, Safety
Assurance and Safety Promotion. Each component is composed of several elements.
END OF 25.1
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25.1 GENERAL
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25.2 SAFETY POLICY AND OBJECTIVES

The safety policy of the organization is signed by President & CEO of Garuda
Indonesia as Accountable Executive to reflect commitment of Garuda Indonesia
regarding safety. In conjunction with Safety Policy, Garuda Indonesia set safety
objectives, safety goals and safety performance indicators to monitor and measure
safety achievement. Safety Policy is communicated throughout the organization and
shall be clearly visible to all personnel and particularly in critical safety areas of the
organization with the intent they are made aware of their individual safety obligation. It
is reviewed periodically at least every 2 (two) years to ensure continued relevance to
the organization. Safety Policy also will be reviewed whenever the CEO position is
changed or when deemed necessary.
The accountability for safety at Garuda Indonesia rests with the President & Chief
Executive Officer of Garuda Indonesia that has full control over human and financial
resources required for the operations authorized to be conducted under the operations
certificate, direct responsibility for the conducts of the organization’s affairs and final
responsibility for all safety issues. Responsibility for the day-to-day administration and
oversight of SMS operation throughout the organization on behalf of the Accountable
Executive is being discharged to Vice President Corporate Quality, Safety and
Environment Management (VP CQSEM). VP CQSEM shall be the responsible
individual and focal point for the development and maintenance of an effective SMS
as required by CASR.
C O PY 4 4 9
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Irrespective of other responsibilities, each management and non-management
L 5
L g /
personnel is given authorities and responsibilities to perform functions relevant to
RO n
O N T n g g a
safety and security of respective operations. VP Flight Operations referring to Chapter
U N C S i t a
OM-A Chapter 3.3.1 in this manual is responsible for ensuring flight operations are
l o ra 1 - 2 5
conducted in accordance with applicable regulations and ensuring safety and security
n a F 1 7 - 0
of flight operations. Chief Flight Attendant referring to Chapter 3.3.7.1 in this manual is
l y 0
responsible for ensuring cabin operations are conducted in accordance with applicable
2
ose
regulations and ensuring the safety and security of Cabin Operations.
R
END OF 25.2
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25.3 SAFETY RISK MANAGEMENT

Safety risk management is a generic term that encompasses the assessment and
mitigation of the safety risk that threaten the capabilities of an organization, to a level
as low as reasonably practicable (ALARP). Safety Risk Management consists of
Hazard Identification and Risk Assessment & Mitigation.
25.3.1 HAZARD IDENTIFICATION

Hazards shall be identified in any operations of a Garuda Indonesia aircraft. Hazard
identification is responsibility of all personnel involving in operation of Garuda
Indonesia and reported to CQSEM department.
Hazards are processes and managed in accordance with the Local Standard
Operating Procedure (SOP) of units encompassing flight operations, operational
control and flight dispatch, engineering and maintenance, cabin operations, ground
operations, cargo operations, and operational security.
Hazard identification is a continuous, ongoing, daily activity. It becomes an integral part
of Garuda Indonesia activity in delivering service to the customer. Nevertheless, there
are three specific conditions which require more in-depth and far-reaching hazard
identification activities i.e.:
O PY
a. Any time Garuda Indonesia experiences an unexplained increase in safety-related
C 4 4 9
events or regulatory violation;
L ED 5 .0 1
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b. Any time major operational changes are foreseen, including changes to key
O N T n g g a
personnel, procedures, or other major equipment or systems; and
U N C S i t a
c. Before and during periods of significant organizational change, including rapid
l o ra 1 - 5 method) or they may

growth or contraction, corporate merger, acquisitions or downsizing.
2
F
aproactive and 2
Hazard can be identified after
n 7 - 0
accident/incident occurred
1 (reactive
l y
selead to accident/incident.
be identified through 0
predictive methods aimed at identifying hazards
Rothey
before
Data from reactive method are then analysed to identify hazards that present existing
risks to aircraft operations while data from proactive and predictive methods are
analysed to identify hazard that present future risk to aircraft operations.
Some sources are internal to the organization while other sources are external to the
organization. No method entirely replaces others, nor does it make other sources or
methods redundant or unnecessary. Hazard identification should use combination of
internal and external sources, reactive, proactive and predictive method.
01. REACTIVE METHODS

Reactive methods require a serious safety event (incident or accident) in order to
launch hazard identification process. It is most appropriate for situations involving
failures in technology and/or unusual events. Some of reactive methods of hazard
identification are:
a. Accident and incident investigations typically result in a report that describes
the factors including existing hazard that contributed to the event.
01 Oct 2016 Page 1

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b. Flight Data Monitoring

Flight Data Monitoring is considered as reactive method of hazard identification
when it is related to flight involved in incident / serious incident.
c. E-Report / Air Safety Report

E-Report and/or Air Safety Report (ASR) form containing information related to
accident or incident is categorized as reactive method of hazard identification.
Electronic report (e-report) is a web based report that enables all employee to
easily access and report safety hazards, deficiencies, concerns, and even
mandatory reporting event via internet across geographical boundaries.
E-report enables employee to report whether at office or even home by simply
log in to Garuda Safety Website (http://safety.garuda-indonesia.com) using
corporate email account.
E-report is created by selecting available safety occurrence report templates in
the website (Cabin Safety e-Report, Dangerous Goods e-Report, Fatigue e-
Report, Flight Safety e-Report, Ground Safety e-Report Hazard e-Report, HSE
e-Report, Maintenance Safety e-Report, Security e-Report and Voyage e-
Report), completing the required fields, and submit it. E-report provides
“Request Confidentiality” box for confidential reporting system.
O PY 9
Air Safety Report Form (ASR) is provided for occurrences related to the safety
C 4 4
ED .0 1
of aircraft operation which falls into mandatory reporting event category i.e.
L 5
L
incident, serious incident or accident.
ROof checkbox g g /
n the reporter and essay
Content of ASR formN T
consists g
item toaguide
box to writeC
N detail nform, it must be filled in and sent to
O description.SForitASR
a
U departmentlwithin
CQSEM
o ra48 hours after-0 -25
the event.
1
na F 1 7
e
02. PROACTIVEl yMETHODS
2 0
os methods require a less serious triggering event, probably with little or no
RProactive
damaging consequences in order to launch hazard identification process. By this
method, system failures can be minimized by identifying safety risks within the
system before it fails and taking the necessary actions to mitigate such safety risks.
Some of proactive methods of hazard identification are:
a. E-Report / Operational Hazard Report
E-Report and/or Operational Hazard Report (OHR) is voluntary report provided
for reporting any hazard directly or indirectly impose to safety. Operational
Hazard Report Form (OHR) is provided to report safety events, hazards,
deficiencies and concerns which do not fall into incident, serious incident or
accident. Content of OHR form consists of checkbox item to guide the reporter
and essay box to write detail description. Reporter information box is also
provided and it is not required to be filled in for confidential reporting system.
b. Safety Audit / Inspection / Survey
Safety and Security Audit is committed by President & CEO and Board of
Management of Garuda Indonesia. One of its objectives is to identify hazard,
undesirable condition and area requiring improvement.
01 Oct 2016 Page 2

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Inspections/surveys examine particular elements or procedures of a specific

operation, such as problem areas or bottlenecks in daily operations,
perceptions and opinions of operational personnel and areas of dissent or
confusion.
c. Safety Meeting / Discussion
Meeting or discussion either within Garuda Indonesia or involves external party
is another method to proactively identify hazard. This meeting may also be
intended to identify changes within or outside Garuda Indonesia that have
potential effects for the safety of aircraft operations.
03. PREDICTIVE METHODS

Predictive methods do not require triggering event to launch hazard identification
process. It is based upon the notion that safety management is best accomplished
by trying to find trouble, not just waiting for it to show up. Therefore, predictive
methods aggressively seek safety hazard that may be indicative of emerging safety
risk from a variety of sources. Some of predictive methods are Line Operations
Assessment System, Flight Data Monitoring, and Change Management.
Garuda Indonesia management commits to implement a non punitive for both
operational safety reporting system and confidential reporting system in all areas
C O PY
where operations are conducted and encourages individuals to report hazards and
4 4 9
operational deficiencies to management.
L ED unpremeditated 5 1
.or0inadvertent
The management also will ensure L
R
that reporting
O or punitivegaction g /
nbeing taken against the
N T
errors does not result in disciplinary
Omisconduct g a
ngrossof course,
U N C
reporter or other individuals
S i t a
involved unless, such errors result from
illegal activity, willful
l o r a or other
2 5
actions,
- as defined by Garuda
n a F
Indonesia. This commitment
1 7 - 01
is written in Corporate Safety Policy.
Garudae
s y
l relatedfacilitates
Indonesia 20E-Report
employee to report operational safety hazard/issue or
o
ROHR). However, if e-report cannot be accessedandandSafety
confidential issue using media Reports Form (ASR &
ASR or OHR form is not
available, any kind of physical or electronic media can be used to submit the report
as follows, and reporter information is not required to be filled in for confidential
reporting system:
1. Sending via fax to CQSEM department
2. Sending via email to CQSEM department email
3. Corporate mail (for the occurrence report from out station, if necessary)
4. Sending via Chief Pilot/Chief Flight Attendant
5. Directly come to CQSEM department office during office hour at GOC building
2nd floor.
A. OPERATIONAL SAFETY REPORTING SYSTEM

Operational Safety Reporting System is implemented throughout Garuda
Indonesia encompassing flight operations, operational control and flight
dispatch, engineering and maintenance, cabin operations, ground operations,
cargo operations, and operational security.
It encourages and facilitates all employees at all levels of the organization to
submit reports that identify safety events, hazards, deficiencies and concerns
01 Oct 2016 Page 3

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including those resulting from or associated with human performance in

operations to be brought to the attention of relevant management.
Therefore, it can be considered as communication process from bottom to top
of organization. Operational Safety Reporting System also facilitates
mandatory reporting in accordance with applicable regulations.
Each report will be reviewed and analyzed to determine whether a real safety
issue exists, and if so, ensure development and implementation of appropriate
action by responsible management to correct the situation. Individual who
submits the report will be provided with feedback letter regarding follow up
progress of the report.
B. CONFIDENTIAL REPORTING SYSTEM

Garuda Indonesia facilitates a confidential reporting system, a system for the
disclosure of human errors and incident without fear of retribution or
embarrassment, and enable others to learn from previous mistakes.
Garuda Indonesia encourages all employee for reporting events, hazards
and/or concerns resulting from or associated with human performance or
human error in operations and incident report.
Garuda Indonesia ensures at all times keeping the identity of the reporter
C O PY 4 4 9
confidential and will not disclose reporter’s identity and other information that
ED .0 1
may be used to identify him/her to legal, authorities, and anyone except the
L 5
RO L n g /
authorized personnel (Manager Internal Safety Reporting System and Manager
N T
Operational Hazard and Risk).
g g a
n shall secure de-identification of
Othe authorizedSipersonnel
N C
Once reported,
U report, follow t a
confidential
o rupatoandappropriate
tolreports,
taken in responseF
- 2 5up track
department,
1 process of action
n a 1 7 -
feedback 0the follow actions to the reporter.
s e
C.oRISK
l y 20
R ASSESMENT AND MITIGATION
Once hazards have been identified, the safety risks of their potential
consequences that have been determined as threatening the capabilities of
Garuda Indonesia must be assessed. Factors to be considered are the
likelihood and consequence of the occurrence.
Safety risk likelihood is defined as the likelihood that an unsafe event or
condition might occur. Safety risk consequence is defined as the possible
consequence of an unsafe event or condition, taking as reference the worst
foreseeable situation. Consequences of a hazard should be assessed from
several aspects such as effect to people, on time departure, asset, environment
and company reputation.
After safety risks have been assessed, elimination and/or mitigation to ALARP
must take place. Detail process of risk assessment and mitigation is provided
in Local Standard Operating Procedure (SOP) of units encompassing flight
operations, operational control and flight dispatch, engineering and
maintenance, cabin operations, ground operations, cargo operations, and
operational security.
END OF 25.3
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25.4 SAFETY ASSURANCE

Safety Assurance is a daily activity that is conducted to ensure that the operations that
support the delivery of services are properly protected against hazard.
25.4.1 SAFETY PERFORMANCE MONITORING AND MEASUREMENT
Safety performance of the organization is verified in comparison with the safety policy
and approved safety objectives. Safety Performance Monitoring and Measurement is
implemented throughout the organization as means to monitor the safety performance
of the organization and to validate the effectiveness of risks controls. Methods of safety
performance monitoring and measurement are including but not limited to Safety
Performance Indicators set for all areas, safety studies, safety surveys, and Quality
Assurance Program.
1. Safety Performance Indicator
Safety Performance Indicators (SPIs) are objectives data correspond to the
relevant safety goals defined by Corporate Safety Committee (CSC) during CSC
meeting. The SPIs are performance measures to enable company to track and
compare its operational performance against target over a period of time.
SPIs for examples are number of hazard reports received, number of corporate
incidents per 1000 departure, number of tolerable incident at each operational
area, and number of tolerable incident at each operational area per 1000
departure.
C O PY 4 4 9
LSPI atDcabin operations
For example SPI at flight operations areEnumber of hard
5are
landing 1
.0number of
and runway
excursion per 1000 departure O L
R departure. Performance
while g /
n measures for each area
N
inadvertent slide deploy T
per 1000
Oin the Local SOP g g a
nflight operations, operational control
N C
is further laid down
U dispatch, engineering S i t
of a
units
and flight
l o ra and maintenance,2cabin
1 - 5 operations, ground
n a F
operations, cargo operations,
7
and operational
1 - 0
security respectively.
e l y 2 0
osStudies
2. Safety
RSafety Studies are analysis used to gain an understanding of broad safety issues
or those of a global nature
3. Safety Surveys
SMS survey involving all employee, survey with a specific safety issue to partial
respondent of operational personnel are samples of safety surveys performed.
4. Quality Assurance Program

Garuda Indonesia provides the auditing and evaluation of all areas including flight
operations and cabin operations management system and operational functions at
planned intervals to ensure the organization is:
i. Complying with applicable regulations and standards;
ii. Satisfying stated operational needs;
iii. Identifying areas requiring improvement;
iv. Identifying hazards to operations.
Audit will be performed by Auditors who are trained and selected from various
departments within the company. The Corporate Quality, Safety and Environment
Management auditor will perform audits independently.
01 Oct 2016 Page 1

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Audits including for flight operations and cabin operations are scheduled at
intervals and completed within a specified time period in accordance with the GA
Corporate Quality Assurance Program.
Results of audits carried out for flight operations and cabin operations are followed
up in accordance with the Corporate Quality Assurance Program including:
i. Identification of Root Causes
ii. Development of corrective action as appropriate to address findings;
iii. Implementation of corrective action in appropriate operational area(s);
iv. Evaluation of corrective action to determine effectiveness.
Significant issues arising from the audits of flight operations and cabin operations,
regarded as those issues that could impact the safety, security, and/or quality of
flight operations are subject to management review. Further detail of GA Corporate
Quality Assurance Program are described in Corporate Quality Management
System Manual (CQMSM).
25.4.2 CONTINUOUS IMPROVEMENT OF SMS

Continuous improvement of the SMS is performed through management review. There
C O PY
are four different type of management reviews, ordered from the highest to lowest level
management review, namely Corporate Safety Committee Meeting (CSC), Joint
4 4 9
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Safety Board Meeting (JSB), Safety Task Force Meeting and Business Unit Safety
Meeting. L
ROsafety information n g /
O N T n g g a
from bottomU toN C
The management reviews will facilitate
i t a flows from top to down and
S from CSC -will2be5communicated to JSB,
o
Safety Task Force Meeting land r a
top of organization. Output
n a F 1 7 - 01issue(s) from lower level of

Business Unit Safety.
Meeting toebe
s y
l be brought to Business
implemented. On 20 Unit Safety Meeting. If the issue(s) need
the other hand,
R o
organization will
attention and involvement of upper level management or other business unit authority,
it will be raised as agenda in higher level of management review (Safety Task Force
Meeting, JSB and CSC).
END OF 25.4
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25.5 SAFETY PROMOTION

25.5.1 SAFETY TRAINING AND EDUCATION
Garuda Indonesia requires SMS Training and/or Safety Awareness as part of Safety
Education is given to any new employee and operational critical personnel including
flight operations and cabin operations personnel to ensure such personnel are trained
and competent to perform SMS duties. Detail information of conduct and scope of SMS
Training and/or Safety Awareness for both flight operations and cabin operations
personnel is stipulated in respective Flight Crewmember Training Manual and Flight
Attendant Training Manual which are in accordance with GA Safety Training Manual.
25.5.2 SAFETY COMMUNICATION

Safety communication within Garuda Indonesia is developed to enable an exchange
of information relevant to the conduct of operations throughout the management
system and in all areas where operations are conducted. It is designed as an effective
communication system to ensure the exchange of operational information throughout
all areas of the organization, and includes
Board of Director, Executive Vice President, Vice President, Senior Managers,
Managers, staff and front line personnel including outsourced personnel.
O PY 9
The safety communication system intent to foster a positive safety culture in which all
C 4 4
ED .0 1
employees are fully aware of the SMS, encouraged to submits report that identify
L 5
RO L n g /
safety hazards, received ongoing information on safety issues, safety metrics, specific
N T
Ois generally Sdivided g g a
hazards existing in the workplace, and initiatives to address known safety issues.
ninto two categories i.e. bottom up
N C
Safety communication i
U and top downlocommunication.t a
communication ra 1 - 2 5
n F
a enable all 2personnel
1 7 0
- the right to give a report of safety
l y
Bottom up communication
0 have
Ro e by using
hazards,ssafety
management
event, operational deficiencies or any other safety concerns to
Operational Hazard Report (OHR) or Air Safety Report (ASR)
form or make e-Report via website and submit to CQSEM department.
Top down communication is when safety and security related information which comes
from internal or external Garuda Indonesia such as result of management review,
safety goals and latest safety regulation disseminated to all employees.
END OF 25.5
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OM – A 26. EMERGENCY
TABLE OF CONTENT
CHAPTER 26
26.1 INTRODUCTION ....................................................................................................... 1
26.2 EMERGENCY PROCEDURES .................................................................................. 1
26.2.1 GENERAL ...................................................................................................... 1
26.2.2 EMERGENCY PHASES ................................................................................. 1
26.2.3 PROCEDURES DURING EMERGENCY PHASES ........................................ 2
26.3 AIRCRAFT EMERGENCIES ...................................................................................... 1
26.3.1 COMMUNICATIONS ...................................................................................... 1
26.3.2 ELECTRICAL FAILURE ................................................................................. 2
26.3.3 FIRE AND SMOKE ......................................................................................... 2
26.3.4 PRESSURIZATION FAILURE ........................................................................ 4
26.3.5 UNLOCKED LANDING GEAR........................................................................ 5
26.3.6 LANDING GEAR FIRE ................................................................................... 5
26.4 EMERGENCY LANDING ........................................................................................... 1
C O PY 4 4 91
26.4.1 GENERAL ...................................................................................................... 1
ED 5
26.4.2 PREPARATION OF THE AIRCRAFT .............................................................
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26.4.3 COMMUNICATIONS ...................................................................................... 1
N
26.4.4 EMERGENCY
U C LANDING ON LAND
S i t a
............................................................... 3
l o rAT - 2 5
a SEA (DITCHING)1.............................................
26.4.5 EMERGENCY
F
LANDING
naLANDING ON2SNOW 1 7 - 0 4
s e l y
26.4.6 EMERGENCY 0 OR ICE ................................................ 6
26.5 Ro ................................................................................................................. 1
SURVIVAL
26.5.1 GENERAL ...................................................................................................... 1
26.5.2 SURVIVAL IN DESERT AREAS ..................................................................... 2
26.5.3 SURVIVAL AT SEA ........................................................................................ 2
26.5.4 SURVIVAL IN ARCTIC REGIONS ................................................................. 3
26.5.5 SURVIVAL IN JUNGLE REGIONS ................................................................. 4
26.5.6 SIGNALS ........................................................................................................ 6
■
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TABLE OF CONTENT
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26.1 INTRODUCTION
26.1 INTRODUCTION
Chapter 26 has been compiled to give a general picture of actions to be taken in cases
of emergency.
Duties and responsibilities of each crew during emergency evacuations are described
in FCOM/AOM and OM-B2.
The Pilot in Command may not continue flight to destination if the flight cannot be
completed safely, unless in his opinion there is no safer procedure.
It is considered desirable to give an overall picture of all kinds of emergency situations
and the actions which should, circumstances permitting, be taken to cope with these
matters.
The circumstances may vary to such an extent, that a general knowledge of these
problems is essential so that each individual emergency case can be treated to the
circumstances pertaining.
It is of prime importance, that all crew members have a thorough knowledge of all
actions that must immediately be taken when an emergency situation arises.
It is therefore necessary to frequently re-read and study all material describing the
emergency actions.
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As emergency situations requiring immediate action may develop at any time, crew
4 4 9
members must be mentally prepared for immediate action.
L D for each member
Ehand 5 1
.0of the active
RO
The emergency checklist should be readilyL at
n g /
cockpit crew.
O N T n g g a
U N
Policies, Procedures C and Task Sharingit
S a
for Passenger Evacuations
l o a
r passenger evacuation
1 - 2 5
Under emergency situation
n F where
aevacuation procedures
1 7 0
as- described in OM-B2 chapter 10 and
is required, all crewmembers
l y
shall strictly follow
11. ose
the
2 0
R
END 0F 26.1
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26.1 INTRODUCTION
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26.2 EMERGENCY PROCEDURES

26.2.1 GENERAL
The following procedures shall be applicable to all Garuda Indonesia stations and shall
be applied to the fullest extent possible.
The various circumstances surrounding each emergency preclude the establishment
of exact detailed procedures covering every conceivable situation.
The procedures outlined below meet the minimum requirements and operations
officers or station personnel must therefore use their best judgment in handling those
aspects of emergencies, not foreseen in these procedures.
If in doubt, as to the extent of an emergency, operations officers or station personnel
responsible for handling the emergency shall endeavor to obtain information from the
PIC or alternately inquire whether the PIC wants an emergency to be declared.
Information concerning an emergency shall only be given to Garuda Indonesia officials
and agencies, directly concerned with such emergency.
Pilot in Command or Garuda station personnel shall send a written report of any
deviation those jeopardizing the safety to the DGCA or relevant Authority via Corporate
Quality, Safety & Environment Management (DV) within 10 days after the date of the
occurrence.
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26.2.2 EMERGENCY PHASES
RO L n g /
N T
In the application of alerting service, 3 emergency phases
g g a are distinguished by ICAO.
n of rescue coordination centers,
Oestablished forStheitnotification
N
The phases have been
by air trafficU
C a
l o ra an aircraft
service units, immediately
- 2 5 to be in a state of
is considered
1
emergency.
n a F 1 7 - 0
l y 0
2of the air traffic services or search and rescue
Ro theefollowing company emergency phases shall be declared as applicable.
Without sprejudice to the prerogatives
services,
 COMPANY UNCERTAINTY PHASE
Except when reasonable certainty exist as to the safety of the aircraft and its
occupants, a company uncertainty phase shall be declared immediately when:
- no communication has been received from a Garuda Indonesia aircraft within
a period of 30 minutes after the time a scheduled report should have been
received, or when
- A Garuda Indonesia aircraft fails to arrive within 30 minutes of the estimated
time of arrival last reported or calculated by the operations officer, whichever is
the later.
A company uncertainty phase shall further be declared, if for any other reason
uncertainty exists with regard to the safety of the aircraft.
 COMPANY ALERT PHASE
Except when reasonable indications exist that would allay apprehension as to the
safety of the aircraft and its occupants a company alert phase shall be declared
immediately when:
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- Following the company uncertainty phase subsequent communication checks

have failed to reveal any news of the Garuda Indonesia aircraft, or when
- A Garuda Indonesia aircraft has been cleared to land and fails to land within 5
minutes of the estimated time of landing and communication has not been re-
established with the aircraft, or
- A departing Garuda Indonesia aircraft fails to report within 10 minutes after
takeoff and communication has not been re-established with the aircraft, or
- Information has been received which indicates that the operating efficiency of
a Garuda Indonesia aircraft has been impaired, but not to the extent that a
forced landing is likely.
Offices equipped with VHF monitor receiver(s) shall make full use of this facility
with regard to the above.
If a VHF receiver is not available or if the proper frequencies cannot be monitored,
a check with the appropriate air traffic service unit shall be made, 15 minutes after
a Garuda Indonesia aircraft leaves the blocks, unless local arrangements have
been made with such units, which render this Practice superfluous.
 COMPANY DISTRESS PHASE
Except when there is certainty that the aircraft and its occupants are not threatened
by grave and imminent danger, and do not require immediate assistance, a
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company distress phase shall be declared immediately when:
4 4 9
-
ED 1
Following the company alert phase, the absence of news from widespread
L 5 .0
RO L n g /
communication checks under the circumstances points to the probability that a
O N T n g a
Garuda Indonesia aircraft is in distress, or
g
-
U N S i t a
The fuel on board is considered to be exhausted, or to be insufficient to enable
C
l o ra 1 - 5
the Garuda Indonesia aircraft to make a safe landing, or
2
-
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Information is received which indicates, that the operating efficiency of a
y 0
Garuda Indonesia aircraft has been impaired to the extent that a forced landing
l 2
R- ose
is likely, or
Information is received or it is reasonably certain, that a Garuda Indonesia
aircraft is about to make or has made a forced landing.
26.2.3 PROCEDURES DURING EMERGENCY PHASES

The following is intended to provide crewmembers some insight in the actions taken
by the ground organization.
 COMPANY UNCERTAINTY PHASE
- Contact ATC and ensure that the rescue coordination center and
communication station are notified.
- Endeavor to advise the aircraft, by blind or normal transmission that the
uncertainty phase has been declared, and supply pertinent advice and
information regarding weather, rerouting, actions to be taken etc.
- Determine present and next positions of the aircraft and the fuel endurance
limit.
- Maintain liaison with all agencies which may render assistance.
- Notify all concerned when the uncertainty phase is canceled or declare the
company ALERT PHASE if the emergency continues.
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 COMPANY ALERT PHASE

- Inform ATC, rescue coordination center and communication station of the
changed situation.
- Ensure that ATC and rescue coordination center have the following information
at their disposal :
 Flight plan
 Particulars last position report
 Endurance of time at last position
 Number of persons on board
 Any other pertinent information.
- Endeavor to advise the aircraft, by blind or normal transmission that the
uncertainty phase has been declared, and supply pertinent advice and
information regarding weather, rerouting, actions to be taken, etc.
- Maintain liaison with all agencies which may render assistance.
- Notify all concerned when the uncertainty phase is canceled or declare the
company distress phase if the emergency continues.
 COMPANY DISTRESS PHASE
- Inform ATC, rescue coordination center and communication station of the
changed situation.
- Inform Garuda Indonesia Flight Following
C O PY 4 4
- Request possible assistance of other aircraft in vicinity 9
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- If applicable arrange for crash equipment to standby at the airport where the
L 5
RO L
aircraft is expected to land
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O N T n g g a
- Continue to coordinate all emergency activities notify all concerned when the
C i
distress phase is canceled.
U N S t a
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26.3 AIRCRAFT EMERGENCIES

26.3.1 COMMUNICATIONS
01. COMMUNICATIONS BETWEEN CREWMEMBERS
In any conditions (normal or emergency) the communication between
crewmembers shall be established.
 Cockpit to Cabin:
 Use PA as primary means,“FA-1 REPORT TO COCKPIT”, alternatively use
at least 6 chimes of attendant call to signal FA-1 that requires immediate
come to cockpit;
 Cabin to Cockpit
 Conditions that require flight attendant to pass urgent information to flight
crewmember, refer OM-A Chapter 16.5.1.
 Use standard communication for cockpit door locking system when visit to
the cockpit is required see OM-B2 chapter 2.3.
Flight crewmember and flight attendant shall use the communication protocol
as described in OM-B2 chapter 2.3, and where emergency landing is involved,
the flight crewmember shall announce primarily via PA on the following:
 EMERGENCY STATION, when landing is imminent approximately 2-3
minutes before touch down
C O PY 4 4 9
ED
 BRACE FOR IMPACT when approximately 30 seconds to impact,
L 5 .0 1
R O L g /
alternative method by flashing FASTEN SEAT BELT / NO SMOKING SIGN.
n
N T
OAIR TRAFFICSSERVICES n g g a
02. INFORMATION OF
N C i t a
Certain U r - 2 5 or severe structural
a that cannot be1controlled,
damage, require a l o
emergencies, like fires
F 7 0
- soonest.
e l y n 0 1
that air traffic services be informed
2 on the frequency that is being used at
osinformation
RThis shall be transmitted
the time or 121.5 MHz.
If no contact can be made on these frequencies, any other frequency may be used.
Before switching over to another frequency it is recommended to indicate which
frequency will be used.
When reporting technical troubles to air traffic services and particularly reporting
troubles to aerodrome control before landing, the nature of the trouble must be
stated.
When the PIC decide that the airport firefighting service is required; he/she should
inform aerodrome control.
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26.3.2 ELECTRICAL FAILURE

01. INDICATIONS OF ELECTRICAL FAILURE
The indications of an electrical failure usually consist of smoke, smell of fire,
smoldering insulation material or fire.
The VOLT and AMMETERS also give indications of malfunctioning of electrical
equipment.
02. ACTION TO BE TAKEN IN CASE OF ELECTRICAL FAILURE
The following action should be taken in case of electrical failure:
 Generators and battery switches shall immediately be switched off and
emergency power switched on.
 If the failure is accompanied by smoke or fire, the oxygen system and
oxygen masks shall be ready to be used anytime.
 The first officer must immediately put on the oxygen mask, then the other
flight crewmembers shall put on the oxygen masks if smoke or fire
conditions makes the use of oxygen masks mandatory.
 When the electrical power is “off”, the circuit breakers must be checked to
see if they show where the short circuit has occurred.
 All the circuit breakers must be pulled and thereafter the generator switches
be switched on again one by one.
C O PY 4 4 9
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After that the circuit breakers must be switched on again one by one,
ED
RO n g /
starting with the most important circuits and when doing that a careful watch
L
N T g g a
shall be kept to see if the short circuit becomes evident.
 If the trouble spot cannot be traced, heavy consumers of electricity shall
O n
U N C S i
remain switched off. t a
Note:
l o ra 1 - 2 5
n a F 7 - 0
 Electrical fires are often accompanied by irritating smoke. Smoke removal
1
l y 2 0
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procedures may have to be carried out before further action can be taken.
 The fire shall be put out using BCF / HALON extinguisher only.
 If BCF / HALON are used, oxygen masks must be used by all active
crewmembers.
 Never use water to extinguish electrical fires
26.3.3 FIRE AND SMOKE

01. CAUSES OF FIRE AND SMOKE
Fire and smoke can be caused by short circuits in the electrical system, by
overheating of electric motors, by open fire and in the cargo.
Therefore, fires can be expected in almost any part of the aircraft.
The most probable cause of electrical fire is the radio equipment.
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02. ACTION TO BE TAKEN IN CASE OF FIRE

The following actions have to be taken in case of fire:
 Small fires in the cockpit or in the cabin caused by e.g. cigarettes or matches
can generally be extinguished with the water fire extinguisher (if available) or
with a blanket.
Never use water to extinguish a fire of or near an electrical system.
 Larger fires must be extinguished with the BCF / HALON fire extinguishers in
combination with a blanket, if possible.
 The pressurization and air-conditioning systems cause a continuous fresh
supply of oxygen, the cabin must therefore be depressurized in case of a large
fire.
This may make an emergency descent necessary and also the use of oxygen
for the crewmembers.
 In case of large fire, the oxygen system shall be ready to use as not only the
thin air at high altitudes makes the use of oxygen necessary, but also the smoke
or vapor from the fire and the fact that the BCF / HALON used for the
extinguishing of the fire is toxic.
 Most holds and compartments where a fire may break out have been fitted with
a fire detection and extinguishing system.
 It is important to remember that cargo compartments must keep closed when
on fire. This is due to:
O
 The fire extinguisher agent will be more effective and
C PY 4 4 9
ED 5
 Opening the compartment would give fresh supply of oxygen to the fire.
L .0 1
R O L n g /
Note:
O N Tby the fire willa g g
n having a
U N C
 The smoke generated
S i t greatly assist in smoothen the fire.
5
 For that reason some
l r
cargo
o a compartments
- 2
only very little supply of fresh
n a F
air has not been fitted with a fire
- 01
extinguishing
1 7 system.
s e l y 20
o
RSMOKE AND FUMES REMOVAL
03.
Smoke and fire in the fuselage may be generated by fire, fuel, the hydraulic system
or the superchargers.
The following actions must be taken:
 The “NO SMOKING” sign must be switched on and the occupants of the aircraft
shall stop smoking immediately.
 The flight crewmembers must use oxygen masks and aircraft must be
depressurized.
 After depressurization, smoke and fumes removal procedures according to the
FCOM/AOM/QRH must be carried out.
Note: If necessary an emergency descent must be carried out. It should be
remembered, that the smoke removal procedure is very effective, but also causes
a large supply of fresh air.
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26.3.4 PRESSURIZATION FAILURE

01. PARTIAL LOSS
If depressurization occurred at high altitude e.g. caused by failure of the
pressurization system, follow the procedures in FCOM/AOM/QRH. When
pressurization cannot be restored, a descent to a lower altitude and temporary use
of oxygen masks may require.
PIC shall notify to Flight Attendants and Passengers regarding the situations. Refer
to OM-A Chapter 26.3.4-03.
Doors/exits can also cause depressurization. Doors/exits that open inward may not
cause problem, however, doors/exits opening outward constitute a danger if not
fully closed and locked.
If there is any doors/exits that appeared not fully closed:
 Stay away from that doors/exits;
 If necessary relocate passengers sitting in the vicinity.
 Do not try to close the gap – do not inspect the cause.
02. TOTAL LOSS/EMERGENCY DESCEND

If the pressurization failure is caused by duct rupture, severe leak of door or exit,
in the cabin that will soon dissipate.

C O PY
the cabin pressure will be lost. Sudden loss of pressure may cause a dense mist
4 4 9
L EDmay be verygdangerous.
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L
A structural failure, particularly at high altitude,
O /
nIt is imperative that each
A loss of cabin pressure isT aRmatter of immediateg a
C N
O begin using t a n g action.
 TheU
N
crewmember immediately
flight crewmembersrshall
S i oxygen.
a make Emergency 5 to a safe breathing
F l o 0 1 -
-MAYDAY,2
Descent
l y n a message
altitude by following
1 7
the appropriate procedure.
0
Notify ATC, depend on local
2 altitude and distress MAYDAY)
o s e
procedure,
However
distress
R MAY-DAY is required.
after restoration of
(MAYDAY,
safe no longer
may be used.
needed, cancel
 If a loss of cabin pressure occurs at night, all cabin light shall be turned on to
awaken any sleeping passengers.
 The flight attendants will return to their assigned stations, don the POB, and
then check each passenger, providing first aid oxygen as required.
 Flight Attendant checks lavatories for persons who might require oxygen.
 The flight crewmember shall notify the flight attendant as soon as possible
when it is safe to move around the cabin.
 Flight Attendants check cabin conditions and possibility of passenger injury.
Upon restoration of safe cabin altitude, the PIC shall evaluate the remaining route
and fuel status, and advise FA-1 of the plan for conducting the remainder of the
flight.
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03. PIC ANNOUNCEMENTS/NOTIFICATIONS

The PIC shall notify FA and Passengers via PA regarding the situations:
 When cabin altitude increasing to 10000 feet or more :
 “AIRCRAFT DECOMPRESSION, FLIGHT ATTENDANT STAND BY”
 Pressurization under control:
 “ PRESSURIZATION UNDER CONTROL , RESUME NORMAL”
 Emergency Descent:
 “EMERGENCY DESCENT, VACATE TOILET”
26.3.5 UNLOCKED LANDING GEAR

In case a landing must be made with no definite indication as to whether the gear is
locked, the following precautions shall be observed:
 The PIC must decide to what extent the emergency procedures shall be executed.
 When it is feared that one or more wheels are not fully down, the tower may be
requested to give permission to make a low fly pass for a visual check by the tower
controllers.
 It is not recommended to make a touch and go landing to check whether the wheels
are down and locked.
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After landing no reverse must be used and the brakes must be used cautiously and
sparingly.
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 T g a
To keep the hydraulic pressure as high as possible, the flaps must be left down
O N n g
C i t a
after landing, and engine rpm must kept at least 1.000 rpm after the aircraft has
U N S
l o ra 1 - 2 5
come to a stop until gear pins have been inserted.
 F - 0
The Ground Engineer shall attempt to insert the gear pins.
n a 1 7
 l y 2 0
ose
If he succeeds, taxiing to the apron is allowed, if not, engines shall be kept running
 R
and technical assistance must be called via the company channel.
The engines may only be stopped after the necessary provisions have been made
to prevent gear collapse.
26.3.6 LANDING GEAR FIRE

Overheating of the brake units may be caused by severe use of brakes. However,
lightly dragging brakes during a lengthy taxi operation can cause an overheating just
as serious.
When a warning of a smoking brake is received after landing or while taxiing, it is not
always possible to determine if a fire is present. To prevent an outbreak of flames and
also extinguish small fires, it has to be remembered that proper air cooling procedures
will probably avoid serious trouble and damage to the aircraft.
Maneuver the aircraft off the runway in use and stop aircraft primarily with reverse
power, using brakes as little as possible.
Passenger may be disembarked by using exits on the side opposite to the fire. CO2,
water or foam shall never be used as a fire extinguisher as it causes as a sudden
cooling of the wheel assembly which is likely to be followed by a violent explosion of
the wheel and tire. It is assumed that the explosion is caused by a sudden failure of
01 Oct 2016 Page 5

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the cast magnesium wheel under stress of the inflated tire. The sudden cooling
develops high local stresses. These stresses superimposed on the normal wheel loads
result in a sudden almost explosive rupture.
Excess heat conducted from brake to the wheel heats the tire. The air pressure in the
tire will increase because of the heat. This increase alone is not enough to cause a
sound tire to fail.
However, the heat also causes the tire to deteriorate and this in connection with the
increase of tire pressure can cause a blow-out even after a rather long time (up to 20
minutes).
When combating a gear fire, remember:
 Tire and wheel may explode,
 The hazard of flying metal is greatest in-line with the axle,
 Do not approach nearer than necessary; approach in front or behind the wheel;
never from the side,
 Use dry powder chemical extinguishers to avoid the possibility of triggering a
wheel explosion,
 Try to attain a position up-wind of the fire. This will increase the range of
extinguisher and decrease the smoke nuisance.
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26.4 EMERGENCY LANDING

26.4.1 GENERAL
Emergency landing can be divided into:
 Anticipated landings, and
 Landings that take place without prior warning (usually crashes), or normal
landings that develop into an emergency e.g. due to failing landing gear.
The procedures to be followed have been standardized as much as possible for all
types of aircraft. It is of prime importance that each crewmember has a thorough
knowledge of his/her own duties as well as of the duties of other crewmembers to be
able to take over each task’s and, moreover, because a well instructed team working
in close cooperation, will be able to obtain far better results.
Furthermore, a smooth operating team, like a well-oiled gear, in the face of an
emergency, instills confidence and consequently will not evoke panic easily on the part
of the passengers.
For psychological reasons the PIC or First Officer should give the first information
about an impending emergency landing to the passengers. If this is not possible, the
flight crewmember must inform the passengers regarding the emergency situation.
This should be done in a concise and discrete manner in order to avoid confusion and
panic.
C O PY 4 4 9
L E D
Control of voice level and modulation play an important role in
5 .0
situations of 1
this nature.
L
O CONTAIN g
RMUST g
n FACTS /
THE INFORMATION
O N T n g a
THE REAL
N C
U OF THE AIRCRAFT S i t a
26.4.2 PREPARATION
l o ra 1 - 2 5
n F
a aircraft constitute 1 7 0
- hazard to the passengers must be
l y
All loose objects in the
2 0 a grave
osesecured.
stowed and
R
A crash landing causes great deceleration forces, therefore all loose objects and also
objects that could become detached must be put in such places that they cannot harm
passengers and crew, e.g. toilets and/or coat rooms provide such places.
Emergency exits must be prepared for being opened in the shortest possible time by
removing the plastic covers, curtains etc.
It is essential that order be maintained in the cabin under all circumstances.
 One hysterical person can demoralize the whole group. Such a person must be
calmed down quietly if possible, but forcibly if necessary.
 A self-composed attitude of the crew greatly assists in securing the passengers to
obey orders and preparing the passengers and cabin for the landing.
26.4.3 COMMUNICATIONS
01. COMMUNICATIONS WITH AIR TRAFFIC SERVICES AND/OR OTHER
AIRCRAFT
It is important to remember, that the first transmission of distress call shall be on
the designated air-ground frequency in use at the time.
01 Oct 2016 Page 1

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The distress call shall be preceded by the word “MAYDAY, MAYDAY, MAYDAY”
and shall consist of as many as possible of the following elements spoken distinctly
and, if possible, in the following order:
1) Name of the station addressed (time and circumstances permitting);
2) The identification of the aircraft;
3) The nature of the distress condition;
4) Intention of the Pilot in Command;
5) Present position, level (i.e. flight level, altitude, etc., as appropriate) and
heading.
In addition squawk Code 7700, indicating an emergency, shall be selected on the
ATC transponder unless otherwise directed or advised by ATC.
Note 1: The foregoing provisions may be supplemented by the following measures:
The distress message of an aircraft in distress being made on the
emergency frequency 121.5 MHz or another aeronautical mobile
frequency, if considered necessary or desirable. Not all aeronautical
stations maintain a continuous guard on the emergency frequency;
Note 2: The station addressed will normally be that station communicating with the
aircraft or in whose area of responsibility the aircraft is operating.
C O PY
When an emergency landing will be carried out on an airport or when the PIC
4
expects that the landing cannot be carried out with the normal standards of safety,4 9
L ED 5 .0 1
the tower of that airport should be notified prior to landing, indicating the nature of
the trouble. L
RO equipment g /
n and should indicate
O N T g g a
nto be critical so that the firefighting
U N C
The PIC may request the firefighting
S i t a to standby
which part of the landing
l o rain the best location.
run is considered
1 - 2 5airports will lay a foam
n F
equipment can be positioned
arequest when a2belly 1 7 0
- is to be made.
Some
l y
path on the PIC’s
0 landing
02.
ose
RCOMMUNICATION BETWEEN CREWMEMBERS
Means of communication:
- Public Address System (PAS)
- Call (interphone) system
- Assigning of certain crew members for keeping verbal contact.
 PUBLIC ADDRESS SYSTEM

Except for first warnings and instructions explicitly meant for the crew the public
address system may be very valuable as it provides direct, although only one-
way communication. Especially when there is a little time for preparations, time
consuming interruptions of the crewmembers carrying out their duties can be
avoided by using the public address system.
PAS is primary means (Normal Method) to be used for certain communication
between cockpits to cabin. See OM-B2 Chapter 2.3
For instance: “FA-1 REPORT TO COCKPIT”; the commands “EMERGENCY
STATIONS” and “BRACE FOR IMPACT”.
01 Oct 2016 Page 2

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 CALL (INTERPHONE) SYSTEM (Alternate Method)

If PAS is unserviceable use attendant call by a series of at least 6 chimes at
short intervals as alternate method to call FA. The FA-1 shall proceed to the
cockpit immediately.
While preparing for an emergency landing the call system can be used, if
followed either by personal contact or contact by interphone, whichever is the
quickest way, for instructions especially meant for the crewmembers.
26.4.4 EMERGENCY LANDING ON LAND

01. CHOICE OF LANDING AREA
If possible, the emergency landing should be carried out on an airport on the
runway.
At some airports a foam path cab be laid on the runway. A belly landing can be
carried out on any flat piece of ground and if possible, a spot should be selected
within easy reach of help.
If the PIC has the choice of a landing on rough terrain or on calm water near the
coast, the latter possibility is preferable, provided sufficient life-saving equipment
is on board.
C O PY 4 4 9
L ED 5 .0 1
02. EXECUTION OF THE LANDING
O
Rare L g /
n be carried out in such
O N T
When the landing spot has been
n g g
selected that landinga should
N C
a way, that the associated
Ube remembered,
risks
S
kept
i t a
down to the minimum.
It should
F l o raany engine spot
that
down at the exact - 0 1 -2has5isbeen
power that available will assist in
y n a
enabling the PIC to touch
1 7 that selected.
l with the gear down 2on0unprepared terrain is far more risky than with
As as
o e
landing
Rthe gear up, the gear must be left retracted.
If possible the landing should be made into the wind and approach be carried out
in a standard manner, be it that the power settings are of course different.
Full flaps should be selected when the landing is assured.
The landing speed should be as low as possible but adequate to avoid inadvertent
heavy touch down.
Just before touch down the PIC must brief the first officer to carry out necessary
actions, to keep the highest level of safety performance, timely after the command.
Every passenger must remain seated until the aircraft has come to a full stop.
Immediately after the aircraft has come to rest the command “EVACUATE-
EVACUATE” shall be given.
Note:
 Deceleration after touch down will be severe.
 On flat terrain the aircraft will need a considerable distance to come to rest.
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03. EVACUATION OF THE AIRCRAFT

When the command “EVACUATE-EVACUATE” has been given by the Pilot in
Command or, in the case of unexpected landings, by FA-1, or when the aircraft
has come to rest, all occupants shall leave the aircraft as quickly as possible and
in an orderly manner.
Crewmembers present in the cabin shall direct the evacuation procedure.
In general, all the available exits shall be used as well as the assisting means e.g.
Ropes, evacuation chutes etc.
All occupants must leave the direct vicinity of the aircraft and be collected some
distance away from it. No one shall be allowed to re-enter the aircraft until
sometime it has become quite clear, that there is no danger of fire or explosion.
Wounded and disable occupants shall be assisted by the unhurt, but this must not
delay the evacuation process.
The PIC is the last to leave the aircraft after having checked that everyone has
escaped.
Do not allow smoking or the use of matches and lighters.
26.4.5 EMERGENCY LANDING AT SEA (DITCHING)

C O PY 4 4 9
01. ACTION BEFORE DITCHING
L ED 5 .0 1
RO L g /
 Transmit distress message and contact any station which could offer
n
O N T n g g a
assistance, such as other aircraft or ocean vessels, etc.
U N C i t a
 Select ditching area, if possible near ocean station vessels or other ship, and
S
l o ra
away from adverse weather.
1 - 2 5
n a F 1 7 - 0
 Give a very thorough briefing to the cabin staff.
l y 2 0
R ose
 Dump fuel to decrease weight and improve buoyancy.
 Stow or secure all loose equipment.
 Consult the FCOM/AOM for details peculiar to particular aircraft type.
Note:
Ocean station vessels (ODV) can be of great assistance to ditching aircraft.
They can assist in:
 Providing position of other ships,
 Supplying weather reports including QNH,
 Indicating the swell direction and thus ditching heading,
 Providing radio and radar direction-finding and fixing,
 Laying a flare path at night,
 Launching smoke floats to indicate wind direction,
 Endeavoring to smoothen the sea by steaming in circles or laying foam,
 Offering immediate post-ditching assistance (e.g. rescue boats, medical
assistance, etc.).
01 Oct 2016 Page 4

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02. EXECUTION OF THE DITCHING

a) LANDING DIRECTION
The approach and landing heading should be so adjusted that the aircraft
tracks parallel to the swell. Which of the 2 (two) suitable directions (180° apart)
is chosen, will depend upon secondary factors, such as wind directions,
position of the sun, secondary swell etc. Using this technique cross-wind up to
50 knots id considered acceptable.
Note: Estimating swell direction may be made difficult by sensory illusion.
When flying parallel to the swell looking out to the left forward indicates
swell from that direction. While on the right hand side a swell from right
forward direction can be observed. However, in between these 2 (two)
directions, there does not seem to be swell at all. This is the direction
parallel to the swell. This direction should be put on the heading selector
of the compass.
Wind of more than 50 knots, wave motion becomes difficult to assess (at such
wind speeds swell will have disappeared) and the possibility of a lower touch
down speed assumes more important. In these conditions the landing heading
has to be adjusted towards the winds, remembering that up to 50 knots cross-
wind component may be accepted. Using this technique, a track can be
PY
maintained so that the number of waves per time unit crossing it can be lower
C O
than when tracking directly into wind, so improving the landing path.
1 4 4 9
L
However, if these stormy winds produceL E aDwell-defined pattern
/ 5 .of0high waves,
stick to the basic rule andR
T Oparallel to them.gan
land g
C aO N t a n gsun, but at night land toward any
U orN
Do not select
a S i
landing heading against the
not to overshoot them.5
lights
it’s up. Do not use l o
Flandingr
flames, being careful
lights unless it 0
- 1 - 2 Land toward the moon if
y n aThey
of the lsurface.
2 0 1 7 is considered vital to know the state
Ro s e
should be made with
may then be
them switched
used
off
conservatively
using the
but the actual landing
undermentioned technique.
b) LANDING TECHNIQUE
Never land with the wheels down and never land from a full stall.
Either of the 2 (two) landing techniques (described below) may be employed
but technique “B” is recommended in all circumstances, except when landing
in daylight in very good weather and sea conditions, and when a well
pronounced swell system exists.
Technique “A”
This is a method with which land-plane pilots will feel familiar. The approach is
made quite normally, followed by a low flight over the surface with full flaps
extended, to find a relatively smooth place to land the aircraft. This technique
has only one advantage over technique “B”, namely the best spot in the vicinity
can be picked for the ditching.
Technique “B”
Select full flaps and adjust power so that the aircraft descends at 100 feet per
minute at a speed 10 to 15 knots above the stall. Start this descent not to low
and stabilize in this condition. When approaching the surface adjust the
01 Oct 2016 Page 5

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heading to parallel the apparent swell motion and continue this stabilized
descent until the tail touches the water, then immediately power off.
03. EVACUATION OF THE AIRCRAFT

Experience indicate that after ditching, an aircraft may be expected to remain afloat
long enough to allow an orderly evacuation.
Chances of survival, especially during winter, are considerably reduced if one
boards a dinghy after first jumping to the water. Every attempt should be made to
keep dry and dinghies should be boarded directly from the aircraft. Passengers
must be told, before the ditching, from which exits they will be expected to leave
the aircraft, which dinghy they should board, and the crew member who will be in
charge in their dinghy.
The importance of not inflating the life-vest before evacuation should be stressed
and the sitting attitude to be adopted just before impact should be demonstrated.
Finally know your emergency procedures; apply them and exercise self-discipline.
Above all keep morale high; your chances of survival are excellent.
26.4.6 EMERGENCY LANDING ON SNOW OR ICE

01. CHOICE OF LANDING AREA
C O PY 4 4 9
L 5 .0 1
Factors to be considered when being faced with the necessity of making a landing
ED
in arctic regions are:
O L
Rsurface n g /
N T
 Look for a smooth landing
O ice cap above g g a
nfeet there are fewer crevasses than
U N C
 On the Greenland
S i t a
4.000
below that elevation
l o ra 1 - 2 5and stationary. It is safe
F
a to mid-April2017-
 Shelf ice (ice attached
n 0
to the shore), is usually smooth
l y
seand fjords when frozen over are frequently smooth and so is the shore of
from mid-January
R oBays
frozen river.
02. EXECUTION OF THE LANDING
If possible, the landing should take place into the wind, but if many ridges are
present the landing should be made between and parallel to these ridges.
Make a belly landing.
END OF 26.4
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26.5 SURVIVAL
26.5 SURVIVAL
26.5.1 GENERAL
LEADERSHIP IS ONE OF THE KEYPOINTS OF SURVIVAL
A GOOD LEADER WILL BE ABLE TO DOUBLE THE SURVIVAL CHANGE
 After completion of the emergency landing, the first important point is the
evacuation of the aircraft. The time it takes to evacuate all occupants of an aircraft
should not be underestimated.
- Evacuation through doors can take place 2 to 6 times faster than through
emergency windows.
- Particularly when a fire breaks out after the landing, a speedy evacuation is of
prime importance.
- Although a ditched aircraft may float for hours, practice has shown that one
cannot count upon a floating time of low wing aircraft of over 3 minutes.
 After an emergency landing on terrain all occupants shall leave the vicinity of the
aircraft.
 In arctic conditions, immediate thought must then be given to the problems
presented be the severe cold.
 Although panic may occur, experience has shown that shock is a more important
C O PY
factor to be dealt with. Shock makes people apathetic and makes them react
4 4 9

slowly.
L ED 5 .0 1
RO L n g /
When all occupants of the aircraft have been evacuated and collected at a safe
O N T
distance, care must be taken of the wounded.
g g a
n help from outside is available. An
U N C
The phase of survival
i t a
really begins if no immediate
S
important factor is the will to
l r
live.
o a 1 - 2 5
The following is a lista F
n of factors that may have7
1 0
an-important bearing on the question of
“survival ore l y 2 0
Ros Survival
death”:
Disaster
Discipline and leadership Lack of discipline and leadership
Will to live Fear of climate and unknown
Aggressiveness Despair
Ingenuity Lack of imagination
Survival training Lack of proper training
Availability of equipment Unavailability or unusable equipment
General knowledge Ignorance of vital survival information
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26.5 SURVIVAL
26.5.2 SURVIVAL IN DESERT AREAS

01. HAZARDS
Lack of water and exposure to sun and heat are the big hazards to health in the
desert.
Up to 10% of dehydration causes no permanent ill effects. Dehydration is quickly
cured by water.
Exposure to the sun is the second desert ailment, therefore look for shade.
Stay under cover as much as possible. Use sunburn ointment on any part of the
body that is not covered with clothing. The heat may cause heat collapse, heat
stroke, heat exhaustion or heat cramps.
The intense sun glare makes it necessary to wear sun glasses or to protect your
eyes.
02. WATER
In the desert the water supply and shade are deciding factors on the survival time.
Any activities that are not strictly necessary should be avoided to conserve body
fluids.
C O PY
Try to restrict all necessary activities to the hours of darkness.
4 4 9
L E D 5 1
0 for 2 to
The available water supply must be rationed unless plenty of water is available.
.climate
L
Note: When resting in the shade a person can survive in ag
RinOa moderatelyghot /
n for 5 to 9 days.
very hot
N T
5 days without water
O and
n g a
climate
U N C S i t a
l o ra 1 - 2 5
26.5.3 SURVIVAL AT SEA
n F
a the dinghies,2stay 1 7 0
- vicinity of the aircraft.
l
 After havingyboarded 0
se must be tied together with a long rope.
in the
 R odinghies
The
 Salvage useful floating equipment, food and liquids.
 Stow and secure all items.
 Check for inflation and leaks.
 Put up the canopy, if applicable, and inflate boarding station.
 Get the emergency radio into operation and prepare other signaling devices for
instant use.
 Assign watchman for look-out and check of inflation and equipment.
 Ration food and water.
 A constant look-out shall be arranged and log be kept.
 Do not use alcoholic drinks as they increase dehydration.
 Remember that search and rescue parties are looking for you.
It will be a matter of time before you are spotted and rescued.
Note:
 Do not eat and drink the first 24 hours.
 Never drink plain seawater.
In cold oceans the biggest problem is to stay dry and warm.
01 Oct 2016 Page 2

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26.5 SURVIVAL
With the canopy in place, the temperature inside will rise appreciably.
In warm oceans the canopy protects the occupants of the raft against sun exposure.
The sides should be opened for ventilation.
26.5.4 SURVIVAL IN ARCTIC REGIONS

The following may serve as a guide for those who have to wait rescue after a forced
landing in arctic conditions.
The first thing to do is to leave the aircraft as soon as possible, evacuate first the
emergency equipment, then the occupants and move some 100 meters upwind from
the aircraft.
The next problem comes from the cold. The passengers must be collected in the
inflated dinghies on which the canopy is erected.
 Injured persons should be treated inside the dinghy as soon as the dinghies have
been inflated.
 The aircraft shall not be re-entered before it is absolutely certain, that no more fire
hazard exists.
 All efforts must be directed at conserving heat.
 People not dressed in polar suits should not expose themselves unnecessarily to
O PY 9
the climate outside the shelter. Those dressed in polar suit should prevent sweating
C 4 4
ED .0 1
by performing their work in a slow tempo and by ventilating the polar suit
L 5
intermittently.
RO L n g /

T g a
That the use of alcohol increases body temperature is a misconception. Alcohol
O N n g
U N C S i t a
should therefore not be taken in any form or amount.

ra 2 5
The emergency food rations available in the polar emergency kit contain a high fat
l o 1 -
n a F 1 7 - 0
percentage. Consuming fat food helps to remain warm and therefore extends the
l y
survival chances.
2 0

R ose
The total quantity of polar emergency rations is based on :
- maximum number of passengers plus 9 crewmembers
- survival time of 6 days at minimum ration
The normal ration amounts to 2 packs (2.000 calories) per crew member and 1 pack
(1.000 calories) per passenger per day in the winter, and per 1,5 day in the summer.
The minimum ration amounts to 50% of the normal ration.
The PIC must decide on the distribution of the rations, taking into account factors such
as:
 total number of passengers
 expected time before search and rescue parties may be expected to arrive
 weather conditions
 possibility of dropping rations by rescue aircraft
 etc.
It is advisable not to distribute any rations during the first 24 hours after the emergency
landing if the considerations mentioned above have indicated that severe rationing is
necessary.
Except the dangers arising from the low temperature, snow blindness, shock, carbon
monoxide poisoning are other problems to be faced.
01 Oct 2016 Page 3

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26.5 SURVIVAL
The risk for frostbite is naturally higher when the body surface comes into contact with
media with higher conductive capacity. Therefore, clothes and shoes should be kept
dry, as wet clothes conduct the heat 25 times better than dry clothes.
26.5.5 SURVIVAL IN JUNGLE REGIONS

Use the mnemonic device of "STOP", which stands for "Stop, Think, Observe, and
Plan".
Here is a list of what to do in jungle survival:
1. Find a source of drinking water.
2. Find or build a shelter before nightfall.
3. Fashion a weapon you can use for self-defense.
4. Wait to see if rescue arrives.
5. Find a source of food.
6. Travel in one direction during daylight hours.
1. Finding Water
In contrast to the dry climate of the desert, the jungle is an abundant source of
PY
water. In many jungles, rainfall is common and can be used as a source of
hydration.
C O 1 4 4 9
Common Sources of Water:
L L ED g / 5 .0
N T RO g g a n
- Rainfall:
N C O S i t a n
U
The leaves in the jungle are large
l o r a and
1 - 2 5 and you will have
can be used to collect rain water. Just
n F
funnel the large leaf into any
afor later use. 2017-
water
0
storage container
l y
sufficient water
se
R- oStreams:
Look for streams of running water. You will want to boil any water that you
collect from streams in order to kill any bacteria. If you don't have a pot to boil
water, then consider using a tin/aluminum can.
- Bamboo Stalks:
The bamboo collects water during rainfall. Bend the bamboo to allow the water
to flow out into a container.
2. Finding Food
Since the jungle is such an abundant resource of plants and animals, the resources
for finding food are everywhere. It's just a matter of how to get access to it. Here
are some tips for getting food in the jungle.
- Hunting/Trapping Animals:
Don't waste your energy and time hunting animals. Conserve your energy for
other survival tasks instead.
01 Oct 2016 Page 4

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26.5 SURVIVAL
The best way to trap animals while you are sleeping.

Using a deadfall trap is an effective way to trap animals and you can set up
many of them to increase your chances of catching more food.
- Fishing:
Another source of protein in the jungle is fish. An effective way to catch them
is through the use of a pronged fishing spear.
- Eating Plants:
Among the edible plants in the jungle, the safest to stick to are palms, bamboo,
and common fruits.
If you are unsure about whether a plant is poisonous or not, it's probably better
to not eat it.
3. Build a Shelter
In any jungle survival scenario, the shelter plays an important role in protection
against the elements. It will be one of the top priorities on your list of survival
actions.
Creating a "Lean-To" shelter:
O PY
Step 1: Find a large branch and lean one end up onto a tree.
C 4 4 9
ED .0 1
Step 2: Place smaller branches at 45 degree angles along the length of the large
L 5
branch.
RO L n g /
O N T n g g a
Step 3: Cover the entire structure with leaves and foliage.
U N C S i t a
4. Traveling/Resting:
l o ra 1 - 2 5
n F
aday, while sleeping at1 7 - 0
l y
Travel during the
0 night.
se presents the obstacle 2of numerous plants and trees blocking your path.
ojungle
RThe
A walking stick to use for parting any vegetation that gets in your way is a good
tool to have. The walking stick can also help you get out of sticky situations, such
as quicksand.
Walk In One General Direction:
Focus on a reference point in the distance to aim for and another reference point
behind you to walk away from. This will help you from walking in circles.
As you make your way through the jungle, look for trails left by animals. If they are
heading in the same direction that you are going, then follow them. They may lead
to water sources or open areas of the jungle that will help you increase your
chances of being seen by rescue parties.
5. Predators
Depending on the jungle location, there are many predatory animals, so stay alert.
Move through the jungle smoothly and avoid making a lot of noise. Your best option
of self-defense is to find a strong stick and carve the tip into a spear.
- While traveling, be cautious to the presence of snakes.
01 Oct 2016 Page 5

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26.5 SURVIVAL
- Mosquitos & Dangerous Insects:

Mosquitos in the jungle are known for spreading disease. Some of which are
Malaria, Dengue, and Yellow Fever.
If you do not have repellent:
- Wear long sleeve shirts and pants.
- Rub mud on any exposed skin to avoid bites.
- Tie a shirt over your head and let it cascade down over your shoulders.
- Check your clothing and shoes before putting them on for spiders and other
insects.
Parasites:
There are many dangerous parasites in the jungle. Do not cross rivers more than
knee deep unless absolutely necessary.
6. Getting Rescued
It's difficult to rely on rescue when you are in the jungle due to the natural canopy
of trees covering the ground surface below.
Regularly visit crash site to see if rescue arrives.
C O PY 4 4 9
L ED 5 .0 1
26.5.6 SIGNALS
RO L
effort and ingenuitya in n g /
O N T
Rescue is largely dependent on the
n g g surviving until the rescuers
have arrived.
N C
Umust be spotted S i t a
However, you
thelo
ease the task of spottingF
rathe rescuers first.
by
- 2 5 mandatory that you
It is therefore
1
n a 1 7
place where you are.- 0
l y 0
2 of the search parties. Try to put as many
e ways of attracting attention
osmany
There are
Roperation
into as possible.
Some of the methods of signaling are described below. If local circumstances make
other signals more effective, do not fail to use them. All available signaling devices
shall be put to readiness immediately after landing.
01. RADIO
Try to get a fix and transmit your position using the aircraft’s radio equipment if the
radio is still serviceable. However, do not waste the battery on long transmissions.
Use the emergency radio. For better radar detection erect the corner reflector, if
available.
Use the transmitter at 15 past or before the hour when all radio stations should
listen on the emergency frequency for emergency calls for 3 minutes (radio silence
for ships).
02. SMOKE
Fire and smoke make good signals. Have fires ready to light when search aircraft
are heard or sighted. Keep some fire lighted at all time. Use smoke by day, bright
flame by night. Engine oil, rags soaked into oil, pieces of rubber or insulation
material produce white smoke.
01 Oct 2016 Page 6

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26.5 SURVIVAL
03. FLARES
When flares are available, keep them ready for use. Keep flares dry.
04. MIRRORS
Mirrors and bright pieces of metal make good signals that can be seen for many
miles.
05. GROUND SIGNALS
Ground signals have been internationally agreed upon and may serve as a means
of contact between the ground and rescue aircraft when no radio contact is
available. As far as possible, the following instructions shall be adhered to:
 Form symbol by any available means.
Some of the methods usually available are: using strips of fabric, parachute
material, pieces of wood, stone or such like material, marking the surface by
tramping or staining with oil etc.
 Make symbols not less than 3 meters in size.
 Take care to lay out symbols exactly as depicted to avoid confusion with other
symbols.
 Provide as much color contrast as possible between material and the
background.
 Make every effort to attract attention by other means such as radio, flares,
smoke or reflected light.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
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26.5 SURVIVAL
AIR/GROUND SIGNALS
When it is necessary for an aircraft to convey information to survivors or to ground
search parties, and two-way radio communication is not available, it shall, if
practicable convey the information by dropping a message or by dropping
communication equipment that would enable direct contact to be established.
When a ground signal has been displayed and is understood, the aircraft shall
acknowledge the signal by the means described above or, if that is not possible,
PY
by rocking the wings of the aircraft.
C O 1 4 4 9
ED
When a ground signal has been displayed and is not understood, the survivors or
L L / 5 .0
ground search party shall be so informed by direct message except that, if that
T RO a n g
course is not practicable, failure to rock the wings will indicate that the message is
g
not understood.
C O N t a n g
U N S i 5
06. SEA MARKERS
F l o ra - 0 1 - 2
l y n a
At sea use the sea marker
20 1 7
only at daytime and only when the aircraft is being heard
R s e
or sighted.
o
END OF 26.5
01 Oct 2016 Page 8

▲
OM – A APPENDIX 1. COMPLIANCE WITH
CASR 121
This appendix is introduced to further highlight to DGCA the relevant sections and paragraphs
of this manual answering CASR 121 amendment 11 requirements relative to flight operations.
CASR
OM Cross Ref.
Checklist Title
SUBPART A – GENERAL
121.0 Regulatory Reference OM-A Chapter 0-0
121.1 [Reserved]
121.3 Applicability OM-A Chapter 2.1.11
ACL A1
121.4 Certification Requirements: General OM-A Chapter 2.1.11
121.5 [Reserved]
121.6 Wet Leasing of Aircraft OM-A Chapter 2.1.4
121.7 Definitions and Abbreviations1 OM-A Chapter 1
121.9 [Reserved]
121.11 Rules Applicable to Operations in a Foreign OM-A Chapter 2.1.5
Country
121.13 [Reserved]
121.15 Carriage of Narcotic Drugs, Marihuana, and OM-A Chapter 2.1.6
Depressant or Stimulant Drugs or Substances
SUBPART B – CERTIFICATION RULES
121.21 Applicability
C O PY 4 4 9
121.23 [Reserved]
L ED AOCg121-001 5 .0 1
121.25
RO L
Contents of an Air Operator Certificate
n /
121.26
N T
Application for Air Carrier Operator Certificates
O n g g a N/A
U N C S i t a
121.27 Issue of an Air Operator
l o r a
Certificate
1 - 2 5
AOC
121.29
n F
a and Operations
Duration of Validity and surrender of
1
Air
7 - 0 Regulatory
se l
Operatory certificate
2 0
121.31 R oSpecifications
Recency of Operation Regulatory
121.32a Suspension and Revocation of Air Operator Regulatory
Certificate or Operating Certificate of a
Certificate Holder which does not Conduct
Operations for which It Holds Authority for More
Than a Specified Time
121.32b Renewal of Validity of Air Operator Certificate OM-A Chapter 2.1-01
121.33-58 [Reserved]
121.59 Management Personnel Required OM-A Chapter 3.2;
OM-A Chapter 3.4;
OM-A Chapter 3.6
ACL A6
121.61 Minimum Qualifications of Management OM-A Chapter 3.2.2–
Personnel 3.2.7;
OM-A 3.4
OM-A Chapter 2.2 para 2
SUBPART C – SAFETY MANAGEMENT SYSTEM
121.65 Safety Management System (SMS) OM-A Chapter 25
16 Jan 2017 Page 1

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.67 [Reserved]
SUBPART D – RULES GOVERNING ALL CERTIFICATE
HOLDERS UNDER THIS PART
121.73 Availability of Air Operator Certificate and OM-A Chapter 2.1-02
Operations Specifications
121.75 Contents of the Operations Specifications ACL A,B,C,D,E
121.77 Amendment of Certificate OM-A Chapter 2.1-01.a
121.79 Amendment of Operations Specifications Regulatory
121.81 Inspection Authority OM-A Chapter 0.1.3
121.83 Change of Address OM-A Chapter 0-1.2
SUBPART E – APPROVAL OF ROUTES
121.93 Route Requirements: General OM-A Chapter 9.2.3
121.95 Route Width OM-A Chapter 9.1
OM-A Chapter 9.2.3
OM-A Chapter 9.4
121.97 Airports: Required Data OM-A Chapter 9.2.1 (B)
PY
OM-A Chapter 9.2.4;
C O 4 9
9.2.5; 9.2.6; 9.2.8
1 4
121.99
L L ED g / 5 .0
Communication Facilities: Flag, Domestic and OM-A Chapter 11.2-06;
N T RO
Supplemental Air Carriers
g g a n OM-A Chapter 12.5.5-08
OM-A Chapter 12.6.9
121.101
N C O i
Weather Reporting Facilities
S t a n OM-A Chapter 9.5.1
121.103 U l o ra
En-route Navigational Facilities
1 - 2 5 OM-A Chapter 9.2.2
n a F 1 7 - 0 OM-A Chapter 12.4.2 D

l y 2 0
ose
(2)
121.105
121.106
R Servicing and Maintenance Facilities
ETOPS Alternate Airport: Rescue and Fire OM-A Chapter 9.2.5;4.4.3
Fighting service
121.107 Dispatch Centres, Flag and Domestic Air OM-A Chapter 4.3.3-01
Carriers
121.122` Communications Facilities – Supplemental OM-A Chapter 11.2;
Operations OM-A Chapter 12.5.5-08;
12.6.8
121.125 Flight Following System: Flag, Domestic and OM-A Chapter 4.3.3 (01-
Supplemental Air Carriers 02)
121.127 Flight Following System Requirements: Flag, OM-A Chapter 4.3.3 (01-
Domestic and Supplemental Air Carriers 02)
SUBPART F – [RESERVED]
SUBPART G – MANUAL REQUIREMENTS
121.133 Preparation OM-A Chapter 0.1; 2.2.1
121.135 Contents OM-A, OM-B1, OM-B2,
OM-C, OM-D1, OM-D2,
OM-D3
121.137 Distribution and Availability OM-A Chapter 2.2.1;
16 Jan 2017 Page 2

CASR 121
CASR
OM Cross Ref.
Checklist Title
OM-A Chapter 2.2.2
121.139 Requirement for Manual aboard Aircraft: OM-A Chapter 2.2.1
121.141 Airplane Flight Manual OM-A Chapter
2.2.6;2.2.1;2.2.5.1
OM-A Chapter 0.0.1
121.143 Standard Operating Procedures OM-A Chapter 2.2.5.3
SUBPART H – AIRCRAFT REQUIREMENTS
121.153 Aircraft requirements: General OM-A Chapter 2.2.6;
OM-A Chapter 2.2.7;
OM-A Chapter 9.1;
OM-A Chapter 2.2.4
121.155 Operation of Foreign Registered Aircraft OM-A Chapter 2.1.8
121.157 Aircraft Certification and Equipment
Requirements
121.159 Single Engine Airplanes Prohibited N/A
121.161 Airplane Limitations: Type of Route OM-A Chapter 12.6.1
121.162 ETOPS Type Design Approval Basis OM-A Chapter 12.6.1
121.163 Aircraft Proving Test
C O PY 4 9
OM-A Chapter 19.2.3
4
121.165
ED
Empty Weight and Center of Gravity: Currency
L 5 .0
CMM 1
Requirement
RO L n g /
O N T
SUBPART I – AIRPLANE PERFORMANCE OPERATING
n g g a
LIMITATIONS
U N C S i t a
l o ra 1 - 2 5
121.173 General
n a F 1 7 - 0
121.175
e l y 2 0
Aeroplanes Takeoff Performance Limitations
s OM-A Chapter 2.2.5.1;
R o OM-A Chapter 9.1;
FRG; FCOM/AOM; FPPM
121.177 Takeoff Obstacle Clearance Limitations OM-A Chapter 2.2.5.1;
9.1
FRG; FCOM/AOM; FPPM
121.179 En-route Limitations OM-B1 Chapter 1.2
121.181 Landing Limitations OM-A Chapter 9.2.1-03
121.183 Destination Alternate Aerodrome OM-A Chapter 9.2.1-03
121.185 Airplanes: Reciprocating Engine Powered: N/A
Landing Limitations: Destination Airport
121.187 Airplanes: Reciprocating Engine Powered: N/A
Landing Limitations: Alternate Airport
121.189 Airplanes: Turbine Engine Powered: Takeoff OM-B1
Limitations
121.191 Airplane: Turbine Engine Powered: En-route OM-B1
Limitations: One Engine Inoperative
121.193 Airplanes: Turbine Engine Powered: En-route OM-B1
Limitations: Two Engines Inoperative
121.195 Airplanes: Turbine Engine Powered: Landing OM-B1
Limitations: Destination Airports
16 Jan 2017 Page 3

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.197 Airplanes: Turbine Engine Powered: Landing FOOM
Limitations: Alternate Airports
121.198 [Reserved]
121.199 [Reserved]
121.201 [Reserved]
121.203 [Reserved]
121.205 [Reserved]
121.207 [Reserved]
SUBPART J – SPECIAL AIRWORTHINESS

REQUIREMENTS
121.213 [Reserved]
121.215 Cabin Interiors By TC
121.217 Internal Doors N/A
121.219 Ventilation By TC
121.221 Fire Precautions By TC
121.223 Proof of Compliance with Section 121.221
PY
121.225 Propeller Deicing Fluid N/A
121.227 Pressure Cross Feed Arrangements
C O 4 4
By TC
1 9
121.229 Location of Fuel Tanks
L L ED g / 5 .0 By TC
121.231
121.233 N T RO
Fuel System Lines and Fittings
g g a n
Fuel Lines and Fittings in Designated Fire
By TC
By TC
Zones
N C O S i t a n
121.235 U
Fuel Valves
l o ra 1 - By5
2 TC
121.237
n a F 1 7 - 0
Oil Lines and Fittings in Designated Fire Zones
By TC
y 20
121.239
121.241 R osel
Oil Valves
Oil System Drains
By TC
By TC
121.243 Engine Breather Lines By TC
121.245 Fire Walls By TC
121.247 Firewall Construction By TC
121.249 Cowling By TC
121.251 Engine Accessory Section Diaphragm By TC
121.253 Powerplant Fire Protection By TC
121.255 Flammable Fluids By TC
121.257 Shutoff Means By TC
121.259 Lines and Fittings By TC
121.261 Vent and Drain Lines By TC
121.263 Fire Extinguishing Systems By TC
121.265 Fire Extinguishing Agents OM-B2 Chapter 10.9.2;
OM-B2 Chapter 10.9.3;
121.267 Extinguishing Agent Container Pressure Relief By TC
121.269 Extinguishing Agent Container Compartment By TC
Temperature
121.271 Fire Extinguishing System Materials By TC
121.273 Fire Detector Systems By TC
16 Jan 2017 Page 4

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.275 Fire Detectors By TC
121.277 Protection of Other Airplane Components By TC
Against Fire
121.279 Control of Engine Rotation By TC
121.281 Fuel System Independence By TC
121.283 Induction System Ice Prevention By TC
121.285 [Reserved]
121.287 Carriage of Cargo in Cargo Compartments By TC
121.289 Landing Gear: Aural Warning Device By TC
121.291 Demonstration of Emergency Evacuation OM-A Chapter 16.1
Procedures
121.293 [Reserved]
121.295 Location for a Suspect Device OM-A Chapter 22.3.1-C3
OM-B2 Chapter 6.5
SUBPART K – INSTRUMENT AND EQUIPMENT
REQUIREMENTS
121.303 Airplanes Instruments and Equipment By TC
PY
121.305 Flight and Navigational Equipment By TC
121.306 Portable Electronic Devices
C O 4 4 9
OM-A Chapter 11.1.18;
1
L L ED g / 5 .0
OM-B2 Chapter 2.1
121.307
121.308
Engine Instruments
N T
Lavatory Fire Protection RO g g a n By TC
By TC
121.309 EmergencyC
N O
Equipment
S i t a n By TC
121.310 U EmergencyloEquipment
Additional ra 1 - 2 5 By TC
121.311 Seats, Safetya
n F
Belts,
7 -
Shoulder Harnesses,
1 0
and By TC
l y 2
se for Compartment Interiors
Child Restraint Systems 0
121.312RoMaterials By TC
121.313 Miscellaneous Equipment By TC
121.314 Cargo and Baggage Compartments By TC
121.315 Cockpit Check Procedure OM-A Chapter 11.1.4;
2.2.5.3; 2.2.6
121.316 Fuel Tanks By TC
121.317 Passenger Information Requirements and OM-A Chapter
Smoking Prohibitions 16.5.2;16.5.5
OM-B2 Chapter 2.1.18;
2.1.21; 7.1.1.g; 7.1.7.g;
2.1.18.a; 2.1.21; 2.1.9.a
121.318 Public Address System OM-B2 Chapter 7
121.319 Crewmember Interphone System OM-B2 Chapter 7
121.321 [Reserved]
121.323 Instruments and Equipment for Operations at MEL
Night
121.325 Instruments and Equipment for Operating MEL
under IFR
121.327 Supplemental Oxygen: Reciprocating Engine N/A
Powered Airplanes
16 Jan 2017 Page 5

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.329 Supplemental Oxygen for Sustenance: Turbine OM-A Chapter 20.3
engine Powered Airplanes
121.331 Supplemental Oxygen Requirement for N/A
Pressurized Cabin Airplanes: Reciprocating
Engine Powered Airplanes
121.333 Supplemental Oxygen for Emergency Descent OM-A Chapter 20.3;
and for First Aid; Turbine Engine Powered OM-B2 Chapter 7
Airplanes with Pressurized Cabins
121.335 Oxygen Equipment Standards By TC
121.337 Protective Breathing Equipment OM-A Chapter 20.4-c,
OM-A Chapter 16.3.2-f
OM-B2 Chapter 4
OM-B2 Chapter 7
121.339 Aircraft Overwater Operations OM-A Chapter 16.3.2;

OM-B2 Chapter 4
OM-B2 Chapter 7;
121.340 [Reserved]
121.341 Equipment for Operation in Icing Conditions By TC
121.342 Pitot Heat Indication Systems
C O PY By TC
4 4 9
121.343 Flight Recorders
L ED 5 .0
By TC 1
121.344 [Reserved]
RO L n g /
121.344a [Reserved]
O N T n g g a
121.345
C
Radio Equipment
U N S i t a By TC
By5
121.347 Communication Equipment
l o r a - 2 TC
121.349
a F
Navigation Equipment
n 1 7 - 01 By TC
121.351
e l y 2 0
Communication and Navigation Equipment for
s OM-A Chapter 12.6.8
R o
Extended Over-Water Operations and for
Certain Other Operations
121.352 Low-Altitude Wind shear System Equipment OM-A Chapter 12.3-E
Requirements
121.353 Emergency Equipment for Operations over OM-B2 Chapter 4.5;
Uninhabited Terrain Areas: Flag, Domestic and OM-B2 Chapter 7
Supplemental Operators
121.354 Terrain Awareness and Warning System OM-A Chapter 12.3-D
121.355 Equipment for Operations on Which OM-A Chapter 12.3-H
Specialized Means of Navigation Are Used
121.356 Collision avoidance system OM-A Chapter 12.3-A
121.357 Airborne Weather Radar Equipment OM-A Chapter 12.3-C
Requirements
121.358 Global Positioning System (GPS) By TC
121.359 [Reserved]
121.360 [Reserved]
SUBPART L – MAINTENANCE, PREVENTIVE
MAINTENANCE AND ALTERATIONS
121.361 Applicability CMM
121.363 Responsibility for Airworthiness CMM
16 Jan 2017 Page 6

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.365 Maintenance, Preventive Maintenance, and CMM
Alteration Organization
121.367 Maintenance Program CMM
121.369 Company Maintenance Manual Requirements CMM
121.371 Required Inspection and Appropriate Personnel CMM
121.373 Continuing Analysis and Surveillance CMM
121.374 Continuous Airworthiness Maintenance CMM
Program (CAMP) for Two-Engine ETOPS
121.375 Maintenance and Preventive Maintenance CMM
Training Program
121.377 Maintenance and Preventive Maintenance CMM
Personnel Duty Time Limitations
121.378 Certificate Requirements CMM
121.379 Authority to Perform and Approve CMM
Maintenance, Preventive Maintenance, and
Alterations
121.380 Maintenance Recording Requirements CMM
121.380a Transfer of Maintenance Records CMM
SUBPART M – AIRMAN AND CREWMEMBER
REQUIREMENTS
C O PY 4 4 9
L ED OM-AgChapter 5 1
.05.3;
121.383
RO L
Airman: Limitations on Use of Services /
n Chapter 5.4
121.385
N T
Composition of Flight Crew
O n g g a OM-A
121.387
N C
Flight Engineer
U S i t a N/A
121.389
o ra - 2
Flight Navigator and Specialized Navigation
l 1 5
N/A
Equipment
n a F 1 7 - 0
121.391
e l y
Flight Attendants
s 2 0 OM-A Chapter 5.4-09;
R o OM-A Chapter 16.5.3
121.393 [Reserved]
121.395 Flight Operations Officer: Domestic and Flag OM-A Chapter 16.3-01
Air Carriers
121.397 Emergency and Emergency Evacuation Duties OM-A Chapter 26.1;
OM-A Chapter 5.4-07;
OM-B2 Chapter 10;
OM-B2 Chapter 11
SUBPART N - TRAINING PROGRAM
121.400 Applicability and Terms Used OM-A Chapter 6
OM-D1 2.2.2 01 initial
new hire; 2.2.3 04
upgrade training; 2.2.2 07
differences training
(a)OM-A 6.1.1
(c)OM-A 6.4.1.1
121.401 Training Program: General OM-A Chapter 6.5.4
OM-A Chapter 6.4.2.1
OM-D1 2.2.1-01; FCTP
01.02 (b); 5.1 01-03 (a.4
16 Jan 2017 Page 7

CASR 121
CASR
OM Cross Ref.
Checklist Title
& b); 2.4.1-02 (a.4);
appendix 7; 4.1.1 (c)
121.403 Training Program: Curriculum OM-D1 (b.1) 4.2.0 02;
(b.2) 2.3.3 03-04; (b.3)
2.2.3;4.2.4 01&05; (b.4)
2.3.3-02; (b.5) 1.6.2;4.2.0
03
OM-D2 Chapter 5.1
121.404 Training Program: Specific Requirements OM-D1 Chapter 4.1.1-01;
(a)4.1.1-01
(b)appendix C
(b)wind shear 4.2.12
(c)CRM 4.2.9 ;4.7.6;(c-d
appendix c) kurikulum
SEP 4.7.10
(d)DG 4.7.5 ;4.2.8 05
(e)emergency 4.7.10
(f)aircraft surface
contamination training
C O PY 4 4 9
4.2.11
L ED 5 .0 1 (g)cat II/III 4.2.19 02;4.3.9
RO L n g / 02
O N T n g g a (h)ETOPS 4.2.19 05
U N C S i t a (i)pbn 4.2.19 04
l o ra 1 - 2 5 (j)CFIT 4.2.19 11
n a F 1 7 - 0 (k)aircfart type
l y 2 0 performance 4.2.10 03
R ose (l)flight training 4.3.0;4.3.1

(m)differences training
4.2.13
(n)upgrade training 4.1.1
(o)line training 4.5.1 05
OM-D2 Chapter 5.1
121.405 Training Program and Revision: Initial and Final OM-D1 Chapter 2.3.2 02-
Approval 03; OM-D1 2.3.3 – 02;
OM-D1 2.3.4 – 01; OM-
D1 2.3.4 – 03 (744); OM-
D1 2.3.4 – 04 (B777);
OM-D1 2.3.4 – 05 (A330);
OM-D1 2.3.4 – 06
(737CL); OM-D1 2.3.4 –
07 (B738); OM-D1 2.3.4 –
08 (CRJ100); OM-D1
2.3.4 – 09 (ATR72); OM-
D1 2.3.3 – 02
121.407 Training Program: Approval of Airplane OM-D1 Chapter 2.3.3-02
Simulators and other Training Devices
16 Jan 2017 Page 8

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.409 Training Courses Using Airplane Simulators (a) OM-D1 2.3.3 – 06.a
and other Training Devices (b.1) OM-D1 3.1.1 – 10
(b.2) 4.1.1
(b.3)6.1.1-03 i ;ii. 4.3.0-
04;iii
(b.4) 4.3.0-01 & 4.3.1-04
121.411 Qualifications: Flight Instructors (Airplane) and OM-A 6.4.1.6
Flight Instructors (Simulator) OM-D1 2.4.4 B
(Simulator)
OM-D1 2.4.4 C (FIA)
OM-D1 5.2.2 (Ground
Instructor)
OM-D1 5.2.3 (FIS)
OM-D1 5.2.5 (FIA)
OM-D1 5.2.6 (CRM
Instructor)
OM-D1 5.3.1 (Check
Airman)
121.412 Qualifications: Instructors for Flight Operations OM-A Chapter 6.4.1
Officer and Flight Attendants
C O PY
OM-A Chapter 6.4.1449
121.413
D
Initial and Transition Training and Checking
L E (a.1)5.2-035.0
1
R OL
Requirements: Flight Instructors (Airplane),
n /
g6.4.1.6 c
O N T
Flight Instructors (Simulator)
n g a
g (c)
OM-A
OM-D1 5.2.1 – 05
UN C S i t a 5.2.2 – 04.C
lo r a 1 - 2 5
OM-D1
[Reserved]na F 0 (c.5)1.5.2 (06-07)

121.415
l y 0 1 7 -
e 2
121.417
Ros
Crewmember Emergency Training OM-D1 Chapter 4.2;
note:ch 4.2.6(01-02)
CASR part 121.417(a)
(c)4.7.0 04;(c.1-2)4.2.6
(01)
(c.2.e) 4.2.6 05.H
(d) 4.2.6 I
OM-D2 Chapter 5.1
121.418 Differences Training: Crewmembers and Flight OM-D1 Chapter 2.2;
Operations Officers OM-D1 Chapter 4.2;
(a)OM-D1 2.2.2-07
(b) 4.3.8;4.2.13
OM-D2 Chapter 5.1;
OM-D3 Chapter 5.3;
OM-D3 Chapter 6.3
121.419 - [Reserved]
121.427
121.429 Recurrent Training OM-D1 Chapter 4.1;
OM-D1 Chapter 4.7;
OM-D1 Chapter 4.8;
16 Jan 2017 Page 9

CASR 121
CASR
OM Cross Ref.
Checklist Title
(a) OM A 6.4.4.1(Flt
Crew); OM-D1 4.1.1 (Flt
Crew); OM-D1 4.7
(Ground Training); OM-D1
4.8 (Simulator Training);
OM A 6.4.4.3 (FOO); OM-
D3 1.4.5; OM-D3 5.12
(Recurrent & Com
Check); OM-D2 3.1.2.A.5
(b) OM-D2 3.1.3; OM-D2
5.1.2.5; OM-D2 5.1.3.13;
OM-D2 5.1.3.16;
(c) OM-D2 5.1.2; OM-D3
Chapter 5.4;
OM-D3 Chapter 6.4
SUBPART O – CREWMEMBER QUALIFICATIONS
121.431 Applicability OM-A Chapter 6.4.3.2;
OM-D1
121.432 General
121.433 Training Required P
OM-A
O Y
Chapter 6.1;
4 9
ED C 1
.06.5.3;
OM-D1 Chapter 4.6.64
121.434
L L
Operating Experience, Operating Cycles, and / 5
OM-A Chapter
g
T
Consolidation of Knowledge
N RO and Skills
g g a n D1 4.5.1 01;4.5.1 04
OM
121.435
PilotU NCO Certificates
[Reserved]
S i t an
121.437 Qualification:
l o r a Required
1 - 2 5
OM-A Chapter 3.3.9;
n a F 1 7 - 0 OM-A Chapter 3.3.10;
s e l y 2 0 OM-A Chapter 5.1.1

121.438
RoRequirements
Pilot Operating Limitations and Pairing OM-A Chapter 6.6;
OM-A Chapter 6.5.3
121.439 Pilot Qualification: Recent Experience OM-A Chapter 6.6
OM4.6.6
121.440 Line Checks OM-A Chapter 6.6
OM-D1 Chapter 4.6.5
121.441 Proficiency and Competency Checks OM-A Chapter 6.4.3;
OM-A Chapter 6.4.4
121.443 Pilot in Command Qualification: Route and OM-A Chapter 6.6
Airports OM-D1 Chapter 4.5.2
121.445 Pilot in Command Airport Qualification: Special OM-A Chapter 6.6
Areas and Airports OM D1 Chapter 4.6.5
(c.1)OM D1 4.5.3
121.447 Flight Attendant Qualifications OM-B2 Chapter 1.2.2;
OM-D2
121.453 Flight Engineer Qualifications N/A
121.455 [Reserved]
121.457 [Reserved]
121.458 [Reserved]
121.459 [Reserved]
16 Jan 2017 Page 10

CASR 121
CASR
OM Cross Ref.
Checklist Title
SUBPART P – FLIGHT OPERATIONS OFFICER

QUALIFICATIONS AND DUTY TIME LIMITATIONS:
DOMESTIC AND FLAG AIR CARRIERS; FLIGHT
ATTENDANT DUTY PERIOD LIMITATIONS AND REST
REQUIREMENTS: DOMESTIC, FLAG, AND
SUPPLEMENTAL AIR CARRIERS
121.463 Flight Operations Officer Qualifications OM-A Chapter 6.3
121.465 Duty Time Limitations: Domestic and Flag Air OM-A Chapter 6.3
Carriers
121.467 Flight Attendant Duty Period Limitations and OM-A Chapter 7.2.7
Rest Requirements: Domestic, Flag, and
SUBPART Q – FLIGHT AND DUTY TIME LIMITATIONS
AND REST REQUIREMENTS: FLAG, DOMESTIC AND
SUPPLEMENTAL AIR CARRIERS
121.471 Flight Time Limitations and Rest Requirements:
C O PY
OM-A Chapter 7.2.2
4 4 9
All Crewmembers
L ED OM-AgChapter 5 1
.07.2.3
121.472 L
Duty Time Limitations: All Crewmembers
RO /
n Chapter 7.1;
121.475 Crewmembers on Reserve
N T
O and RestSRequirements: n g g aOM-A
U N C i t a OM-A Chapter 7.7.1

121.481
Two Pilot Crews Flor
Flight Time Limitations
a - 2 5
OM-A Chapter 7.2.4
n a Two Pilots 1 7 - 01 OM-A Chapter 7.2.5

121.483
s e y
l Flight Crewmember20
Flight Time Limitations: and One
o
121.485R Flight Time limitations: Three or more Pilots
Additional
OM-A Chapter 7.2.6
and an Additional Flight Crewmember
121.489 Flight Time Limitations: Other Commercial OM-A Chapter 7.2.8
Flying
121.493 Flight Time Limitations: Flight Engineers and N/A
Flight Navigators
121.495 Flight time limitations: Deadhead OM-A Chapter 7.2.9
transportation: airplanes
SUBPART R – CABIN SAFETY
121.501 Compliance with Briefings or Safety
Instructions and Carriage of Weapons
121.502 Crewmember Requirements at Stops where OM-A Chapter 16.5.3
Passengers Remain on Board
121.503 Briefing Passengers before Takeoff OM-A Chapter 17.2.3
121.504 Briefing Passengers: Extended Overwater OM-A Chapter 17.2.3
Operations
16 Jan 2017 Page 11

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.505 Stowage of Food, Beverage, and Passenger
Service Equipment during Airplane Movement
on the Surface, Takeoff, and Landing
121.507 Retention of Items of Mass in Passenger and OM-A Chapter 16.7
Crew Compartments
121.509 Carry-on Baggage OM-A Chapter 10.4.5
121.511 Carriage of Cargo in Passenger Compartments N/A
121.513 Refuelling with Passengers on Board OM-A Chapter 16.5.4
121.515 [Reserved]
121.517 Alcoholic Beverages OM-A Chapter 10.4.4 (H)
121.519 [Reserved]
121.521 [Reserved]
121.523 Emergency and Emergency Evacuation Duties OM-B2 Chapter 7;
OM-B2 Chapter 11
SUBPART S – [Reserved]
SUBPART T – FLIGHT OPERATIONS
121.533 Responsibility for Operational Control OM-A Chapter 4.3.3
PY
121.535 Medical Examination for Pilots, Cabin Crews, OM-A Chapter 5.3
O
and Engineers before Performing Their Duties
C 1 4 4 9
121.537 Alcohol or Drugs
L L ED GASP OM-A
g 5 .0
Chapter
/
2.1.6
121.538
121.539
Airplane Security
Operations Notices
N T RO g g a n Chapter 4.2
OM-A
121.541
N C O S i t a n
Operations Schedules: Domestic and Flag AirOM-A Chapter 4.3.3;
U
Carriers
l o r a 1 - 2 5 Chapter 7.4
OM-A
121.542
a F
Flight Crewmember Duties
n 1 7 - 0 OM-A Chapter 11.1-11
121.543
s e l y 2 0
Flight Crewmember at Controls OM-A Chapter 11.1-02
121.545 R o
Manipulation of Controls OM-A Chapter 11.1-14
121.547 Admission to Flight Deck OM-A Chapter 11.1-12;
OM-B2 Chapter 2.1.3
121.548 Aviation Safety Inspector’s Credentials: OM-A Chapter 11.1.12;
Admission to Pilot’s Compartment
121.549 Flying Equipment OM-A Chapter 3.3.9;
OM-A Chapter 16.3.2;
OM-B2 Chapter 2.2; 4.4
121.550 [Reserved]
121.551 Restriction or Suspension of Operation OM-A Chapter 4.3.1-02
121.553 [Reserved]
121.555 Compliance with approved routes and ACL B31
limitations ACL B32
121.557 Emergencies OM-A Chapter 3.3.9;
4.4.6; 5.2-02; 26.2.1
121.559 In-flight fuel Management OM-A Chapter 13.4;
OM-A Chapter 13.6-02
121.561 Reporting Potentially Hazardous OM-A Chapter 3.3.9
Meteorological Conditions and Irregularities of
Ground and Navigation Facilities
16 Jan 2017 Page 12

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.563 Reporting Mechanical Irregularities OM-A Chapter 3.3.14
121.565 Engine Inoperative: Landing; Reporting OM-A Chapter 11.4.3
121.567 Instrument Approach Procedures and IFR ACL
Landing Minimums
121.569 Equipment Interchange: Domestic and Flag Air OM-A Chapter 6.4.1.1-c
Carriers
121.570 Airplane Evacuation Capability OM-A Chapter 16.3.2-c
121.571 [Reserved]
121.573 [Reserved]
121.574 Oxygen for Medical Use by Passengers OM-B2 Chapter 2.1.14
121.575 [Reserved]
121.576 Retention of Items of Mass in Passenger and OM-B2 Chapter 2.1.17
Crew Compartments
121.577 [Reserved]
121.578 [Reserved]
121.579 Minimum Altitudes for Use of Autopilot OM-A Chapter 11.4.2
121.581 Observer's Seat: En-route Inspections OM-A Chapter 11.1.12
121.583 [Reserved]
PY
121.585 Exit Seating OM-A Chapter 10.3.8-04
121.587 Closing and Locking of Flight Crew
C O 4 4 9
OM-A Chapter 11.1.11
1
Compartment Door
L L ED g / 5 .0
121.589
121.590
[Reserved]
N T RO
Use of Certificated Land Airports
g g a n C70
ACL
N C O i t a
SUBPART U – DISPATCHING AND FLIGHT RELEASE
S n
RULES U l o ra 1 - 2 5
121.591
n
Applicabilitya F 1 7 - 0
l y 2 0
121.593
121.595 R ose
Dispatching authority: Domestic operations
Dispatching Authority: Flag operations
OM-A Chapter 4.4.3
OM-A Chapter 4.4.3
121.597 Flight Release Authority: Supplemental Air OM-A Chapter 4.4.3
Carriers
121.599 Familiarity with Weather Conditions OM-A Chapter 4.4.3
121.601 Aircraft Flight Operations Officer Information to OM-A Chapter 9.2.7
Pilot in Command: Domestic and Flag Air
Carriers
121.603 Facilities and Services: Supplemental Air OM-A Chapter 9.2.7
Carriers
121.605 Airplane Equipment OM-A Chapter 4.4.3
121.607 Communication and Navigation Facilities: OM-A Chapter 4.4.3
Domestic and Flag Air Carriers
121.609 Communication and Navigation Facilities: OM-A Chapter 4.4.3
121.611 Dispatch or Flight Release under VFR OM-A Chapter 4.4.1
121.613 Dispatch or Flight Release under IFR OM-A Chapter 4.4.1
121.615 Dispatch or Flight Release Over Water OM-A Chapter 4.4.1
121.617 Alternate Airport for Departure OM-A Chapter 9.3.1
121.619 Alternate Airport for Destination: IFR: Domestic OM-A Chapter 4.4.1
Air Carriers
16 Jan 2017 Page 13

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.621 Alternate Airport for Destination: Flag Air OM-A Chapter 4.4.1
Carriers
121.623 Alternate Airport for Destination: IFR: OM-A Chapter 4.4.1
121.624 ETOPS Alternate Airports OM-A Chapter 12.6.5
121.625 Alternate Airport Weather Minimums OM-A Chapter 9.3.3
121.627 Continuing Flight in Unsafe Conditions OM-A Chapter 3.3.9
121.628 Inoperable Instruments and Equipment OM-A Chapter 18.1;
OM-A Chapter 18.2
121.629 Operation in Icing Conditions OM-A Chapter 14.1.3;
OM-A Chapter 3.3.9
121.631 Original Dispatch or Flight Release, Re- OM-A Chapter 9.2.1; 9.3
dispatch or Amendment of Dispatch or Flight OM-A Chapter 12.6.5;
Release 13.6-01; 13.4
OM-C
121.633 Considering Time-Limited Systems in Planning OM-A Chapter 12.6.5
ETOPS Alternates
121.635 [Reserved]
121.637 Takeoffs from Unlisted and Alternate Airports OM-A Chapter 6.5.4
121.639 Fuel Supply
C O PY 4 9
OM-A Chapter 13.3
4
121.641 [Reserved]
L ED 5 .0 1
121.643 [Reserved]
RO L n g /
121.645 [Reserved]
O N T n g g a
121.646
N C i t a
En-Route Fuel Supply: International Operations
U S OM-A Chapter 13.4
121.647
o ra
Factors for Computing Fuel Required
l 1 - 2 5 Chapter
OM-A 13.2
121.649
a F 7 - 0
Takeoff and Landing Weather Minimums: VFR:
n 1 OM-A Chapter 9.5.1-11
y 20
osel
Domestic Air Carriers
121.651 R
Takeoff and Landing Weather Minimums: IFR:
All Certificate Holders
OM-A Chapter 9.5.1-06
121.652 Landing Weather Minimums: IFR: All Certificate OM-A Chapter 9.5.1-07
Holders
121.653 [Reserved]
121.655 Applicability of Reported Weather Minimums OM-A Chapter 9.5.1-07
121.657 Flight Altitude Rules OM-A Chapter 9.4.2
121.659 [Reserved]
121.661 Initial Approach Altitude OM-A Chapter 11.5.2
121.663 Responsibility for Dispatch Release: Domestic OM-A Chapter 9.7
and Flag Air Carriers
121.665 Load Manifest OM-A Chapter 9.8.2
121.667 Flight Plan: VFR and IFR: Supplemental Air OM-A Chapter 9.6.2
Carriers
SUBPART V - RECORDS AND REPORTS
121.683 Crewmember and Flight Operations Officer OM-A Chapter 2.2.8
Record
121.685 Aircraft Record ACL D50
16 Jan 2017 Page 14

CASR 121
CASR
OM Cross Ref.
Checklist Title
121.687 Dispatch Release: Flag and Domestic Air OM-A Chapter 9.7
Carriers
121.689 Flight Release form: Supplemental Air Carriers N/A
121.691 [Reserved]
121.693 Load Manifest Station Manual
121.695 Disposition of Load Manifest, Dispatch OM-A Chapter 2.2.7
Release, and Flight Plans: Domestic and Flag
Air Carriers
121.697 Disposition of Load Manifest, Flight Release, OM-A Chapter 2.2.7
and Flight Plans: Supplemental Air Carriers
121.698 [Reserved]
121.699 [Reserved]
121.701 Maintenance Log: Aircraft CMM
121.703 Service Difficulty Reports OM-A 23.3.3
121.705 Mechanical Interruption Summary Report CMM
121.707 Alteration and repair reports CMM
121.709 Maintenance Release or Aircraft Log Entry CMM
121.711 [Reserved]
PY
121.713 [Reserved]
SUBPART W – ADMINISTRATIVE SANCTIONS
C O 1 4 4 9
121.715 Compliance Requirements
L L ED Regulatory 5
Regulatory
g / .0
121.717 Administrative Sanctions
N T RO
SUBPART X – EMERGENCY MEDICAL EQUIPMENT AND
g g a n
TRAINING
N C O S i t a n
121.801 U
Applicability
l o ra 1 - 2 5 Chapter 4.3;
OM-B2
n a F 1 7 - 0 OM-B2 Chapter 4.4

121.803
s e l y
Emergency Medical 2
Equipment 0 OM-A Chapter 8.3.1;
R o OM-B2 Chapter 4.3;
OM-B2 Chapter 4.1.1
121.805 Crewmember Training For In-Flight Medical OM-A Chapter 8.3.2;
Events
SUBPART Y – [Reserved]
APPENDIX
APPENDIX A – FIRST AID KITS and EMERGENCY OM-B2
MEDICAL KITS
APPENDIX B – [Reserved]
APPENDIX C – TRAINING PROGRAM All OM-D
APPENDIX D – CRITERIA FOR DEMONSTRATION OF OM-A Chapter 16.1;
EMERGENCY EVACUATION PROCEDURES UNDER Regulatory
CASR 121.291
APPENDIX E - F – [Reserved]
APPENDIX G – SAFETY MANAGEMENT SYSTEM SMS Manual
APPENDIX H – L [Reserved]
APPENDIX M – N – O [Reserved]
APPENDIX P – REQUIREMENTS FOR ETOPS AND Regulatory
POLAR OPERATIONS
16 Jan 2017 Page 15

CASR 121
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 0
2 LEFT BLANK
R ose INTENTIONALLY
16 Jan 2017 Page 16

OM – A APPENDIX 2. NOTIFICATION TO CAPTAIN (NOTOC)
C O PY 4 4 9
L ED 5 .0 1
RO L ng /
O N T n g g a
U N C S i t a
l o r a 1 - 2 5
l y n aF 2 0 1 7 -0
Rose
16 Jan 2017 Page 1

OM – A APPENDIX 2. NOTIFICATION TO CAPTAIN (NOTOC)
C O PY 4 4 9
L ED 5 .0 1
RO L ng /
O N T n g g a
U N C S i t a
l o r a 1 - 2 5
l y n aF 2 0 1 7 -0
Rose
16 Jan 2017 Page 2

OM – A APPENDIX 3. LOAD SHEET
3.1 MANUAL LOAD SHEET
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
16 Jan 2017 Page 1

C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
16 Jan 2017 Page 2

3.2 COMPUTERIZED LOAD SHEET
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
16 Jan 2017 Page 3

C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
16 Jan 2017 Page 4

OM – A APPENDIX 4. SAMPLE OF FLIGHT
DUTY TIME RECORD
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 1

OM – A APPENDIX 4. SAMPLE OF FLIGHT
DUTY TIME RECORD
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra LEFT BLANK 1 - 2 5
n a FINTENTIONALLY
1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 2

OM – A APPENDIX 5. INSTRUCTION OF ATS
DATA INSERTION
 Use capital letters.

 Adhere closely to the prescribed format.
 Report hours in Coordinated Universal Time (UTC, or Zulu).
 Use the 24-hour clock (e.g., 1800Z, 0930Z, etc.).
 The shaded area in the first 3 lines must be completed by ATS and COM services only.
 Complete items 7 to 18 unless ATS prescribes otherwise
 Complete also item 19 when so required for facilitating alerting and/or Search and Rescue
(SAR) operations.
ITEM 7: Airplane Identification

Insert one of the following aircraft identifications (must not exceed 7 characters and not include
hyphens or symbols):
1. The registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when:
a. In radiotelephony the call sign to be used by the aircraft will consist of this identification
b. The aircraft not equipped with radio.
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
C O PY
the flight identification (e.g. KLM511, NIGERIA213, HERBIE25).
4 4 9
ED
Note: Flight with Transponder Mode S (See item 10)
L 5 .0 1
RO n g /
 Flight Number (FLT NBR) entered by the pilot in the MCDU INIT Page must match exactly
L
O N T n g g a
the aircraft/flight identification entered at Item 7. If it does not, then the aircraft will not be
U N C S i a
correlated with its stored flight plan and delays will ensue.
t
 There must be no space between the designator letters and flight number, nor any zero
l o ra 1 - 2 5
n a F
preceding the flight number.
1 7 - 0
l y 2 0
R ose
ITEM 8: Flight Rules and Type of Flight
Flight Rules
Insert one of the following letters:
I : Entire flight operated under IFR
V : Entire flight operated under VFR
Y : Flight initially operated under IFR
Z : Flight initially operated under VFR
Point or points at which a change of flight rules is planned specify in Item 15.
Type of Flight
Insert one of the following letters when required by ATS:
S : Scheduled air service
N : Non-scheduled air transport operation
G : General aviation
M : Military
X : Other than any of the defined categories above
01 Oct 2016 Page 1

DATA INSERTION
ITEM 9: Number and Type of Airplane and Wake Turbulence Category

Number of airplane
Insert only when more than one applied.
Insert the appropriate designator as specified in ICAO Doc 8643,aircraftType designators, OR,
if no such designator has been assigned, or in case of formation flights comprising more than
one type, insert ZZZZ, and specify in Item 18, the (numbers and) type(s) of aircraft preceded
by TYP/ .
Type of Airplane
The following designators must be used:
AIRPLANE MODEL ICAO DESIGNATOR

A330-200 A332
A330-300 A333
B747-400 B744
B737-800 B738
PY
B777-300ER B77W
CRJ 1000 CRJX C O 1 4 4 9
L L E D / 5 .0
ATR 72-600
T RO AT76
g a n g
C O N t a n g
N
Wake Turbulance Category
U S i
athe following letters: 5
Insert an oblique stroke followed bylo onerof 1 - 2
n a F 1 7 - 0
e l y airplane with a max 0
2
Ro: sMedium,
H : Heavy, for TOW of 136,000 kg or more
M for airplane with a max TOW between 136,000 and 7,000 kg
L : Light, for airplane with a max TOW of 7,000 kg or less.
ITEM 10: EQUIPMENT AND CAPABILITIES

Radio Communication, Navigation and Approach Aid Equipment
Insert one letter as follows:
 N if No COM/NAV/APP aid equipment for the route to be flown is carried, or the equipment
is unserviceable,
 S if Standard(1) COM/NAV/APP aid equipment for the route to be flown is carried and
serviceable,
and/or, insert one or more of the following letters to indicate the COM/NAV/APP aid equipment
which consists of three elements:
 Presence of relevant serviceable equipment on board the aircraft;
 Equipment and capabilities commensurate with crew qualifications; and
 Authorization from the appropriate authority, where applicable.
01 Oct 2016 Page 2

DATA INSERTION
A GBAS Landing System K MLS

B LPV (APV with SBAS L ILS
C LORAN C M1 ATC RTF SATCOM (INMARSAT)
D DME M2 ATC RTF (MTSAT)
E1 FMC WPR ACARS M3 ATC RTF (Iridium)
E2 D-FIS ACARS O VOR
E3 PDC ACARS P (P1-P9 reserved for RCP)
F ADF Q (Removed)
G GNSS(2) R PBN approved(5)
H HF RTF T TACAN
I Inertial Navigation U UHF RTF
J1 CPDLC ATN VDL Mode 2(3) V VHF RTF
J2 CPDLC FANS 1/A HFDL(3) W RVSM approved
J3 CPDLC FANS 1/A VDL Mode A(3) X MNPS approved
J4 CPDLC FANS 1/A VDL Mode 2(3) Y
C O PY 4 9
VHF with 8.33 channel spacing
4
L D
EOther capability
5 .0 1
R O L n g /
J5 CPDLC FANS 1/A SATCOM
(INMARSAT)
O N T Z
n g g a
equipment
capability
carried or other
UN C S i t a
J6 CPDLC FANS 1/A SATCOM
l o r a 1 - 2 5
(MTRSAT)
n F
a (Iridium)2017- 0
se
J7 CPDLC FANS l y
1/A SATCOM
Notes: Ro
(1) Standard equipment is considered to be VHF RTF, VOR and ILS, unless another
combination is prescribed by the appropriate ATS authority.
(2) Type of external GNSS augmentation to be specified in NAV/
(3) See RTCA/ EUROCAE Interoperability requirements for ATN baseline
(4) Inclusion of letter R indicates that an aircraft meets the RNP type prescribed for the route
segment(s), route(s) and/or area concerned.
(5) PBN levels must be specified in PBN/ within item 18. Refer Doc. ICAO document 9613
(6) If the letter Z is used, specify in item 18 the other equipment carried, preceded by COM/
and/or NAV/ as appropriate.
01 Oct 2016 Page 3

DATA INSERTION
Surveillance Equipment
Insert one or of the following descriptors, to a maximum of 20 characters, to describe the
serviceable surveillance equipment and/or capabilities on board:
A Mode A transponder 4 digits (4096 codes)

C Mode C transponder - Mode A and Mode C
E Mode S transponder with aircraft ID, pressure altitude and extended squitter
(ADS-B) capability
H Mode S transponder with aircraft ID, pressure altitude and enhanced surveillance
capability
I Mode S transponder with aircraft ID, but no pressure altitude capability
L Mode S transponder with aircraft ID, but no pressure altitude capability
P Mode S transponder with pressure altitude but no aircraft ID capability
S Mode S transponder including both pressure altitude and aircraft ID capability
X Mode S transponder with neither aircraft ID nor pressure altitude capability
B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability
B2
C PY
ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability
O 4 4 9
U1 ADS-B “out” capability using UAT
L ED 5 .0 1
ADS-B “out” and “in” capabilityR
L
OUAT n g /
U2
N T using
g g a
C Ousing VDL Mode i 4 an
t
V1
U N
ADS-B “out” capability
S
a VDL Mode 4 1-25
rusing
V2
F l o
ADS-B “out” and “in” capability
a 7 - 0
e y n
lFANS 1/A capabilities 20 1
D1
G1 R o s
ADS-C with
ADS-C with ATN capabilities
ITEM 13: Departure Airport and Time

Insert the ICAO four-letter location indicator of the departure aerodrome, OR, if no location
indicator has been assigned, insert ZZZZ and specify, in item 18, the name of the aerodrome
preceded by DEP/ OR, if the flight plan is received from an aircraft in flight, insert AFIL, and
specify, in item 18, the ICAO four-letter location indicator of the location of the ATS unit from
which supplementary flight plan data can be obtained, preceded by DEP/.
Then, without a space, insert
 For a flight plan submitted before departure, the estimated Off-Block time, or
 For a flight plan received from an aircraft in flight, the actual or estimated time over the first
point of the route to which the flight plan applies.
01 Oct 2016 Page 4

DATA INSERTION
ITEM 15: Cruising Speed, Level and Route

Insert the first cruising speed as indicated below in (a) and the first cruising level as in (b),
without a space between them. Then, following the arrow, insert the route description as in
(c).
a. Cruising speed (maximum 5 characters)
Insert the True Air Speed (TAS) for the first or the whole cruising portion of the flight, in
terms of:
 Kilometers per hour, expressed as K followed by 4 figures (e.g. K0830), or
 Knots, expressed as N followed by 4 figures (e.g. N0485), or
 Mach number, when so prescribed by the appropriate ATS authority, to the nearest
hundredth of unit Mach, expressed as M followed by 3 figures (e.g. M082).
b. Cruising level (maximum 5 characters)
Insert the planned cruising level for the first or the whole portion of the route to be flown,
in terms of:
 Flight Level, expressed as F followed by 3 figures (e.g. F085; F330), or
 Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g.
S1130), or
C O PY 4 4 9

ED .0 1
Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100),
L 5
or L
ROas M followedgbyg4afigures g /
n (e.g. M0840), or
 Altitude in tens of meters, N T
 The letters U VFRN
CO expressed
S i t an
r a
for uncontrolled VFR
l o flights
1 - 2 5
c.
n
Route (including changes F
aof speed, level2and/or
1 7
flight0
- rules)
l y 0
R ose
Flights along designated ATS routes
Insert, if the departure aerodrome is located on or connected to the ATS route, the
designator of the first ATS route, OR, if the departure aerodrome is not on or connected
to the ATS route, the letters DCT (Direct) followed by the point of joining the first ATS
route, followed by the designator of the ATS route.
Then insert each point at which either a change of speed or level, a change of ATS route,
and/or a change of flight rules is planned,
Note: When a transition is planned between a lower and upper ATS route and the routes
are oriented in the same direction, the point of transition need not be inserted.
Followed in each case by:
 the designator of the next ATS route segment, even if it is the same as the previous
one, or
 DCT, if the flight to the next point will be outside a designated route, unless both points
are defined by geographical coordinates.
Flights outside designated ATS routes
Insert points normally not more than 30 minutes flying time or 370 km (200 NM) apart,
including each point at which a change of speed or level, a change of track, or a change
01 Oct 2016 Page 5

DATA INSERTION
of flight rules is planned. OR, when required by appropriate ATS authority (ies), define the
track of flights operating predominantly in an east-west direction between 70°N and 70°S
by reference to significant points formed by the intersections of half or whole degrees of
latitude with meridians spaced at intervals of 10 degrees of longitude.
For flights operating in areas outside those latitudes the tracks must be defined by
significant points formed by the intersection of parallels of latitude with meridians normally
spaced at 20 degrees of longitude. The distance between significant points must, as far
as possible, not exceed one hour’s flight time.
Additional significant points must be established as deemed necessary. For flights
operating predominantly in a north-south direction, define tracks by reference to significant
points formed by the intersection of whole degrees of longitude with specified parallels of
latitude which are spaced at 5 degrees. Insert DCT between successive points unless both
points are defined by geographical coordinates or by bearing and distance.
Use only the conventions in (1) to (5) below and SEPARATE each sub-item by a space.
1. ATS route (2 to 7 characters)
The coded designator assigned to the route or route segment including, where
appropriate, the coded designator assigned to the standard departure or arrival route
(e.g. BCN1, Bl, R14, UB10, KODAP2A).
2. Significant point (2 to 11 characters)
C O PY 4 4 9
ED .0 1
The coded designator (2 to 5 characters) assigned to the point (e.g. LN, MAY,
L 5
R O L g /
HADDY), or, if no coded designator has been assigned, one of the following ways:
n in degrees, followed by
N T
 Degrees only (7 characters):
O 2 figures describingg
g a
latitude
n describing longitude in degrees,
C i t3a
followedU
N
“N” (North) or “S” (South), followed by
by “E” (East) or “W”r S figures
a Make up the1correct 2 5number of figures, where
F ofo
l (West).
- 0 -
l y a
necessary, by insertion
n 0 1 7
zeros, e.g. 46N078W.
2 4 figures describing latitude in degrees and
osandeand
 Degrees
Rtens Minutes (11 characters):
units of minutes followed by “N” (North) or “S” (South), followed by 5
figures describing longitude in degrees and tens and units of minutes, followed by
“E” (East) or “W” (West). Make up the correct number of figures, where necessary,
by insertion of zeros, e.g.4620N07805W.
 Bearing and Distance from a navigation aid: The identification of the navigation aid
(normally a VOR), in the form of 2 or 3 characters, THEN the bearing from the aid
in the form of 3 figures giving degrees magnetic, THEN the distance from the aid
in the form of 3 figures expressing nautical miles. Make up the correct number of
figures, where necessary, by insertion of zeros - e.g. a point 180° magnetic at a
distance of 40 nautical miles from VOR “DUB” should be expressed as
DUB180040.
3. Change of speed or level (maximum 21 characters)
The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of
level is planned, expressed exactly as in (2) above, followed by an oblique stroke and
both the cruising speed and the cruising level, expressed exactly as in (a) and (b)
above, without a space between them, even when only one of these quantities will be
changed.
01 Oct 2016 Page 6

DATA INSERTION
Examples: LN/N0284A045
MAY/N0305F180
HADDY/N0420F330
4602N07805W/N0500F350
46N078W/M082F330
DUB180040/N0350M0840
4. Change of flight rules (maximum 3 characters)
The point at which the change of flight rules is planned, expressed exactly as in (2) or
(3) above as appropriate, followed by a space and one of the following:
 VFR if from IFR to VFR
 IFR if from VFR to IFR
Examples: LN VFR
LN/N0284A050 IFR
5. Cruise climbs (maximum 28 characters)
The letter C followed by an oblique stroke; THEN the point at which cruise climb is
C O PY 4 4 9
planned to start, expressed exactly as in (2) above, followed by an oblique stroke;
ED .0 1
THEN the speed to be maintained during cruise climb, expressed exactly as in (a)
L 5
RO L n g /
above, followed by the two levels defining the layer to be occupied during cruise climb,
O N T n g a
each level expressed exactly as in (b) above, or the level above which cruise climb is
g
U N C S i a
planned followed by the letters PLUS, without a space between them.
t
l o ra
Examples: C/48N050W/M082F290F350
1 - 2 5
n a F 1 7 - 0
l y
C/48N050W/M082F290PLUS
2 0
RoseC/52N050W/M220F580F620.
ITEM 16: Destination Aerodrome, Total EET, ALTN Aerodrome, and THF 2nd ALTN
Aerodrome
 Destination aerodrome and total estimated elapsed time (8 characters)
Insert the ICAO four-letter location indicator of the destination aerodrome followed, without
a space, by the total estimated elapsed time, OR, if no location indicator has been
assigned, insert ZZZZ followed, without a space, by the total estimated elapsed time, and
specify in Item 18 the name of the aerodrome, preceded by DEST/ .
NOTE: For a flight plan received from an aircraft in flight, the total estimated elapsed time
is the estimated time from the first point of the route to which the flight plan applies.
 Alternate aerodrome(s) (4 characters)
Insert the ICAO four-letter location indicator(s) of not more than two alternate aerodromes,
separated by a space, OR, if no location indicator has been assigned to the alternate
aerodrome, insert ZZZZ and specify in Item 18 the name of the aerodrome, preceded by
ALTN/.
01 Oct 2016 Page 7

DATA INSERTION
ITEM 18: Other Information

Note: Use of indicators not included under this item may result in data being rejected,
processed incorrectly or lost.
Insert 0 (zero) if no other information, OR, any other necessary information in the preferred
sequence shown hereunder, in the form of the appropriate indicator followed by an oblique
stroke and the information to be recorded:
STS/
Reason for special handling by ATS, e.g. a search and rescue mission, as follows:
 ALTRV: for a flight operated in accordance with an altitude reservation;
 ATFMX: for a flight approved for exemption from
 ATFM: measures by the appropriate ATS authority;
 FFR: fire-fighting;
 FLTCK: flight check for calibration of navigation aids;
 HAZMAT: for a flight carrying hazardous material;
 HEAD: a flight with Head of State status;
 HOSP: for a medical flight declared by medical authorities;
C O PY 4 4 9
 HUM: for a flight operating on a humanitarian mission;
L ED 5 .0 1
 L
ROentity assumes g /
n for separation of
O N T
MARSA: for a flight for which a military
n g g a
responsibility
military aircraft;
MEDEVAC: forU N C S i t a
evacuation; 5

o ra
a life critical medical emergency
F l - 0 1 - 2

e l
NONRVSM: for a non-RVSM
y na capable flight 2 0 1 7 to operate in RVSM airspace;
intending
 SAR: R for o s engaged in a search and rescue mission; and
a flight
 STATE: for a flight engaged in military, customs or police services.
 Other reasons for special handling by ATS shall be denoted under the designator RMK/.
PBN/
Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as
apply to the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters
RNAV SPECIFICATIONS:
 A1: RNAV 10 (RNP 10)
 B1: RNAV 5 all permitted sensors
 B2: RNAV 5 GNSS
 B3: RNAV 5 DME/DME
 B4: RNAV 5 VOR/DME
 B5: RNAV 5 INS or IRS
 B6: RNAV 5 LORANC
01 Oct 2016 Page 8

DATA INSERTION
 C1: RNAV 2 all permitted sensors

 C2: RNAV 2 GNSS
 C3: RNAV 2 DME/DME
 C4: RNAV 2 DME/DME/IRU
 D1: RNAV 1 all permitted sensors
 D2: RNAV 1 GNSS
 D3: RNAV 1 DME/DME
 D4: RNAV 1 DME/DME/IRU
RNP SPECIFICATIONS:
 L1: RNP4
 O1: Basic RNP 1 all permitted sensors
 O2: Basic RNP 1 GNSS
 O3: Basic RNP 1 DME/DME
 O4: Basic RNP 1 DME/DME/IRU
 S1: RNP APCH
C O PY 4 4 9
L ED 5 .0 1
 S2: RNP APCH with BARO-VNAV
R O L n g /
 T1: RNP AR APCH with RF (special N T
ORF (special authorization g g a
n required)
authorization required)
U N C S i t a
 T2: RNP AR APCH without
l o r a 1 - 2 5
NAV/
n a F 1 7 - 0
l y
e to navigation equipment, 0
2 other than specified in PBN/, as required by
Ros
Significant data
the appropriate
related
ATS authority. Indicate GNSS augmentation under this indicator, with a space
between two or more methods of augmentation, e.g. NAV/GBAS SBAS.
COM/
Indicate communications applications or capabilities not specified in Item 10a.
DAT/
Indicate data applications or capabilities not specified in 10a.
SUR/
Include surveillance applications or capabilities not specified in Item 10b.
DEP/
For aerodrome not listed in the relevant Aeronautical Information Publication, indicate location
with 4 figures describing latitude in degrees and tens and units of minutes followed by “N”
(North) or “S”(South), followed by 5 figures describing longitude in degrees and tens and units
of minutes, followed by “E” (East) or “W” (West) or identification of the significant point followed
by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the
distance from the point in the form of 3 figures expressing nautical miles. In areas of high
01 Oct 2016 Page 9

DATA INSERTION
latitude where it is determined by the appropriate authority that reference to degrees magnetic
is impractical, degrees true may be used.
DEST/
For aerodrome not listed in the relevant Aeronautical Information Publication, indicate location
with 4 figures describing latitude in degrees and tens and units of minutes followed by “N”
(North) or ”(South), followed by 5 figures describing longitude in degrees and tens and units
of minutes, followed by “E” (East) or “W” (West) or identification of the significant point followed
by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the
distance from the point in the form of 3 figures expressing nautical miles. In areas of high
latitude where it is determined by the appropriate authority that reference to degrees magnetic
is impractical, degrees true may be used.
DOF/
The date of flight departure in a six figure format (YYMMDD, where YY equals the year, MM
equals the month and DD equals the day).
REG/
The registration markings of the aircraft, if different from the aircraft identification in Item 7.
EET/
C O PY
Significant points or FIR boundary designators and accumulated estimated elapsed times from
4 4 9
take-off to such points or FIR boundaries, when so prescribed on the basis of regional air
ED
navigation agreements, or by the appropriate ATS authority.
L 5 .0 1
RO L n g /
SEL/
N T n g g a
SELCAL Code, for aircraftC so O t a
U N equipped
S i 5
TYP/
F l o ra 0 1 - 2
- by number(s) of aircraft and
l y n aif necessary without
0 1 7
separated byo
R e if ZZZZ is inserted 2in Item 9.
Type(s) of aircraft proceeded
sspace,
one
a space
CODE/
Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal
characters) when required by the appropriate ATS authority. Example: “F00001” is the
lowest aircraft address contained in the specific block administered by ICAO.
DLE/
En route delay or holding, insert the significant point(s) on the route where a delay is
planned to occur, followed by the length of delay using four figure time in hours and minutes
(hhmm).
OPR/
ICAO designator or name of the aircraft operating agency, if different from the aircraft
identification in item 7.
ORGN/
The originator’s 8 letter AFEETN address or other appropriate contact details, in cases
where the originator of the flight plan may not be readily identified, as required by the
appropriate ATS authority.
01 Oct 2016 Page 10

DATA INSERTION
PER/
Aircraft performance data, indicated by a single letter as specified in the Procedures for Air
Navigation Services –aircraft Operations (PANS-OPS, Doc 8168), Volume I - Flight
Procedures, as below: Indicators
Category A: less than 169 km/h (91 knot) indicated airspeed (IAS)
Category B: 169 km/h (91 knot) or more but less than 224 km/h (121 knot) IAS
Category C: 224 km/h (121 knot) or more but less than 261 km/h (141 knot) IAS
Category D: 261 km/h (141 knot) or more but less than 307 km/h (166 knot) IAS
Category E: 307 km/h (166 knot) or more but less than 391 km/h (211 knot) IAS
Category H: Specific procedures for helicopters.
ALTN/
Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes
not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG
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
C O PY 4 4 9
Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For
L ED 5 .0 1
aerodromes not listed in the relevant Aeronautical Information Publication, indicate location
RO L n g /
in LAT/LONG or bearing and distance from the nearest significant point, as described in
DEP/ above.
O N T n g g a
TALT/
N C
U for take-off S i t a
ICAO four letter indicator(s)
F l o a as specified1in-2Doc57910, Location
ralternate,
n a if no indicator 7
1 - 0
s e l y
Indicators, or name of the aerodrome,
20
is allocated.
RIF/
R o
The route details to the revised destination aerodrome, followed by the ICAO four-letter
location indicator of the aerodrome. The revised route is subject to re-clearance in flight.
RMK/
Any other plain language remarks when required by the appropriate ATS authority or
deemed necessary.
ITEM 19: Supplementary Information

E/
Insert a 4-figure group giving the fuel endurance in hours and minutes.
P/
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.
01 Oct 2016 Page 11

DATA INSERTION
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
C O PY 4 4 9
(COLOUR) Insert color of dinghies if carried.
L ED 5 .0 1
RO L n g /
A/
N T
OMARKINGS) Insert g g a
nof aircraft and significant markings.
(AIRCRAFEET COLOUR C
U N AND
S i t a
color
N/
l o ra 1 - 2 5
n F
a N if no remarks, 1 7 0
- any other survival equipment
l y
e remarks regarding survival
(REMARKS) Cross out indicator 0
2 equipment.
or indicates
Rosother
carried and any
C/
(PILOT) Insert name of Pilot-In-Command.
01 Oct 2016 Page 12

OM – A APPENDIX 6. SCENARIO OF
MINIMUM FUEL AND MAYDAY
APPENDIX 6. SCENARIO OF MINIMUM FUEL AND MAYDAY
Annex 6, Part I and PANS-ATM (Procedures for Air Navigation Services – Air Traffic
Management Doc. 4444) are aligned in their guidance to ensure that all participants in the
international aviation community share a common understanding regarding the definition and
intent of the terms “MINIMUM FUEL” and “MAYDAY MAYDAY MAYDAY FUEL.” The following
scenarios illustrate how and when to use each term and are also provided as a means to
clearly differentiate between such declarations.
It is important to note that a common element in every scenario is that each time MINIMUM
FUEL is declared, the PIC has already committed to land at a specific aerodrome and is
concerned that a landing may occur with less than final reserve fuel in the tanks. It is equally
important to note that although the coordinated escalation process (with ATC) related to the
protection of final reserve typically occurs in 3 steps. Each situation is different, however, and
may be resolved at any stage in the process. The 3 steps in the escalation process are:
Protecting Final Reserve Fuel in Accordance with Annex 6, Part I, 4.3.7
Step 1 Request delay information when required (in accordance with 4.3.7.2.1);
C O PY
Declare MINUMUM FUEL when committed to land at a specific
4 4 9
L ED 5 .0 1
aerodrome and any change in the existing clearance may result in a
Step 2
RO L n g /
landing with less than planned final reserve fuel (in accordance with
4.3.7.2.2);
O N T n g g a
N C
U a fuel emergency S i t a
Declare
l o ra when the calculated
1 5 on landing at the
-2fuel
Step 3 F
nearest suitable aerodrome,
1 0
where a-safe
nathe planned final2reserve7fuel (in accordance with 4.3.7.2.3).
landing can be made, will be
e l
less y
than 0
R os
SCENARIO 1. MAYDAY MAYDAY MAYDAY FUEL – An aeroplane is on an IFR Flight
Plan with a destination alternate aerodrome on file.
Narrative
An aeroplane arrives in the Terminal Area and is instructed to hold south of its destination
(KXYZ). The Meterological conditions are deteriorating rapidly in the vicinity of the destination
aerodrome with a front moving in faster than expected. The flight plan fuel uplifted for the flight
allotted 60 minutes of fuel for holding upon arrival to compensate for unanticipated
Meterological conditions and traffic congestion delays. The flight plan also allotted fuel for the
filed alternate (KABC) located 250 miles north of the destination.
Upon initial contact with ATC, the flight is told to hold for 45 minutes. In the holding pattern,
the flight crew completes their normal in flight duties to include re‐checking the destination
Meterological conditions, considering a possible diversion at a pre‐determined time as well as
determining the point in time and fuel remaining required to depart the holding pattern for the
destination aerodrome.
01 Oct 2016 Page 1

After 40 minutes of holding, ATC directs the flight crew to proceed to a holding fix closer to the
destination and clears them to descend to a lower altitude. The EFC issued for the new holding
fix adds 20 minutes of flight time which will burn the remaining contingency fuel. The flight
crew recalculates the expected landing fuel at destination based on the new EFC and is
concerned that they will begin burning into required reserves.
The flight crew conveys their current fuel status to ATC and requests additional delay
information (in accordance with 4.3.7.2.1). ATC then advises that they will be cleared to the
destination (original aerodrome of intended landing) at or before the previously issued EFC
time. 5 minutes prior to the EFC time, the aeroplane is issued a clearance to the initial
approach fix (IAF) and is informed that no further delays should occur.
Shortly after issuing the clearance to the IAF, ATC informs the flight crew that low level
windshear warnings were reported by several preceding aeroplane on final approach to KXYZ.
The flight crew elects to continue but unfortunately, the Meterological conditions at the
destination aerodrome continues to deteriorate, with prevailing winds and visibility that limit
arrivals to one runway. The flight crew flies an approach to the only available runway and
executes a missed approach due to a windshear alert on short final.
Aware that all contingency fuel has been consumed, the flight crew asks and receives a
clearance to their alternate (KABC). The PIC simultaneously declares MINIMUM FUEL (in
accordance with 4.3.7.2.2) based on fuel remaining calculations, their commitment to the
alternate aerodrome and the possibility that any delays incurred en‐route to their alternate
O PY
aerodrome may result in a landing at the alternate with less than final reserve fuel remaining.
C 4 4 9
ATC advises that no further delays are expected E
L andDclears the flight 5to.0 1
the alternate
R
aerodrome. Enroute, the aeroplane is advised L
O aeroplane. g
that the runway at
n g
their /
alternate aerodrome is
O N T
temporarily closed due to an incapacitated
n a
gwith 4.3.7.2.3). ATC informs the
The PIC immediately declares
MAYDAY MAYDAY MAYDAY C
UN KJKL, a lmilitary i t a
Sis available and-2
FUEL (in accordance
r a not5
aeroplane that aerodrome
a F o field,
7 - 0 1 much farther than KABC.
y n
The flight crew is aware of the
elto the
suitability of the KJKL
1 and informs ATC that they will go direct
20and lands at KJKL with 80% of final reserve
os(due
to KJKL. The aeroplane is cleared as requested
fuel in theR
tanks proximity of the emergency divert field).
Explanation
In this scenario, when the flight first held in the vicinity of the original destination (KXYZ), the
PIC could still divert to the alternate aerodrome while maintaining the appropriate fuel reserves
including final reserve fuel. As such and at that point in the flight, a MINIMUM FUEL declaration
would be inappropriate as the flight had yet to commit to an aerodrome and there was sufficient
fuel on board to protect final reserve fuel upon landing at either the destination or alternate.
The second holding clearance, however, threatened to consume all of the flight’s fuelallocated
for holding thereby reducing the options to a landing at the destination if additional delays were
unlikely or a pre‐emptive diversion to the alternate. The potential to burn into the fuel required
to divert to the alternate triggered the query regarding additional delays.
When the flight missed the approach at the planned destination and elected to commit to
thealternate, the PIC declared MINIMUM FUEL as final reserve fuel could no longer be
protected if any additional delays were encountered. Unfortunately, while en route to the
alternate (KABC), additional delays were encountered requiring the PIC to declare an
emergency. By broadcasting MAYDAY MAYDAY MAYDAY FUEL, the PIC utilized his/her
emergency authority to proceed to and land at a military field (KJKL) that would have been
otherwise unavailable.
01 Oct 2016 Page 2

R/T examples edited for brevity and are not all inclusive radio transmissions
Pilot Controller
KXYZ Approach ICAO123 FL 240 ROGER ICAO123 cleared DIRECT
WLCOM and I have holding instructions,
advise when ready to copy
ROGER ICAO123 DIRECT WLCOM ready
to copy
ICAO123 HOLD as published at WLCOM
fix Expect further clearance at 1035
Readback
ICAO123 proceed DIRECT GONER
DESCEND TO FL 190 and I have further
holding instructions, advise when ready to
copy
ROGER ICAO123 DIRECT GONER ready ICAO123 HOLD as published at GONER fix
to copy Expect further clearance at 1120 UTC
Readback and (free text) Have the EFC
C O PY 4 4
ICAO123 No further delays expected 9
times been fairly accurate?
L ED 5 .0 1
L
RO ICAO123 g /
n FASTT arrival and
O N T n g g
resumea the
UN C i t a
cleared
Sadvised
for the ILS RWY 35 approach, be
l o r a 1 - 2 5
low level windshear has been
n a F reported
1 7 - 0
e l y 2 0
RosICAO123
Readback
KXYZ Approach on the missed ROGER ICAO123 CLEARED to KABC via
approach requesting clearance to KABC DIRECT ZZZ VOR and J‐63, CLIMB TO
FLIGHT LEVEL TWO FOUR ZERO
ROGER ICAO 123 cleared to KABC via ROGER MINIMUM FUEL
DIRECT ZZZ VOR and J‐63, leaving ONE
ZERO THOUSAND for FLIGHT LEVEL
TWO FOUR ZERO MINIMUM FUEL
ICAO123 be advised that runway 27/09 is
temporarily closed due to an incapacitated
aeroplane, it is estimated to open in 30 min.
ROGER ICAO123 MAYDAY MAYDAY ROGER ICAO123 MAYDAY FUEL, KJKL
MAYDAY FUEL aerodrome has a 4 KM runway and is 30
NM at your 12 o’clock
Readback
01 Oct 2016 Page 3

Outcome
In this scenario, when the aeroplane executed the missed approach at KXYZ and proceeded
to the alternate aerodrome KABC, the flight was still operating as planned. That is to say, the
flight plan fuel accounted for the possibility of missing an approach at the destination and
proceeding to the alternate. Due to the subsequent delays at KXYZ and a decision to divert to
KABC, however, it became apparent that little if any additional delay could be accepted, thus
triggering the declaration of MINIMUM FUEL.
Up to this point the flight could still be considered “routine,” until the flight crew was informed
that the runway at KABC was temporarily closed. This warranted the MAYDAY MAYDAY
MAYDAY FUEL declaration as all apparently available options would have, in the judgment of
the PIC, resulted in landing with less than the planned final reserve fuel. Declaring an
emergency, however, provided the PIC with additional options. In this case KJKL, a normally
unavailable military field, became a viable option for the aeroplane to able to land while
protecting as much fuel remaining as possible.
SCENARIO 2. MINIMUM FUEL ‐ An aeroplane is on an IFR flight plan with a filed

destination alternate aerodrome and diverts after holding near the original destination
aerodrome.
PY
Narrative
C O 4 4
An aeroplane arrives in the vicinity of the destination aerodrome (MMAB) at 1500 UTC with
1 9
L ED 5 .0
flight planned fuel on board. The aeroplane is asked to hold with an EFC time of 1510 UTC
L g /
N T RO g g n
due to traffic congestion. This is acceptable to the PIC as sufficient contingency fuel was
a
uplifted for unanticipated delays. Time passes and it becomes apparent that 10 minutes of
N C O S i t a n
holding will be insufficient to ease the congestion. The PIC requests delay information from
U o ra - 2 5
ATC (in accordance with 4.3.7.2.1) and is informed to expect an additional 15 minute delay
l 1
n a F 1 7
and is subsequently issued a new EFC time of 1525 UTC. - 0
thee
The PIC checkss l y 0
2that he cannot hold any longer than the original
o requests
Rand
10 minutes
fuel state and informs ATC
a clearance to his alternate aerodrome (MMXZ). The PIC receives a
new clearance and proceeds to MMXZ which now becomes the committed aerodrome of
intended landing as he has consumed most of his contingency fuel and is concerned that he
may begin burning into required reserves.
Meterological conditions encountered en‐route requires a reroute to the alternate which in turn
requires more fuel. When the aeroplane is clear of the Meterological conditions and is
proceeding to the alternate aerodrome the PIC calculates that, barring any further delays, the
flight will be landing with fuel slightly above the planned final reserve fuel quantity. He also
notes that any changes to the current clearance to the alternate would likely result in a landing
with less than final reserve fuel in the tanks.
The PIC informs ATC of the situation by declaring MINIMUM FUEL (in accordance with
4.3.7.2.2). The controller acknowledges the MINIMUM FUEL call and informs the flight crew
that no further delays are expected. The aeroplane proceeds to and lands at the alternate
aerodrome as previously cleared and the PIC fulfills his responsibility to protect final reserve
fuel.
01 Oct 2016 Page 4

Explanation
In this scenario the aeroplane was subject to delays that consumed most of the planned
contingency fuel and later diverted to the alternate aerodrome (MMXZ). In addition to a small
amount of contingency fuel and the planned final reserve fuel, the flight had uplifted the fuel
to proceed to an alternate. A MINIMUM FUEL state did not exist while proceeding to the
original destination aerodrome (MMAB) as the option to diverting to the alternate without
sacrificing planned reserves was still a viable option.
When the aeroplane, however, encountered WX en‐route requiring a reroute to MMXZ, the
remaining contingency fuel was used. Based on the fuel used and once the aeroplane was
back on course to MMXZ, the PIC determined that any further delays en‐route to the alternate
aerodrome to which the flight was committed to land would result in landing with less than
Final Reserve Fuel.
The MINIMUM FUEL call was used appropriately in this case as it described the fuel state of
the aeroplane to the controller clearly, succinctly and in accordance with Annex 6, Part I,
4.3.7.2.2). In other words, the declaration informed the controller that additional delays could
not be accepted and the controller responded by informing the flight crew that no delays were
expected. The controller also provided additional relevant information, kept the flight informed
of any additional delays and passed along any relevant information when transferring the
aeroplane to other ATC units. Both ATC and the flight crew maintained a heightened state of
fuel situational awareness and the aeroplane proceeded to the aerodrome as cleared and
landed uneventfully.
C O PY 4 4 9
It is important to note that in this case, the MINIMUM FUEL
ED .0 1
neither a declaration/ of5urgency nor an
phraseology was used as intended
to convey the fuel status of the aeroplane. It L L
Otreated as cleared
was
g
n the same approach
N
emergency declaration and the aeroplane T Rwas g g a keeping
sequence. However, ATCC didO take action to keepta then
N
U issued clearance S i flight crew informed of any delays or
5
changes to the previously
F l o ra and was required
- 0 1 - 2
to coordinate with other ATC
units to ensure the MINIMUM FUEL
l y n a 2 0 1 7
state of the flight was passed along.
Ro ePilotfor brevity these and are not all inclusive

R/T examplessedited radio transmissions
Controller
MMAB Approach ICAO123 passing ONE ICAO123 I have holding instructions due to
TWO THOUSAND for ONE ZERO traffic congestion. Advise when ready to
THOUSAND copy.
ICAO123 ready to copy ICAO123 HOLD as published at WAITY fix
EFC 1510 UTC
Readback
ICAO123 due to continued traffic
congestion your new EFC is 1525 UTC,
continue holding at WAITY MAINTAIN ONE
ZERO THOUSAND
ICAO123 unable to hold any longer and ROGER ICAO123 CLEARED TO MMXZ
requesting clearance to MMXZ VIA DIRECT XYZ VOR and V‐43, CLIMB
TO ONE FIVE THOUSAND
Readback
01 Oct 2016 Page 5

ICAO123 requesting deviations to the right ICAO123 you are CLEARED to deviate
for weather ahead. right of course as requested, advise when
able to PROCEED DIRECT MMXZ.
Readback
ICAO123 proceeding direct MMXZ and ROGER ICAO123 understand you are
declaring MINIMUM FUEL at this time. declaring MINIMUM FUEL. Expect no
further delays continue as previously
cleared, you are number 5 for the approach.
Outcome
Practically speaking, the events described in this scenario are not out of the ordinary. The
MINIMUM FUEL declaration was simply used by the PIC to make ATC aware that
circumstances had reached a point where any further change to the current clearance could
have resulted in an emergency due to fuel. However, the flight concluded at the alternate
aerodrome (MMXZ), having met all fuel requirements including the protection of final reserve
fuel.
Scenario 3. MINIMUM FUEL ‐The Aeroplane is on an IFR flight plan with a filed alternate
and is forced to divert to an alternate aerodrome.
C O PY 4 4 9
Narrative
L EtheDPacific to YSAB. 5 .0 1
R O L n g /
aerodrome, YSXZ, is located 150N
O T
ICAO123 is a new large aeroplane (NLA) flying across
miles south and is theg
n g a The filed alternate
only available alternate aerodrome
C
N that the destination
Uadvises S i t a
due to a stationary frontal
nm from YSAB, ATC
system surrounding
l o r a YSAB. When
aerodrome
1is- 2 5 until further notice due
ICAO123 is approximately 200
closed
n F
acrew accomplishes 1 7 0
-in‐flight planning duties in accordance
s e l y
to a security breach. The flight
2 0 their
o
with operator policy and procedure to include: checking the Meterological conditions,
Rdiversion options, and completing required fuel calculations.
considering
As a result of these duties, the flight crew decides to proceed to the alternate aerodrome,
YSXZ, where they expect to arrive with 100 min or more of fuel. The flight crew requests delay
information from ATC (in accordance with 4.3.7.2.1) and informs the controller that while not
yet ready to declare Minimum Fuel, they are committed to a landing at YSXZ. ATC responds
that delays in the YSXZ terminal area are likely given the number of diversions from YSAB
and clears ICAO123 to a fix 50 NM from YSXZ with holding instructions and a 25 min EFC
time.
As more and more aeroplanes divert to YSXZ and 25 minutes pass in the hold, ATC directs
the flight crew of ICAO 123 to proceed to another holding fix closer to YSXZ, clears them to a
lower altitude and issues a revised EFC that adds 40 minutes of flight time. ICAO123
acknowledges the new clearance and informs ATC that if they do not proceed to YSXZ at or
before the revised EFC time they will be declaring MINIMUM FUEL (in accordance with
4.3.7.2.2). ATC acknowledges the transmission.
Shortly before the revised EFC time, the flight crew declares MINIMUM FUEL (at this point
the aeroplane is estimating to land with 35 min of fuel and in the judgment of the PIC any
additional delays may result in a landing at YSXZ with less than final reserve fuel in the tanks).
01 Oct 2016 Page 6

What the flight crew did not know is that prior to the MINIMUM FUEL declaration by the PIC,
ATC had already intended to clear ICAO123 for the approach. The controller asks whether an
approach clearance at the conclusion of the present circuit in the holding pattern would be
acceptable to the flight crew. The flight crew accepts the controller’s offer and ATC issues an
approach clearance. The flight lands with more than the final reserve fuel in the tanks.
Explanation
The events described in this scenario had the potential to rapidly deteriorate into an
emergency. The flight crew and ATC were able to resolve the issue in an orderly and
uneventful manner, however, based on a common understanding of the fuel state of the
aeroplane. When ATC informed the flight crew that YSAB was closed and they decided to
proceed to their alternate aerodrome (YSXZ), the initial calculation indicated that they would
arrive with the final reserve fuel (30 min.) plus 70 minutes (100 min. total fuel). Although the
aeroplane was committed to land at YSXZ, as there were no other apparent options, the flight
still had some operational flexibility (70 minutes fuel) and was not presently in a “MINIMUM
FUEL” state in accordance with with Annex 6, Part I, 4.3.7.2.2 .
When ICAO123 was cleared closer to YSXZ and was given an additional holding clearance,
the flight crew proactively informed ATC that the EFC time issued was very close to the point
where no further delay could be accepted. Finally, with the second EFC time approaching and
the flight without an approach clearance, a MINIMUM FUEL state was declared. ATC
PY
consulted with the flight crew about the intention of issuing an approach clearance,
O 4 9
subequently cleared the aeroplane for the approach and the aeroplane landed with more than
C 1 4
final reserve fuel.
L L ED g / 5 .0
T RO
R/T examples edited for brevity and
N g a
are not all inclusive
g n
radio transmissions
Pilot CO
N S i t a n Controller
U l o ra ICAO123,-0be1advised-25YSAB is closed until
na F 1 7notice for security reasons
e l y 2 0further
ROGER,R os STANBY
ICAO123
Center, ICAO 123 request CLEARANCE to ICAO123 CLEARED to YSXZ via DIRECT
YSXZ SUNNY and B850
ROGER ICAO123 CLEARED to YSXZ via ROGER ICAO123 are you declaring
DIRECT SUNNY and B850 be advised MINIMUM FUEL
YSXZ is our only option and we may need
to declare MINIMUM FUEL.
NEGATIVE not at this time
Readback
ICAO123 HOLD at SOONR fix as published
EFC 1030
Readback
ICAO123 DIRECT to CLSER fix and HOLD
as published EFC 1110
ROGER ICAO123 DIRECT CLSER and
HOLD as published EFC 1110. Be advised
01 Oct 2016 Page 7

if we are not cleared for the approach at

1110 we will be declaring MINIMUM FUEL
Readback
YSXZ approach ICAO123 MINIMUM FUEL ROGER ICAO123, are you able to finish the
holding pattern before being cleared for the
approach?
AFFIRMATIVE ICAO123 after CLSER CLEARED for the
ILS RWY 29 approach
Readback
Outcome
This scenario while not necessarily routine benefited from a common understanding of the
term “MINIMUM FUEL” that allowed the flight crew and ATC to appropriately manage the
situation. In this case, the closure of YSAB actually posed a bigger problem for ATC as several
aeroplanes were now diverting to YSXZ. The flight crew proactively kept ATC informed of their
fuel state and ATC shared their intentions with the flight crew (conclude the present hold before
proceeding with the approach clearance). The radiotelephony between the flight crew and
ATC was concise and focused on solutions rather than further describing the problem in
O PY
keeping with the use of the term MINIMUM FUEL as intended in the Provisions.
C 4 4 9
L ED 5 .0 1
L
ROis on an IFR n g /
Scenario 4: MINIMUM FUEL ‐The
O N T
Aeroplane
n g g a
flight plan with a filed alternate
N
and is forced to divert
U toCan alternate
S
aerodrome.it a
l o r a 1 - 2 5
Narrative
thea
in n
F 1 7 0
- destination aerodrome, KDEN, with
l
ICAO Flight 99 arrives
60 minutes ofo
y 0
se fuel, alternate fuel2to enable the crew to fly to their filed alternate
terminal area of its planned
R contingency
aerodrome (KCOS), and final reserve fuel intact. After holding for some time and burning most
of the planned contingency fuel, the crew is advised by ATC of an indefinite delay at the
destination aerodrome due to unexpected runway closures. Specifically, ATC advises that the
primary runway is closed due to a disabled aeroplane and braking action reported as nil on all
other runways. In effect, there is no revised EFC time and KDEN is closed to operations until
further notice.
The PIC elects to divert to the planned alternate aerodrome, KCOS. Although the planned
contingency fuel was mostly consumed, the planned alternate fuel remains intact and is
enough fuel to fly to KCOS. Due to severe Meterological conditions throughout the region,
there are no other alternate aerodromes available that would allow the flight crew to conserve
fuel. Despite operating in accordance with flight planning assumptions, the PIC declares
MINIMUM FUEL (in accordance with 4.3.7.2.2) at this point as the flight is committed to landing
at the alternate, KCOS, and any further delays from this point in the flight may result in a
landing with less than final reserve fuel in the tanks.
This has not yet developed into an emergency as the flight still has a bit of contingency fuel,
the planned alternate fuel to proceed to KCOS plus final reserve fuel remaining. The flight
crew, however, is concerned that based on the remaining contingency fuel, very little delay
can be accepted. The crew gains additional endurance time en‐route to KCOS due to better
01 Oct 2016 Page 8

than expected flight conditions, favorable winds and direct routing. They pass this information
along to ATC for coordination purposes and the flight lands uneventfully in KCOS with more
than final reserve fuel remaining in the tanks.
Explanation
This scenario is very straight forward and clearly illustrates the appropriate use of the
MINIMUM FUEL declaration. In this case, the intent of MINIMUM FUEL is simply to aid the
PIC in his/her responsibility to protect final reserve fuel once the flight is committed to a landing
at a specific aerodrome. It is apparent that, due to the severity of the Meterological conditions
in this example, the crew’s alternatives were quite limited. It is important to note, however, that
the PIC would be required to declare MAYDAY MAYDAY MAYDAY FUEL had additional
delays been encountered en‐route to the alternate and final reserve fuel could no longer be
protected. It is equally important to note that had a closer alternate been available, the
MINIMUM FUEL declaration would have likely been unnecessary.
In this case, however, the flight was able to successfully divert to its alternate (KCOS) and
land without incident. The news that KDEN was closed with no EFC or expected EFC was the
primary factor in the PIC’s decision to commit to a landing at KCOS, the planned alternate
(and in this scenario, the only available alternate). The PIC’s commitment to land at KCOS,
an inability to accept much if any delay and the responsibility to protect final reserve fuel are
the conditions that justify the MINIMUM FUEL declaration.
PY
R/T examples edited for brevity and are not all inclusive radio transmissions
Pilot
C O 4 4 9
Controller
1
L L ED g / 5 .0
ICAO 99, be advised KDEN is closed until
N T RO g g n
further notice.
a
There is a disabled aircraft on the Runway
N C O S i t a n34R and all other runways have a reported
U l o ra 1 - 2 5
braking action of “nil”.
n a F 1 7 - 0
Please advise intentions.
l y 2 0
ose
ICAO 99 please STANDBY
R
Denver Center, ICAO 99 requests
CLEARANCE direct to KCOS
ICAO 99 CLEARED to KCOS via DIRECT
ICAO 99 proceeding direct to KCOS and ROGER, ICAO 99, Denver Center copies
declaring MINIMUM FUEL that you declaring MINIMUM FUEL. We will
pass that information on to the next sector.
ICAO 99
Next Sector:
ICAO 99, Denver Center, descend TO
Flight Level 240, expect no holding at
KCOS. You are number one for the arrival.
Understand you are MINIMUM FUEL
Readback
Denver Center, ICAO 99 confirms we are ICAO 99, Denver Center copies.
MINIMUM FUEL.
Outcome
This is a straightforward example that illustrates the proper use of the MINIMUM FUEL
declaration Such scenarios are endless and can be rooted in unfavorable Meterological
conditions , mechanical problems, traffic, or other unanticipated factors. Once again, the key
01 Oct 2016 Page 9

principles in understanding the use of this term is first; the commitment to an aerodrome with
no other alternatives available and second; protecting final reserve fuel by ensuring to the
extent practicable, that no additional delays will be encountered .
It is important to note that the PIC always maintains his/her ability to exercise emergency
authority at any time. An emergency declaration would include priority handling and afford the
PIC the ability to land at the nearest aerodrome available should the conditions warrant such
action. The MINIMUM FUEL declaration, however, affords the PIC and ATC the opportunity
to work together to protect final reserve fuel and perhaps preclude an emergency from
developing.
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 10

OM – A APPENDIX 7. AIR SAFETY REPORT
(ASR)
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 1

OM – A APPENDIX 7. AIR SAFETY REPORT
(ASR)
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 2

OM – A APPENDIX 8. OPERATIONAL
HAZARD REPORT (OHR)
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 1

OM – A APPENDIX 8. OPERATIONAL
HAZARD REPORT (OHR)
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 2

OM – A APPENDIX 9. DEATH CERTIFICATE
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 1

OM – A APPENDIX 9. DEATH CERTIFICATE
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
N T
O INTENTIONALLY n g g a
U N C S i t
LEFTaBLANK
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
01 Oct 2016 Page 2

OM – A APPENDIX 10. CABIN MAINTAINANCE
LOG
CABIN MAINTAINANCE LOG
C O PY 4 4 9
L ED 5 .0 1
RO L n g /
O N T n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
16 Jan 2017 Page 1

OM – A APPENDIX 10. CABIN MAINTAINANCE
LOG
C O PY 4 4 9
L ED 5 .0 1
L
RO LEFT BLANK n g /
O N T
INTENTIONALLY
n g g a
U N C S i t a
l o ra 1 - 2 5
n a F 1 7 - 0
l y 2 0
R ose
16 Jan 2017 Page 2

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O P Y 4 9

OPERATION MANUAL ED C PART .0 1A4

REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON

CHAPTER PAGE DATE NOTE

12na F16 January 2017 7

Operation Manual Part A – 1st Edition

CHAPTER PAGE DATE NOTE

Operation Manual Part A – 1st Edition

CHAPTER PAGE DATE NOTE

25601713; or 550 1771 ext. 2315

CAPT. FEBY SUMALI

Operation Manual Part A – 1st Edition

Operation Standards (DOP)

Name/ID No : --------------------------------------------- Function : ---------------------------------

Date : --------------------------------------------- Sign : ---------------------------------

Operation Manual Part A – 1st Edition

Operation Manual Part A – 1st Edition

Operation Manual Part A – 1st Edition

Operation Manual Part A – 1st Edition

Operation Manual Part A – 1st Edition

CHAPTER 0. GENERAL INFORMATION

Operation Manual Part A – 1st Edition

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CHAPTER 22. SECURITY

APPENDIX 1. COMPLIANCE WITH CASR 121

Operation Manual Part A – 1st Edition

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Operation Manual Part A – 1st Edition

Operation Manual Part A – 1st Edition

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Operation Manual Part A – 1st Edition

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Operation Manual Part A – 1st Edition

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0.1.2 CHANGE OF ADDRESS

01. FLIGHT OPERATIONS INSPECTORS

02. ADMINISTRATIVE DIRECTIVES

Operation Manual Part A – 1st Edition

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0.1.4 MANUAL ORGANIZATION

*) Other Corporate CSPGM

COMPANY MAINTENANCE OPERATION MANUAL (PART A, GARUDA AVIATION SECURITY

Operation Manual Part A – 1st Edition

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03. ATC OFFICERS AND AERONAUTICAL METEOROLOGICAL FORECASTERS

Operation Manual Part A – 1st Edition

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 and/or guidance relevant to the flight crewmember;

0.1.5 INDEXING SYSTEM

0.1.6 TEMPORARY ISNTRUCTIONS

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0.1.9 MANUAL APPROVAL / ACCEPTANCE

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0.3 RECORD OF REVISION

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0.4 MANUAL HOLDER LIST

NO NAME/DESCRIPTION OFFICE CODE CONTROL ID

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