Issue SAFE FLY THROUGH SECURITY CHECK

Issue 23 2014

SAFE FLY THROUGH

SECURITY CHECK

CHIEF EDITOR MESSAGE

Safe Fly Through Security Check

In every flight operations, the entire ground personnel and air crews play important roles that are expected to form defenses against any acts of unlawful interference to the civil aviation to which each of passengers is exposed and to be able to respond promptly in coping with any security threat. Each airline shall ensure that measures designed and procedures established to safeguard against acts of unlawful interference are applied to their operations. Garuda has established such measures and has implemented that aircraft security check/preflight security checks are conducted on every departing aircraft from originating station, unless the aircraft has been secured since last flight, as well as the destination station during a turnaround. Personnel who is responsible to conduct security check, such as flight crew, cabin crew and security personnel, shall receive the necessary training. A preflight security check ideally takes place, once all maintenance and aircraft cleaner have left the aircraft, prior to passenger’s embarkation.

has commenced until the aircraft departs. The measures that have been established by Garuda for safeguarding the safety of passengers and aircrews as well as ground personnel, are covering security threats such as hijacking or an attempt to hijack, violence, sabotage, bomb threat and theft. In this edition, Flight Safety Publication is presenting article of Preflight Security Check, whereas other articles covering safety; security; occupational safety, health, and environment aviation issues are also presented, as they have been gathered and analyzed based on current aviation industry practices. We would welcome and highly appreciate any feedback regarding this magazine for our improvement. Please enjoy the reading and have a safe flight.

Capt. Sudiman Riyanto Noto VP. Corporate Quality, Safety & Environment Management PT Garuda Indonesia (Persero) Tbk

Whenever an aircraft is being subjected to an unlawful interference, the safety of all persons on board is also being jeopardized. A preflight check is one of a security control intended to ensure that aircraft is protected from any kind of unauthorized interference from the time the aircraft search

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Editorial Board Corporate Quality, Safety & Environment Management (JKTDV) Garuda Operation Center, Building I, 2nd Floor, Garuda City, Soekarno-Hatta International Airport Tel. +62-21 2560 1742 Facs. +62-21 550 1563 [email protected] Editor in Chief

Capt. Sudiman Riyanto Noto

10

Managing Director

18

David Wibisono

Production Director

42

Ika Kurnia Putri

37

Editor

Dame H.P.T.M Sitanggang

48

29

10. Inadvertent Slide Deploy 33. Pre-flight Security Check Prior to take off and landing, flight attendants have variety of tasks including arm/disarm slide bar.

Each airline shall establish a safe flight by undergoing various procedures, one of which is preflight security check.

14. Ground Incident

37. Disaster Management

Incident is an occurence, other than accident, associated with the operation of an aircraft which affects or could affect the safety of operation.

18. Mobile Devices Burned

Besides being able to increase the ease of communicating and doing daily activity, the small sizes, affordable prices and easy to carry. But how is the security aspects of the mobile device

23. No Flight Plan, No FLy!

The aircraft shall not be commenced until the Flight Crew has satisfied himself that the flight plan has been completed!

29. Security Screening

February 14th, 2014 at 22:50 pm, Kelud Mount erupted, blasting volcanic ash into the air. Some airports were declared closed.

42. Rodent Mitigation

The most well-known species of rodents are mouse (Mus spp) and brown rats (Rattus Norvegicus), found in almost all countries.

48. Biofuel Development

Indonesia has published a Presidential Regulation of The Republic of Indonesia No.61 Year 2011 on The National Action Plan for Greenhouse Gas Emissions Reduction

Passengers must pass through several processes before they can sit comfortably and enjoy the flight. WRITE & SEND PICS TO US: [email protected]

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Safety Flash Safety FAQs Quiz Safety Opinion Safety Tips Event Gallery Welcome On Board

. 05 . 09 . 27 . 46 . 52 . 56 . 58

Photo: aviation-safety.net

SAFETY FLASH

ASN records over 80 aircraft missing since 1948 Aviation Safety Network (ASN) records indicate that at least 88 passenger, corporate, cargo, and military transport aircraft went missing without a trace since 1948. From the extensive ASN accident database, a list was compiled detailing 88 cases in which a passenger, corporate, cargo or military transport airplane went missing without a trace. In these cases not a single piece of wreckage, oil ICAO task force sets out immediate actions responding to conflict zone risks The International Civil Aviation Organization (ICAO) led Task Force on Risks to Civil Aviation arising from Conflict Zones (TF RCZ), has established two immediate projects to mitigate conflict zone risks in civilian airspace. The first pilot project agreed by the States, regional organizations and wide-ranging industry groups who comprise the TF RCZ will explore how the Notice to Airmen (NOTAM) system already in place between States and operators could be better

slick or body has been found. Other numbers have been circulating in the media, also based on ASN data. These numbers are based on the same data but may have used different selection criteria like including or excluding corporate jets or certain military flights. The numbers presented here may change as it is difficult to determine in what cases actual debris has been located, sometimes even after many years. For instance, a BSAA Avro Lancastrian that went missing between Montevideo, Uruguay and Santiago, Chile in 1947 was located in January 2000. Also, the wreckage of an Indian Air Force An-12 transport plane was located in August 2013, forty-five years after it went missing with 102 on board. (Source: aviation-safety.net) used to share urgent and critical conflict zone risk information. The second project will be piloted by key ICAO partners on a new centralized system to be established for the prompt sharing of conflict zone risk information. The ICAO TF RCZ was convened on an emergency basis in the aftermath of the downing of Malaysia Airlines Flight MH17. It’s main goal is to refine the roles and procedures relating to the mitigation of conflict zone risks in civilian airspace. The TF RCZ will be meeting again in December for its next round of talks but ICAO will be delivering the group’s preliminary findings in October 2014. (Source: news.aviation-safety.net) ISSUE 23 5

SAFETY FLASH ICAO updated guidance for aviation personnel on how to deal with lithium battery fires Following a number of fires in aircraft passenger cabins caused by lithium battery powered portable electronic devices, the International Civil Aviation Organization (ICAO) decided to update its “Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods” (ICAO Doc 9481 AN/928). Guidance was included for cabin crew to assist in dealing with such incidents. The ICAO guidance has also been revised to include separate checklists for incidents involving dangerous goods within the passenger cabin entitled “Fire Involving Dangerous Goods” and


IATA prepares recommendations for aircraft tracking

The International Air Transport Association (IATA) confirmed that the Aircraft Tracking Task Force (ATTF) expects to be in a position to deliver draft options for enhanced global aircraft tracking to the International Civil Aviation Organization (ICAO) in September, leading to presentation to the industry before year-end. Following the disappearance of MH370, IATA announced plans to establish an industry task force to develop recommendations to improve global flight tracking. ICAO and IATA are working together to conduct

6 FLIGHT SAFETY PUBLICATION

“Spillage or Leakage of Dangerous Goods”. In collaboration with the U.S. Federal Aviation Administration (FAA), the U.K. CAA produced a series of videos highlighting the hazards to flight safety resulting from the improper carriage of lithium batteries. The videos explain the specific responsibilities of personnel concerning the safe carriage of lithium batteries and emergency response actions (where appropriate). There are three separate videos aimed at Flight and cabin crew; cargo and ramp personnel; and passenger handling personnel. (Source: news.aviation-safety.net)

a survey of vendors to identify options. Over the next few months, the ATTF will develop a set of performance-based recommendations to better ensure global aircraft tracking – meaning that there will likely be a number of options that airlines can consider. These recommendations will be developed through an assessment of available products and services used for tracking commercial aircraft against specific criteria, including factors such as performance parameters, coverage, security, and cost. Additionally, the ATTF will define a minimum set of performance requirements that any system should achieve. The ATTF includes representatives from IATA, ICAO, Airlines for America, Association of Asia Pacific Airlines, Civil Air Navigation Services Organization, Flight Safety Foundation, International Coordinating Council of Aerospace Industries Associations, International Federation of Air Line Pilots Associations, Boeing Commercial Airplanes, Airbus SAS, Bombardier Aerospace, and Embraer Commercial Aviation. (Source: news. aviation-safety.net)


SAFETY FLASH

NTSB: Mismanagement of approach, inadequate airspeed monitoring led to crash of Asiana flight 214 The U.S. National Transportation Safety Board (NTSB) determined that Asiana flight 214 crashed when the airplane descended below the visual glidepath due to the flight crew’s mismanagement of the approach and inadequate monitoring of airspeed. The Board also found that the complexities of the autothrottle and autopilot flight director systems, and the crew’s misunderstanding of those systems, contributed to the accident. On July 6, 2013, the Boeing 777 was on approach to runway 28L at San Francisco International Airport, California when it struck the seawall at the end of the runway. Three of the 291 passengers died; 40 passengers, eight of the 12 flight attendants, and one of the four flight crewmembers received serious injuries. The other 248 passengers, four flight attendants, and three flight crewmembers received minor injuries or were not injured. The impact forces and a postcrash fire destroyed the airplane. The NTSB determined that the flight crew mismanaged the initial approach and that the airplane was well above the desired glidepath as it neared the runway. In response to the excessive

altitude, the captain selected an inappropriate autopilot mode and took other actions that, unbeknownst to him, resulted in the autothrottle no longer controlling airspeed. As the airplane descended below the desired glidepath, the crew did not notice the decreasing airspeed nor did they respond to the unstable approach. The flight crew began a go-around maneuver when the airplane was below 100 feet, but it was too late and the airplane struck the seawall. As a result of this accident investigation, the NTSB made recommendations to the Federal Aviation Administration, Asiana Airlines, The Boeing Company, the Aircraft Rescue and Firefighting Working Group, and the City of San Francisco. These recommendations address the safety issues identified in the investigation, including the need for reinforced adherence to Asiana flight crew standard operating procedures, more opportunities for manual flying for Asiana pilots, a context-dependent low energy alerting system, and both certification design review and enhanced training on the Boeing 777 autoflight system. The recommendations also address the need for improved emergency communications, and staffing requirements and training for aircraft rescue and firefighting personnel. (Source: news. aviation-safety.net)

ISSUE 23 7

SAFETY FLASH Ireland urges Boeing to review pitot heater failure warning system of Boeing 737-800 The Irish Air Accident Investigation Unit (AAIU) issued safety recommendations to Boeing and the FAA following occurrences of undetected pitot heater failures on Boeing 738 aircraft. The recommendations stemmed from an investigation that the AAIU conducted into the causes of a serious incident involving a Boeing 737-800 on January 7, 2012. A Ryanair flight from East Midlands Airport (EGNX), United Kingdom to Riga, Latvia was descending in poor weather conditions with moderate snow when the indicated airspeed (IAS) readings began to diverge. The flight crew decided, following evaluation, that the IAS displayed on the First Officer’s side was incorrect. Airspeed disagreement and other warnings then activated. Following completion of checklists an ILS approach to runway 18 was commenced with Air Traffic Control actively monitoring the aircraft. During the approach both the autopilot and autothrottle disconnected and the approach

Poor manual flying during unstabilized approach causes B737 crash at Bali An April 2013 accident involving a Boeing 737800 was caused by poor manual flying during an unstabilized approach to Bali Airport. The airplane strucked the water short of the runway. There were 101 passengers and seven crew members on board. All aboard survived. The airplane was flying a VOR-DME approach to runway 09 at Denpasar-Ngurah Rai Bali International Airport (DPS) in Indonesia. The copilot was the pilot flying. While descending through 900 feet the copilot stated that the runway was not in sight. Since the captain noted a flashing light at the beginning of the runway, he responded: “OK. Approach light in sight, continue”. After the EGPWS called 8 FLIGHT SAFETY PUBLICATION

was continued hand flown. During the later stages of the approach the stall warning (stick shaker) activated on the First Officer’s side and this continued until after the landing. Subsequent maintenance action found that, although the pitot heater on the First Officer’s side had failed due to a short circuit, the pitot heater failure warning had not been activated because the design of the warning system may not detect failures of this nature. The operator reported that it had 20 events in 2012 of unannounced pitot heat failures. The life analysis of these failures indicated that the pattern of pitot tube failures showed no trend that would allow determination of the life of pitot probes. As a result of the investigation, two Safety Recommendations were issued to the Boeing regarding the design of the pitot heater failure warning system and the guidance provided to flight crew. A further Safety Recommendations is issued to the Federal Aviation Administration (FAA) regarding the Failure Modes and Effects Analysis (FMEA) of the Boeing 738. (Source: news.aviationsafety.net)

out “Minimum” at an altitude of approximately 550 ft AGL, the pilot disengaged the autopilot and the auto throttle and continued the descent. The airplane then entered an area of rainfall and the outside environment became totally dark. At 150 ft AGL the captain took over control. The copilot handed the control to the captain and stated that he could not see the runway. When the EGPWS called out “Twenty”, the captain commanded for go around. A second later the aircraft impacted the water. The aircraft stopped facing to the north at about 20 meters from the shore or approximately 300 meters south west of the beginning runway 09. The investigators also concluded that the pilots of accident aircraft were not provided with timely and accurate weather conditions. (Source: news.aviation-safety.net)

Why? Frequently Asked Questions

What are the specifications of carry-on luggage allowed in the cabin luggage bin? The baggage’s dimension must not be more than 56cm x 36cm x 23cm (length, height and width) with a maximum weight of 7 kg. Specifically in the economy class of a CRJ-1000 aircraft, the maximum size of baggage allowed is 41cm x 34cm x 17cm. To check baggage size for cabin allowance, use the Baggage Test Unit (BTU) available in both the checkin area and boarding lounge. Carry-on luggage that exceeds the above requirements will be transferred to the aircraft’s baggage compartment and the ground officer will issue a Limited Release Tag that must be signed by the passenger concerned. Items allowed inside the cabin apart from carry-on luggage are laptop, handbag, pocketbook or purse, coat or blanket, small camera or binoculars, reasonable quantity of reading material for the journey, and baby basket. (Reference: Station Manual 7.1.2 Who is allowed to sit in the emergency exit seat? The emergency exit seat is the row of seats with direct access to the aircraft’s emergency exit, which are used during an emergency situation. Therefore, passengers permitted to sit in this area are those passengers that are fully able-bodied and can assist in quickly operating and opening the exit door in an emergency. The emergency seats may not be occupied by: passengers under 15 years old, adults with infants/children, expectant mothers, and passengers with reduced mobility or any disability, whether profound or partial, including passengers whose height, build age or illness prevents them from moving rapidly. Passengers sitting in the emergency exit seat will be given special instructions by the cabin crew. (Reference: CASR 121.585, UU No.1 2009 Part Four Article 56, BOM 5.1.4-04, SM 6.2.2, SM

6.2.10, ASM 2.1.5.a, ASM 2.1.11.b, SM 6.8.22) [IK, HB]

You can submit your report concerning any occurrences in your working environment that may affect Garuda Indonesia’s safety and security level thru Integrated Electronic Safety Database (IESD) by visiting http:// safety.garuda-indonesia. com

Bagaimana ketentuan bagasi kabin yang diperbolehkan masuk ke dalam cabin luggage bin? Ukuran bagasi tidak lebih dari 56cm x 36 cm x 23 cm (panjang, tinggi, dan lebar) dan dengan berat maksimum 7 kg. Khusus untuk pesawat CRJ-1000 kelas ekonomi, ukuran bagasi yang diperbolehkah adalah dengan dimensi maksimum 41cm x 34cm x 17cm. Pengecekan ukuran bagasi yang diperbolehkan untuk dibawa ke dalam kabin dapat dilakukan dengan menggunakan Baggage Test Unit (BTU) yang tersedia di area check-in dan ruang tunggu. Bagasi kabin yang melebihi ketentuan di atas maka akan dipindahkan ke dalam kompartemen bagasi pesawat dan petugas darat akan memberikan Limited Release Tag. Barang bawaan yang diperbolehkan dibawa selain bagasi kabin antara lain laptop, tas jinjing, buku poket, atau dompet, Mantel atau selimut, kamera kecil atau teropong, bahan bacaan dengan jumlah wajar untuk di bawa selama di perjalanan, baby basket atau bassinet. (Referensi: Station Manual 7.1.2)

Siapa sajakah yang tidak boleh duduk di emergency exit seat? Emergency Exit Seat, adalah deretan tempat duduk yang mempunyai akses langsung menuju jalur keluar pesawat, yang diperlukan pada saat evakuasi di kondisi darurat. Dengan demikian, diperlukan penumpang yang berkemampuan untuk membantu mengoperasikan/membuka pintu dalam kondisi darurat. Deretan emergency seat tidak diperkenankan untuk ditempati bagi: penumpang berusia kurang dari 15 tahun, orang dewasa yang membawa bayi/ anak, ibu hamil, serta penumpang yang mempunyai keterbatasan gerak, pendengaran, penglihatan, termasuk penumpang obesitas/oversized (height & weight) dan penumpang lansia (usia lanjut). Penumpang di emergency exit seat akan diberikan pengarahan khusus oleh Awak Kabin. (Referensi: CASR

121.585, UU No.1 2009 Part Four Article 56, BOM 5.1.404, SM 6.2.2, SM 6.2.10, ASM 2.1.5.a, ASM 2.1.11.b, SM 6.8.22) [IK, HB]

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SAFETY ISSUE

Inadvertent Slide Deployment March 2012, Inadvertant slide deployment on GA174 flight, PK-GEN, at SoekarnoHatta International Airport


SAFETY ISSUE

en/ Take off and landing preparation are crucial activities that flight attendants shall perform accordingly. Prior to take off and landing, flight attendants have variety of tasks including arm/disarm slide bar.

in/ Persiapan ketika pesawat akan take off dan landing merupakan salah satu aktifitas krusial yang harus dilaksanakan oleh flight attendant sesuai dengan prosedur (SOP) yang berlaku. Salah satu aktifitas dalam persiapan tersebut adalah arm/disarm slide bar.

The arm position would be for flight. By arming the door, the slides will inflate if the door is opened. The disarm position means that it is safe for the door to open. The arm/disarm slide bar work certainly cannot be separated from the potential hazards and risks. If there is an improper implementation of the procedure, there will always be the possibility of an incident, one likely condition is something called Inadvertent Slide Deployment (ISD).

Arm/disarm slide bar merupakan kegiatan yang tidak terlepas dari potensi bahaya dan risiko. Apabila terdapat ketidaksesuaian prosedur maka akan selalu ada potensi atau kemungkinan untuk terjadinya insiden, salah satunya adalah kejadian mengembangnya aircraft slide secara tidak sengaja atau biasa dikenal dengan istilah Inadvertent Slide Deployment (ISD).

ISD occurs when the operator of the aircraft door attempts to open the door when it is in the armed position. Who can deploy the slide inadvertently? Not only flight attendants as the the most responsible ones for the operation of aircraft doors may do this but also, the catering personnel, maintenance personnel, pilots and passengers could have potential chances for ISD occurrence.

ISD terjadi ketika seseorang yang bermaksud untuk membuka pintu pesawat namun kondisi slide bar masih dalam posisi arming. Siapa sajakah orang yang dapat menyebabkan kejadian ini? Tidak hanya flight attendant sebagai pihak yang bertanggung jawab dalam pengoperasian pintu pesawat, banyak pihak lain yang juga berpotensi untuk menyebabkan kejadian ini, diantaranya adalah petugas catering, petugas teknik, pilot dan penumpang.

What are the factors that contribute to ISD? In the past (Traditional Approach), it was considered that flight attendant is major contributory factor of ISD. But now, fortunately, this traditional approach has been replaced by a systemic approach with more appropriate consideration and point of view of the analysis.

Faktor apa saja yang berkontribusi terhadap kejadian ISD ini? Dahulu, pendekatan tradisional (Traditional Approach) memandang bahwa flight attendant merupakan faktor kontribusi utama dari kejadian ISD. Namun, pada masa kini pendekatan tradisional tersebut telah tergeser dan tergantikan dengan pendekatan sistemik yang memiliki sudut pandang analisis lebih sesuai.

Several contributory factors that can cause ISD occurrence (both internal and external factors), but are not limited to: • SOP non-compliance • Lack of training

Berikut merupakan beberapa faktor kontribusi penyebab terjadinya ISD (faktor internal dan eksternal), namun tidak terbatas hanya dikarenakan faktor di bawah ini : • Ketidakpatuhan terhadap SOP

ISSUE 23 11

SAFETY ISSUE • • • • • • •

Ad hoc situations Multi-tasking and workload Lack of communication or Miscommunication Time pressure Distraction Fatigue Door design

As mentioned above, in addition to flight attendant, catering personnel and passenger can also contribute to ISD occurrence. Catering personnel could have caused ISD when they (unqualified and not dedicated personnel) try to operate or open aircraft door, either from outside or inside the aircraft. Whereas, the passenger are becoming potential factor when they perform such activities that can distract flight attendant during performing job. If the distraction present at the time of flight attendants have to perform critical procedure (such as arm/disarm slide bar), it could interfere/disturb the focus and concentration of flight attendant. In case of high workload, long haul flight and time pressure, all of above factors could be a potential hazard which is very easy to trigger an error and cause ISD occurrence. ISD is a serious threat to safety as they can cause serious injury or be fatal to people in or around an aircraft, even more the financial impact caused by delays and repairs is also significant. Based on International Air Transport Association (IATA) data, an ISD could lead to flight cancellation and the cost for compensation, accommodation, hotel, meals, etc can reach up to $ 200,000 for a single event. Strategies to mitigate this problem revolve mostly around good communication (cockpit-cabin, cabin-cabin), following the existing SOPs, the use of onboard technology, enhancing training and awareness so that flight attendant have the ability 12 FLIGHT SAFETY PUBLICATION

• • • • • • • •

Pelatihan kurang memadai Ad hoc situations Beban kerja dan mengerjakan beberapa pekerjaan sekaligus Kurang komunikasi dan miskomunikasi Diburu waktu Gangguan Kelelahan Desain Pintu Pesawat

Seperti yang telah disebutkan di atas, selain flight attendant, petugas katering dan penumpang juga dapat menjadi faktor kontribusi terjadinya ISD. Petugas katering menjadi potensial untuk menjadi penyebab adalah ketika mereka (petugas yang tidak berkompeten dan tidak dedicated untuk mengoperasikan pintu pesawat) mencoba untuk mengoperasikan/membuka pintu pesawat baik dari dalam maupun luar. Sedangkan penumpang menjadi potensial untuk menjadi penyebab adalah ketika mereka melakukan sesuatu hal yang menggangu (distract) flight attendant disaat flight attendant melakukan tugasnya. Apabila gangguan dari penumpang muncul ketika flight attendant harus melakukan pekerjaan/prosedur yang kritikal (seperti arm/disarm slide bar), maka hal ini dapat menggangu fokus dan konsentrasi dari flight attendant untuk melaksakan dan menyelesaikan pekerjaannya tersebut. Dalam kondisi beban kerja yang berat, waktu terbang yang lama dan time pressure yang tinggi, faktor-faktor kontribusi seperti yang telah disebutkan sebelumnya dapat menjadi potensi hazard yang besar yang dapat dengan mudah memicu terjadinya error sehingga menyebabkan ISD. Kejadian ISD merupakan salah satu ancaman bagi keselamatan penerbangan yang dapat berdampak pada serious injury atau fatality bagi orang yang berada di dalam maupun di sekitar pesawat. Efek finansial yang diakibatkan oleh flight delay dan perbaikan dari sisi teknis juga menjadi

SAFETY ISSUE to apply strategies to mitigate the risk of a slide deployment. Cooperation between flight attendant also plays an important role to prevent ISD occurrence. Commonly, flight attendant shall perform cross check the arming/disarming of the opposite door by walking cross the cabin for closeup visual check. It aims to ensure that the aircraft door has been in safe condition to be operated, so that it can minimize the possibility of slide deployment. [AP]

sangat signifikan. ISD dapat menyebabkan pembatalan penerbangan, International Air Transport Association (IATA) memperkirakan bahwa biaya dari kompensasi, akomodasi, hotel, konsumsi dll. yang dibayarkan kepada para penumpang dapat mencapai hingga $ 200,000 untuk setiap kejadiannya. Strategi untuk memitigasi atau mencegah terjadinya ISD yang dapat dilakukan maskapai udara antara lain adalah dengan menerapkan komunikasi yang baik (cockpit-cabin, cabin-cabin), bekerja sesuai dengan SOP, penggunaan teknologi serta meningkatkan pelatihan dan kewaspadaan bagi flight attendant dengan tujuan agar flight attendant memiliki kemampuan untuk menerapkan strategi yang ada untuk memitigasi risiko terjadinya ISD. Kerjasama antara flight attendant dalam sebuah penerbangan memegang peranan penting dalam upaya mencegah terjadinya ISD. Sesuai prosedur, flight attendant harus melakukan visual cross-check terhadap proses arming/disarming pintu pesawat yang berlawanan milik temannya. Hal ini bertujuan untuk memastikan bahwa pintu telah dalam kondisi aman untuk dioperasikan, sehingga dapat memperkecil kemungkinan menggembungnya slide. [AP]

Photo: airliners.net

An illustration of inadvertent slide deployment event.

ISSUE 23 13

SAFETY ISSUE

Ground Incident: Causes & Effects Ground Incident: Sebab dan Akibat

en/ Incident is an occurence, other than accident, associated with the operation of an aircraft which affects or could affect the safety of operation. (ICAO Annex 13)

in/ Incident is an occurence, other than accident, associated with the operation of an aircraft which affects or could affect the safety of operation. (ICAO Annex 13)

Several preparations shall be done in order to operate civil aviation aircraft. Those preparation shall be conducted to ensure the aircraft’s airworthiness, and also other ground operations, such as activities in the check-in area, the boarding gate, and in the ramp area (air side). There are activities which involving a lot of personnels, equipments and procedures during pre-departure, transit and post-arrival. Those activities shall be done in limited time so there will be no flight delay which cause passsenger discomfort and bother other operational schedule. Standards and procedures has been applied in ground operational activities, however an incident,

Untuk mengoperasikan pesawat udara komersil perlu berbagai persiapan, yang dilakukan di darat, baik dari sisi kelaikan pesawat terbang, maupun ground operational, mulai dari area check-in, boarding gate, hingga persiapan pesawat terbang di area ramp. Pada saat keberangkatan dan kedatangan, maupun pesawat transit melibatkan banyak kegiatan, personel, peralatan, dan prosedur, terutama di area ramp (air side). Berbagai kegiatan tersebut dilakukan dengan waktu terbatas agar tidak ada penerbangan tertunda yang mengakibatkan penumpang tidak nyaman maupun mengganggu jadwal operasional yang lain.


Photo: B. Adi Nugroho

SAFETY ISSUE

Hectic and demanding pace of ramp operation increase the risk of ground incident

which may jeopardized the safety of passenger, aircraft, ground equipment, or ground personnels, might be occured. Some incidents, such as ground personnel injury during working, GSE (ground support equipment) hit the aircraft, aircrafts collision, aircraft damage due to equipment which is flown by strong wind hit the aircraft. Incident which is occured in ground operations is called as Ground Incident. People mostly known effect of the incident which was occured during flight phase, however, consequences and effects of ground incident actually can be various. Aircraft repair which may cause flight delay or even flight cancel, short of resources (aircraft, people, equipment) which should be restored before it can be used, operational re-scheduling, and absolutely the company image of safety get the influence of ground incident. Garuda Indonesia experienced

Berbagai standar dan prosedur sudah diterapkan, namun tidak menutup kemungkinan insiden dapat terjadi dan membahayakan penumpang, pesawat, peralatan di area operasi darat maupun personel yang bekerja di area tersebut. Beberapa insiden seperti terlukanya ground personnel karena bekerja, tertabraknya pesawat oleh GSE (ground support equipment) yang sedang dikendarai, tertabraknya pesawat dengan pesawat, rusaknya pesawat akibat dihantam benda yang terbang karena angin kencang di bandara. Insiden yang terjadi di area operasi darat disebut sebagai Ground Incident. Selama ini efek insiden lebih banyak diketahui pada insiden yang terjadi dalam fase-fase penerbangan, namun ternyata akibat yang terjadi karena ground incident dapat beraneka macam. Perbaikan pesawat yang dapat ISSUE 23 15

SAFETY ISSUE

ground incident which caused aircraft major damage and it could not be repaired (total loss). In financial view, the ground incident also need repair cost, spare part replacement cost, service cost to passenger (if any), hospital cost (if any) which the amount is not small afterall. Ground incident can be occured in any airport, in fact, it can be occured during aircraft maintenance in Hangar. Airline operator, maintenance provider, ground handling operator, catering service, cargo handling operator, aviation security provider, even airport operator can also contribute of the ground incident occurence. Investigation is conducted whenever any ground incident is occured in order to find the root cause problem and make relevant corrective actions so similar event will not be occured in the future. The risk will be higher if the corrective actions related with ground incident are not properly done. It may cause repetitive incident, or become serious incident or even accident. Refer to ground incident investigation and analysis which has been conducted, found that there was several root causes of these incidents: 1. Human factor, such as procedural error/ procedural negligence, rush hour syndrome, un-authorize handling of ground support equipment (GSE). 2. Equipment factor, such as unservicable equipment utilization (GSE or other equipment), engineering factor. 3. Environment factor, such as bad weather in the related area. 4. Organizational factor, such as management commitment to safety, inadequate safety standard and procedure, insufficient training for ground personnel. Each equipment shall be in serviceable condition 16 FLIGHT SAFETY PUBLICATION

mengakibatkan penundaan keberangkatan penerbangan atau bahkan bisa dibatalkan, berkurangnya sumber daya (manusia, peralatan, pesawat) yang harus dipulihkan dahulu sebelum dapat digunakan kembali, perubahan jadwal operasional, dan tentu saja citra terhadap aspek keselamatan merupakan konsekuensi dari ground incident. Garuda Indonesia pernah mengalami kejadian pesawat rusak parah akibat ground incident sehingga pesawat tersebut tidak mungkin untuk diperbaiki lagi (total loss). Jika dihitung dari sisi biaya, maka biaya yang timbul pun juga tidak sedikit akibat adanya biaya perbaikan, biaya penggantian spare parts, biaya penggantian kepada penumpang ( jika ada), biaya rumah sakit (untuk personnel terluka). Ground incident dapat terjadi di bandara mana saja, bahkan dapat pula terjadi ketika pesawat sedang dalam proses perawatan di Hangar. Maskapai penerbangan, penyedia perawatan pesawat, penyedia jasa penanganan pesawat, penyedia katering, penyedia jasa kargo, penyedia jasa keamanan pesawat, bahkan penyedia jasa bandara juga bisa berkontribusi terhadap terjadinya ground incident. Saat ground incident terjadi, maka investigasi dari penyebab terjadinya ground incident menjadi hal yang harus dilakukan sehingga akan didapatkan tindak lanjut perbaikan yang tepat. Apabila perbaikan tidak dilakukan, maka risiko terjadinya insiden dapat menjadi lebih parah atau berulang, dapat menjadi serious incident, maupun accident dapat juga terjadi. Berdasarkan beberapa investigasi dan analisis yang telah dilakukan, maka terdapat beberapa penyebab yang bisa mengakibatkan terjadinya ground incident: 1. Faktor Manusia, seperti kesalahan prosedural yang dilakukan/ pengabaian terhadap

Photo: Edi Muliadi

when it is utilized and maintenance record shall be controlled. Each ground personnels shall have safety awareness so they will always do their jobs refer to safety standard and procedure. Hazard reporting system shall be improved in order to mitigate the hazard before it turn into incident. Continuous improvement, personnel training and qualification control, supervision, quality control shall also be done as part of management commitment to ensure daily operations always comply with standard and procedure. Airline and its service provider shall be committed to safety and cooperate to mitigate any occured hazard before it turn into incident (or even accident) so the commitment shall also be implemented in day-to-day operations. [HB]

March 2013, B735 was struck by moving tail dock during thunderstorm weather

prosedur, terburu-buru dalam bekerja, menggunakan peralatan walau tidak memiliki otorisasi,. 2. Faktor Peralatan Kerja, seperti pemakaian peralatan (GSE atau peralatan lain) yang tidak laik, faktor engineering dari peralatan yang digunakan. 3. Faktor Lingkungan Kerja, seperti adanya cuaca buruk yang terjadi di area bandara. 4. Faktor Organisasi, seperti komitmen perusahaan terhadap keselamatan, aturan dan prosedur keselamatan yang kurang memadai, pelatihan yang kurang memadai bagi para pekerja. Setiap peralatan yang digunakan harus berada dalam kondisi yang laik pakai dan mempunyai maintenance control. Personil yang bekerja juga harus mempunyai kewaspadaan terhadap keselamatan kerja dan penerbangan sehingga selalu bekerja sesuai dengan standar dan prosedur keselamatan yang berlaku. Pelaporan terhadap adanya bahaya yang bisa mengakibatkan terjadinya kecelakaan juga perlu ditingkatkan agar bahaya tersebut bisa dimitigasi dan ditanggulangi sebelum insiden dapat terjadi. Tindakan perbaikan berkelanjutan, kontrol terhadap pelatihan dan kualifikasi personil yang terlibat, supervisi, kontrol kualitas juga perlu dilakukan sebagai bagian dari peran serta manajemen perusahaan dalam menjaga operasional tetap berjalan sesuai dengan standar dan prosedur. Maskapai dan para perusahaan pendukung harus mempunyai komitmen terhadap keselamatan dan bekerja sama untuk memitigasi setiap bahaya yang ada agar tidak berkembang menjadi insiden sehingga hal-hal tersebut dapat terimplementasi dalam operasional sehari-hari. [HB] ISSUE 23 17

SAFETY ISSUE

Mobile Devices Burned in Aircraft Risiko Perangkat Mobile Terbakar di dalam Pesawat Udara

Photo: gizmodo.com.au

en/ The development of technology is rising huge and rapidly. Almost entire world population use mobile devices (such as laptop, mobile phone, iPad) for communication or work. Besides being able to increase the ease of communicating and doing daily activity, the small sizes, affordable prices and easy to carry everywhere are factors that made a significant increase in the mobile device numbers. But how is the security aspects of the mobile device? Some incidents were reported related to mobile devices burned in newspaper electronic medias. The incidents were even experienced by some famous brands. Are there any relationship between these incidents with aviation?


in/ Perkembangan dunia teknologi semakin hari semakin meningkat. Hampir seluruh penduduk dunia memiliki perangkat mobile sebagai sarana komunikasi maupun bekerja. Selain karena dapat meningkatkan kemudahan dalam berkomunikasi dan melakukan aktfitas harian, bentuk perangkat mobile yang kecil dan mudah dibawa kemanamana menjadi salah satu faktor gadget ini mengalami peningkatan jumlah yang cukup signifikan selain karena ditunjang juga dengan harga perangkat mobile yang kini semakin dapat dijangkau oleh masyarakat. Namun apakah pernah terpikirkan bagaimana aspek keamanan dari perangkat ini?

SAFETY ISSUE

In aviation, the use of mobile devices in aircraft is strictly prohibited. However, with technological developments in aviation, several airlines offer inflight connectivity that can be used to access internet and the internet can be accessed through mobile devices. In recent years, some incidents related to mobile devices burned during in-flight have been reported. Here are few that quoted from several sources: 1. Regional Express Airlines from Australia has confirmed that an Apple iPhone burned suddenly while the owner was in a regional flight to Sidney, Australia. The incident allegedly occurred because battery components problem. (selular.co.id) 2. In September 2012, a flight attendant and two passengers suffered burns as a result of a mobile phone and a spare battery that overheated when in-flight.(dnaberita.com) 3. In April 2012, a lithium battery inside personal air purifiers burned at altitude 28,000 feet. (dnaberita.com) 4. In June 2013, San Diego International Airport Police saw a passenger bag was smoky on carousel. Inside the bag, a lithium ion battery contacted with a screwdriver and the two object was melted. (teraspos.com) Some event related to mobile device burned were caused by batteries attached. FAA recorded during period March 20, 1991 - July 23, 2013 occurred 153 battery incidents including 61 incidents related to Lithium Ion battery. Nowadays, mobile devices use Lithium Ion battery type. This type of battery is considered having several advantages such as : • It has best energy density than other batteries type. • No memory effect as experienced by Nickelbased batteries. • The level of power loss is small if stored for long periods

Beberapa kasus mengenai perangkat mobile terbakar semakin marak diberitakan, kasus tersebut pun menimpa beberapa merek ternama. Lalu apa hubungannya kasus ini dengan dunia penerbangan? Dalam dunia penerbangan, penggunaan perangkat mobile di dalam pesawat sangat dilarang keras. Namun dengan perkembangan teknologi di dunia penerbangan, beberapa airlines menawarkan adanya konektivitas selama in-flight yang dapat digunakan untuk melakukan internet dan internet ini dapat diakses melalui perangkat mobile. Dalam beberapa tahun terakhir dilaporkan beberapa kasus mengenai perangkat mobile yang terbakar selama penerbangan. Berikut disertakan beberapa kejadian tersebut yang berhasil dikutip dari beberapa sumber : 1. Maskapai Regional Express dari Australia telah mengkonfimasi bahwa sebuah iPhone Apple terbakar secara tiba-tiba saat pemiliknya sedang melakukan penerbangan regional ke Sidney, Australia. insiden tersebut diduga terjadi karena ada masalah pada komponen baterai. (selular.co.id) 2. Pada September 2012, seorang pramugari dan dua penumpang mengalami luka bakar akibat sebuah ponsel dan baterai cadangan yang kepanasan saat penerbangan. 3. Pada April 2012, sebuah baterai lithium di dalam pemurni udara pribadi milik seseorang terbakar di ketinggian 28.000 kaki. (dnaberita. com) 4. Juni 2013, polisi di Bandara Internasional San Diego melihat tas penumpang berasap di atas karusel. Di dalam tas itu, sebuah baterai ion lithium ternyata bersentuhan dengan sebuah obeng dan kedua benda itu meleleh. (teraspos.com)

ISSUE 23 19

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•

Does not contain toxic materials such as lead, mercury or cadmium that are harmful to environment.

But beside these advantages, this battery type has some deficiencies i.e. this battery type contains with flammable and high pressure materials. Therefore, the battery production is, monitored cautiously to avoid defective production. If the battery is defective, Thermal Runaway condition will occur where Lithium Ion battery reaches a temperature of 130 degrees Celsius, yet the components will reach the lowest point that would easily cause fire and explode. Therefore, the use of Lithium Ion battery in the aircraft must be monitored to avoid an incident, especially when aircraft reaches higher altitude. As more people carry Lithium Ion batteries into the aircraft, it will increase the risk of fire in the aircraft. So how do we can avoid battery would not go burned and explode, here are few tips: • Placed the battery in such a place that is affordable to you like a handbag, not in the baggage. • Taped the place where you keep a spare battery or wrap in plastic bag • Keep away from metal objects • Battery shall genuine For flight crew on duty, to resolve the fire hazard of lithium batteries, there are some procedures that can be performed. The procedure for cockpit crew If the pilot was Pilot Flying (PF), Pilot should contact cabin crew to help to carry out procedures for handling of lithium battery fires. If there is a fire, pilot must use an oxygen mask. When the fire has been extinguished or no fire, then the handling of battery after the incident becomes: 1. If the device cannot be removed from the cockpit, the device must be submerged in 20 FLIGHT SAFETY PUBLICATION

Beberapa kasus perangkat mobile terbakar dalam sebuah operasional penerbangan rata-rata disebabkan karena baterai yang digunakan di dalam perangkat tersebut. FAA mencatat selama periode 20 Maret 1991 – 23 July 2013 terjadi 153 insiden yang terkait dengan baterai dimana 61 insiden tersebut menyangkut baterai Litihum Ion. Perlu diketahui bahwa semua perangkat mobile sekarang menggunakan baterai jenis Lithium Ion. Penggunaan baterai ini untuk perangkat mobile dikarenakan baterai jenis ini mempunyai beberapa keunggulan diantaranya • Memiliki densitas energi terbaik dibandingkan baterai lainnya. • Tidak ada memory effect seperti yang dialami oleh baterai berbasis Nickel. • Tingkat kehilangan daya yang kecil jika disimpan untuk jangka waktu lama • Tidak mengandung bahan beracun seperti timah, merkuri atau kadmium yang berbahaya bagi lingkungan. Namun selain keunggulan tersebut, baterai jenis ini mempunyai beberapa kelemahan yaitu mengandung bahan yang mudah terbakar dan bertekanan tinggi. Dengan adanya kelemahan ini, dalam memproduksi baterai tersebut harus sangat diperhatikan untuk menghindari cacat produksi dari baterai tersebut. Jika baterai tersebut mengalami cacat produksi maka akan terjadi kondisi Thermal Runaway dimana jika baterai Lithium Ion mencapai suhu 130 derajat celcius maka komponen baterai akan mencapai titik lemah baterai sehingga akan mudah terbakar dan meledak. Oleh karena itu, penggunaan baterai Lithium Ion di dalam pesawat udara harus sangat diperhatikan untuk menghindari terjadi insiden terutama ketika pesawat berada di ketinggian. Karena semakin banyak orang yang membawa baterai Lithium Ion ke dalam pesawat, maka akan meningkatkan risiko kebakaran di dalam pesawat.

SAFETY ISSUE

water and the pilot had to monitor the device. 2. If the device can be removed from the cockpit, the device must be moved into the cabin. If the pilot is a Pilot Monitoring (PM), when the fire occurred due to a Lithium Ion battery then the pilot must leave the seats immediately and took and wearing hand gloves. The pilot must use Halon extinguisher and smoke hood . When the fire has been extinguished or no fire, then the handling of the battery after the incident becomes: 1. If the device cannot be removed from the cockpit, the device must be submerged in water and the pilot had to monitor the device.

Photo: cdn.feeyo.com

A burned cell phone on a flight that caused black smoke in the cabin.

Lalu bagaimana cara untuk menghindari agar baterai tidak terbakar dan meledak, beberapa tips yang dapat dipraktikkan adalah : • Simpan baterai di tempat yang terjangkau oleh anda seperti tas tangan, bukan di bagasi • Plester tempat anda menyimpan baterai cadangan atau bungkus dalam tas plastik • Jauhkan dari obyek yang terbuat dari logam • Jangan membeli baterai di tempat sembarangan (baterai harus barang asli) Untuk awak pesawat yang bertugas selama penerbangan, untuk menanggulangi bahaya kebakaran dari baterai Lithium ini ada beberapa prosedur yang dapat dilakukan. Prosedur cockpit crew Jika pilot adalah pilot flying, maka pilot harus menghubungi awak kabin untuk membantu melakukan prosedur penanganan kebakaran baterai lithium. Jika ada api, pilot harus mengenakan masker oksigen. Ketika api telah padam atau tidak ada api, maka penanganan baterai setelah insiden adalah: 1. Jika perangkat tidak dapat dihilangkan dari kokpit maka perangkat tersebut harus direndam di dalam air dan pilot harus memonitor perangkat tersebut. 2. Jika perangkat dapat dihilangkan dari kokpit maka perangkat tersebut harus dipindahkan ke dalam kabin. Jika pilot adalah pilot monitoring, saat terjadi kebakaran akibat baterai Lithium Ion maka pilot tersebut harus segera meninggalkan kursi dan mengambil kemudian mengenakan sarung tangan. Kemudian pilot harus menggunakan smokehood dan Halon extinguisher. Ketika api telah padam atau tidak ada api, maka penanganan baterai setelah insiden adalah : 1. Jika perangkat tidak dapat dihilangkan dari kokpit maka perangkat tersebut harus ISSUE 23 21

SAFETY ISSUE 2. If the device can be removed from the cockpit, the device must be moved into the cabin.

direndam di dalam air dan pilot harus memonitor perangkat tersebut. 2. Jika perangkat dapat dihilangkan dari kokpit maka perangkat tersebut harus dipindahkan ke dalam kabin.

The procedure for cabin crew When fire occurred due Lithium Ion battery was burned, the cabin crew should immediately take the Halon to extinguish the fire. Then the device must be placed in box filled with water to cool down the components of the battery when thermal runaway condition.

Prosedur cabin crew Jika terjadi kebakaran akibat baterai Lithiun Ion yang terbakar maka cabin crew harus segera mengambil Halon untuk memadamkan api. Kemudian perangkat di taruh di dalam air untuk mendinginkan komponen baterai dari kondisi thermal runaway.

For battery was burned in the Overhead Storage Compartment (OHSC) then the cabin crew had to perform procedures by relocating passengers that sitting around OHSC to protect passengers and crew. Then use halon to extinguish the fire and isolate the location of the fire. When it was confirmed there was no fire, the device must be kept away from the location and other flammable things/goods. To secure the device after a fire, the device can be placed in a standard place that has been filled with water that does not contain alcohol. This device shall be monitored regularly.

Untuk kondisi baterai yang terbakar di dalam Overhead Storage Compartment (OHSC) maka awak kabin harus melakukan prosedur dengan merelokasi penumpang yang duduk sekitar OHSC untuk melindungi penumpang dan kru. Kemudian gunakan halon untuk memadamkan api dan mengisolasi lokasi terjadinya kebakaran. Ketika sudah dipastikan tidak ada api, perangkat harus dijauhkan dari lokasi untuk menjauhkan perangkat dari barang-barang yang mudah terbakar. Untuk tempat untuk mengamankan perangkat setelah terbakar dapat diletakan di sebuat tempat standar yang telah diisi dengan air yang tidak mengandung alkohol atau di bak lavatory yang telah diisi air yang tidak mengandung alkohol. Tempat untuk menaruh perangkat ini harus dilakukan pemantauan secara teratur.

With this handling procedure, hoped can reduce the risk of fire due Lithium Ion in aircraft. Handling process of emergency conditions (battery burned in aircraft) can minimize the severe effects and the crew can concentrate to handling the incident. [RO]

Dengan adanya prosedur penanganan ini, dapat memperkecil risiko terjadinya kebakaran dari Lithium Ion di dalam pesawat udara. Penanganan kondisi darurat (baterai terbakar) dapat meminimalisasi efek yang lebih parah dan kru pesawat dapat berkonsentrasi untuk menanggulangi insiden tersebut. [RO]


SAFETY ISSUE

Photo: executiveflyers.com

No Flight Plan, No Fly!

en/ Flying is not as simple as driving a car, you need to be fully prepared and know the route that you are taking. The aim of flight planning is to create a recipe for the safest flight on a specific day and for a particular aircraft. The aircraft shall not be commenced until the Flight Crew has satisfied himself that the flight plan has been completed!

in/ Terbang tidaklah semudah mengemudikan mobil, anda harus benarbenar mempersiapkan dan mengetahui rute yang akan dijalani. Tujuan dari Flight Plan adalah untuk menciptakan penerbangan yang aman pada hari dan pesawat tertentu. Sebuah pesawat tidak akan dijalankan sebelum Flight Crew yakin dan memastikan bahwa Flight Plan telah tersedia!

ISSUE 23 23

SAFETY ISSUE

Every commercial airline begins with flight plan, the document that is required to ensure an aircraft meets all of the operational regulation for a specific flight, to give flight crew information to help them conduct the flight safely, and to coordinate with Air Traffic Controller (ATC). It is vital that all flights are deemed to have a wellstructured and organized flight plan, which will not only maximize the safety of those on board but also reduce costs where necessary. Flight Planning Fundamentals A flight plan describe the route the crew will fly and specifies altitudes and speeds. It also involves two safety-critical aspects: fuel calculation, to ensure that the aircraft can safely reach the destination, and compliance with air traffic control requirements, to minimize the risk of mid-air collision. Determining appropriate choice of route, altitudes, speeds, and amount of fuel to load on an airplane could have impact to reduce flight cost. A flight plan, which can be produced either by Flight Crew or Flight Dispatcher (also known as Flight Operation Officer), contains how much trip fuel is required by an aircraft when flying from an origin airport to a destination airport. The aircraft shall also carry some reserve fuel to allow for unforeseen circumstances, such as an inaccurate weather forecast, fly at a lower altitude than optimum due to congestion as ATC requires to, last-minute passenger or baggage, or taxi way congestion. A flight plan normally has an alternate airport as well as a destination airport, in case the destination airport becomes unusable while the flight is in progress (i.e. due to weather conditions, a strike, a crash, terrorist activity, etc.). This means that when the aircraft gets near the destination airport, it shall have enough alternate fuel and 24 FLIGHT SAFETY PUBLICATION

Setiap penerbangan komersial harus memiliki flight plan, dokumen yang dibutuhkan untuk memastikan pesawat memenuhi seluruh peraturan yang berlaku, memberikan flight crew informasi untuk menerbangkan pesawat dengan aman, dan berkoordinasi dengan Air Traffic Controller (ATC). Penting bahwa pesawat harus memiliki flight plan yang terstruktur dan terorganisasi, yang tidak hanya memaksimalkan aspek safety pada penerbangan tersebut tetapi juga mengurangi biaya yang timbul kemudian. Prinsip Dasar Flight Planning Sebuah flight plan berisi rute perjalanan beserta dengan ketinggian dan kecepatan yang akan diterbangkan oleh kru. Perencanaan hal tersebut menyangkut dua aspek kritis: penghitungan bahan bakar, untuk memastikan pesawat dapat mencapai tujuan dengan aman dan mematuhi pesyaratan ATC, yaitu untuk meminimalkan risiko tabrakan di udara. Penentuan rute, ketinggian, kecepatan, dan jumlah bahan bakar yang diangkut secara tepat dapat mengurangi biaya penerbangan. Flight plan, yang dapat juga disiapkan oleh Flight Crew atau Flight Dispatcher (atau lebih dikenal sebagai Flight Operation Officer), menjelaskan berapa banyak bahan bakar yang dibutuhkan oleh pesawat untuk terbang dari tempat asal ke tempat tujuan. Pesawat juga akan membawa sebagian bahan bakar cadangan untuk mengantisipasi keadaan yang tidak terduga, seperti kondisi cuaca yang tidak menentu, terbang di ketinggian rendah dikarenakan “kemacetan” di udara sesuai dengan arahan ATC, penumpang atau bagasi last-minute, atau kemacetan di taxi way. Flight plan juga menjelaskan bandara alternatif yang dapat dituju apabila bandara tujuan tidak dapat didarati (karena kondisi cuaca, demo, kecelakaan, aktivitas teroris). Hal ini bermaksud apabila pesawat tidak dapat didaratkan di

SAFETY ISSUE

alternate reserve available to fly on from there to the alternate airport. Since the aircraft is not expected at the alternate airport, it shall also have enough holding fuel to circle for a while (typically 30 minutes) near the alternate airport while a landing slot is found. The operational flight plan shall contain the following items (where applicable to the operation): 1. Aircraft registration; 2. Aircraft type and variant; 3. Date of flight; 4. Flight number; 5. Names of flight crew members; 6. Place of departure; 7. Time of departure (actual off - block time, take - off time); 8. Place of arrival (planned and actual); 9. Time of arrival (actual landing and on - block time); 10. Type of operation (ETOPS, VFR, Ferry flight); 11. Route and route segments with checkpoints/ waypoints, distances, time and tracks; 12. Planned cruising speed and flying times between check - points/waypoints. Estimated and actual times overhead; 13. Safe altitudes and minimum levels; 14. Planned altitudes and flight levels; 15. Fuel calculations (records of in-flight fuel checks); 16. Fuel on board (including block fuel); 17. Alternate(s) for destination and, where applicable, take-off and en-route, including the information required in items (12), (13), (14), and (15) above; 18. Initial ATC Flight Plan clearance and subsequent re-clearance; and 19. Relevant meteorological information. Flight Operations Officer (FOO) The FOO can be called “The Captain on Ground”.

tempat tujuan, pesawat masih memiliki cukup bahan bakar cadangan untuk terbang menuju bandara alternatif. Dikarenakan pesawat tidak diharapkan untuk mendarat di bandara alternatif, maka pesawat juga harus memiliki cukup bahan bakar untuk holding untuk sementara (biasanya 30 menit) di bandara alternatif apabila telah mendapatkan landing slot. Flight plan mengandung beberapa hal dibawah ini: 1. Registrasi pesawat; 2. Tipe dan varian pesawat; 3. Tanggal penerbangan; 4. Nomor penerbangan; 5. Nama-nama flight crew; 6. Bandara asal keberangkatan; 7. Waktu keberangkatan (block-off dan take-off aktual); 8. Bandara tujuan (rencana dan aktual); 9. Waktu kedatangan (landing dan block-on aktual); 10. Tipe pengoperasian pesawat (ETOPS, VFR, ferry flight); 11. Rute dan segmen beserta checkpoints/ waypoints, jarak, waktu, dan jalur/track, 12. Kecepatan jelajah dan waktu antar checkpoints/waypoints (estimasi dan aktual); 13. Ketinggian aman and flight level minimum; 14. Rencana ketinggian serta flight level; 15. Penghitungan bahan bakar; 16. Bahan bakar yang diangkut (termasuk block fuel); 17. Bandara alternatif untuk setiap destinasi; 18. ATC Flight Plan clearance; 19. Informasi meteorologi. Flight Operations Officer (FOO) Seorang FOO juga dapat disebut sebagai “Captain di Darat”. Seorang FOO harus memiliki pengalaman yang baik mengenai ilmu penerbangan sebanding dengan pemegang ISSUE 23 25

SAFETY ISSUE FOO shall demonstrate extensive aviation knowledge comparable to that of Airline Transport Pilot License (ATPL) holders. The only one big different is that FOO is not flying an aircraft. FOO holds a license issued by Local Civil Aviation Authorization (CAA). FOO assists in producing a flight plan, that used by Flight Crew in a specific flight. Later, Flight Crew will program the flight plan into Flight Management Computer (FMC). FOO usually share responsibility with Flight Crew for the exercise of operational control, which gives them authority to divert, delay, or cancel a flight. This is known as “Co-Authority Dispatch”. Because commercial decision making in an airline can conflict with the safety of a flight, an FOO’s responsibilities are kept separate from the commercial aspects of an airline’s operation, and as such the profession is primarily focused on the safety of a flight; all other duties are secondary. FOO shall consider some parameters before releasing a flight plan: weather forecasts, routes and flight levels, physical constraints, fuel consumption rate, Notice to Airmen (NOTAM), and payload amount. Some FOO provides a flight following service and advise Flight Crews if conditions or paths changes. They usually work in the operations or control center of the airline. The main difference between the aircraft dispatcher and the flight follower is that the latter does not share legal responsibility for the operation of a flight. During the flight, the dispatcher is required to monitor and advise the crew of changes affecting safety of flight. In flight following, ultimate responsibility and operational control of the flight rests with the Pilot in Command (PiC). Optimizing Flight Plan. While flight plan calculations are necessary for safety and regulatory compliance, they also 26 FLIGHT SAFETY PUBLICATION

Airline Transport Pilot License (ATPL). Salah satu perbedaan besarnya adalah seorang FOO tidak menerbangkan pesawat. Seorang FOO memegang lisensi yang dikeluarkan oleh Local Civil Aviation Authorization (CAA). FOO membantu dalam pembuatan flight plan yang digunakan oleh Flight Crew pada penerbangan tertentu. Kemudian Flight Crew akan meng-input data tersebut ke dalam Flight Management Computer (FMC). FOO membagi tanggung jawabnya dengan Flight Crew dalam praktiknya, yang mana berwenang untuk memutuskan divert, delay, atau cancel pada sebuah penerbangan. Hal seperti ini disebut dengan “Co-Authority Dispatch”. Dikarenakan pemilihan keputusan terkait aspek komersial dapat menimbulkan konflik terhadap keselamatan penerbangan, tanggung jawab seorang FOO dibuat terpisah dari aspek tersebut dan karena profesi ini fokus utamanya adalah memastikan keselamatan penerbangan, maka seluruh aspek selain keselamatan akan dikesampingkan. FOO mempertimbangkan beberapa parameter sebelum merilis sebuah flight plan, yaitu prakiraan cuaca, rute dan flight level, hambatan fisik, bahan bakar yang dibutuhkan, Notice to Airmen (NOTAM), dan jumlah payload. Beberapa FOO juga berfungsi sebagai flight following dan menyarankan pilot apabila terdapat perubahan kondisi dan flight path. Mereka bekerja di bagian operasi atau control center. Perbedaan utama dari seorang flight dispatcher dan flight follower dan adalah bahwa flight dispatcher melakukan pembagian tanggung jawab dalam pengoperasian penerbangan sedangkan flight follower tidak. Selama penerbangan berlangsung, flight dispatcher akan mengawasi dan menyarankan Flight Crew apabila terdapat perubahan yang mempengaruhi keselamatan penerbangan. Dalam flight following, tanggung jawab utama dan

SAFETY ISSUE provide airlines with an opportunity for cost optimization by enabling them to determine the optimal route, altitudes, speeds, and amount of fuel to load on an airplane. An optimized flight plan must not only take into account the correct physics (i.e. airplane performance and weather) but also route restrictions from ATC and all relevant regulatory restrictions. Airlines can reduce fuel consumption and costs by improving the accuracy of their flight plans. The pilot and FOO could choose to add fuel they think might be needed to complete the flight as planned. But the heavier the airplane, the more fuel it will burn, so adding extra fuel, which adds weight, burns more fuel and increasing both operating costs and emissions. The aircraft performance and up-to-the-minute prediction of payload, weather, and traffic delay helps to create more accurate flight plan. A flight shall not be commenced until the Flight Plan is completed. Route planning, fuel calculation, and determining appropriate height and speed are components that produced from a Flight Plan. Flight Crew and FOO share responsibility for the exercise of operational control. Dispatch Release will be signed by them if the Flight Plan has satisfied themselves, then the aircraft is ready to fly. In addition, aAn accurate preparation of Flight Plan could have effect in reducing fuel consumption and other operational cost paid by an airline. [AB, IA]

operational control dari sebuah penerbangan ada pada Pilot in Command (PiC). Optimalisasi Flight Plan Selain untuk keselamatan dan mematuhi peraturan, kalkulasi flight plan juga dapat membantu perusahaan dalam optimalisasi biaya dengan pemilihan rute, ketinggian, kecepatan, serta jumlah bahan bakar yang dibutuhkan secara optimal. Sebuah flight plan yang optimal tidak hanya melibatkan penghitungan fisik saja (seperti aircraft performance dan faktor cuaca) tetapi juga pembatasan rute dari ATC serta seluruh peraturan yang relevan. Perusahaan dapat mengurangi konsumsi bahan bakar dan biaya lainnya dengan meningkatkan akurasi dari flight plan. Flight Crew dan FOO dapat memilih untuk menambah bahan bakar apabila dibutuhkan. Namun seiring dengan bertambahnya berat, maka makin banyak fuel terbakar, jadi dengan ditambahkannya fuel ekstra, berat akan bertambah, membakar lebih fuel dan menambah biaya pengoperasian dan emisi yang ditimbulkan. Aircraft performance dan prediksi terkini dari data payload, cuaca, dan traffic delay dapat membantu untuk pembuatan flight plan yang lebih akurat. Pesawat tidak dapat diterbangkan sebelum flight plan telah tersedia. Perencanaan rute, kalkulasi bahan bakar, dan penentuan berat dan kecepatan yang tepat adalah komponen yang dihasilkan dari flight plan. Flight Crew dan FOO membagi tanggung jawabnya dalam melakukan operational control di lapangan. Form Dispatch Relase akan ditandatangani oleh mereka apabila mereka setuju dengan flight plan yang ada untuk kemudian pesawat siap diterbangkan. Persiapan flight plan yang akurat dalam berdampak positif dalam mengurangi komsumsi bahan bakar dan biaya operasional lain yang harus dibayarkan oleh perusahaan penerbangan. [AB, IA] ISSUE 23 27

Word Search Can you find the hidden answers? 1. One of factors that may cause the ISD (Inadvertent Slide Deployment). 2. Aircraft slide accidentally open. 3. One of critical phase during flight. 4. Regulated in the Presidential Regulation of The Republic of Indonesia No.61 Year 2011. 5. An evaluation system internationally recognized designed to assess the operational management and control systems of an airline. 6. A annually worldwide event organized by the World Wide Fund for Nature (WWF) encouraging society to turn off their non-essential lights for one hour. 7. One of station was closed aduring the Kelud Mount eruption and volcanic ash effects. 8. A notice issued by the aviation authority to alert aircraft pilots of potential hazards along a flight route or at a location that could affect the safety of the flight. 9. Instrument used to detect all the belongings attached on the passenger’s body/clothing that made from metal and metal materials, such as firearms and sharp weapons. 10. Mandatory process conducted to ensure passengers and cabin baggage have been checked before proceeding to the aircraft.

Send your answer by capturing a box of Word Search thru email [email protected] with Subject: WordSearch FSP Issue 23. Three interesting souvenirs awaits you. Deadline December 1st, 2014. WordSearch Quiz Ed. 22 Winner Sigid Dwi Santoso (JKTCNK), Nugraha Arifianto (JKTAFF), Ika Febriana (JOGKD)


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En/ Nowadays, air transport become one of favorite public transportation. In addition to efficiency in time, air transport is also the safest transportation compared to other modes of transportation. Buying ticket, checked-in, boarding, in-flight, and then landing at the destination is part of the process of passenger flights. Many things have to be prepared on a flight from the origin to the destination. The airline must prepare things for the convenience and safety of passengers. Passengers must pass through several processes before they can sit comfortably and enjoy the flight.

In/ Saat ini moda transportasi udara menjadi favorit masyarakat dalam berpergian. Selain efisiensi dalam waktu, moda transportasi udara juga merupakan transportasi paling aman dibanding moda transportasi lainnya. Membeli tiket, checkin, boarding, in-flight, dan kemudian landing di tempat tujuan merupakan bagian kecil proses penerbangan penumpang. Banyak hal yang harus dipersiapkan dalam penerbangan dari daerah asal menuju daerah tujuan. Pihak maskapai harus mempersiapkan banyak hal demi kenyamanan dan keselamatan penumpang.

Passengers must pass through a security check point before they can go for check-in. In the security check point, passenger’s baggage must be checked through X-ray and passengers are required Walk Through Metal Detector (WTMD), if necessary, security officer will check passenger’s

Penumpang harus melewati beberapa proses sebelum dapat duduk nyaman dan menikmati penerbangan. Penumpang pesawat udara harus melewati security check point sebelum dapat masuk untuk melakukan check-in. Pada Security check point barang-barang bawaan penumpang

Photo: privacysurgeon.com

SECURITY SCREENING PROCEDURES

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luggage manually. At the security check point, security officers will inspect dangerous items such as knives, cutters, matches, gas lighters, and items that are considered dangerous for flight. After passing the security check point, passengers go to check-in counter for check-in process based on the flight. During this process, check-in staff will carry out passenger profiling to match passenger data that has been recorded in the system with passenger who check-in by showing personal identification card. Passenger’s baggage is also weighed and then the data for passenger baggage (checked bagagge) will be included in the loadsheet data then it will transferred to baggage make up area and then loaded in the aircraft cargo compartment. On international flights passengers then headed to undergo immigration checked for passport and fiscal. The next process, passengers shall pass the second security check point. There is no much different between this process and first security check point. Passengers’ carry-on baggage must pass through X-ray and passengers shall through Walk through Metal Detector (WTMD). On international flights, passengers are not allowed to carry belonging with the category LAGs (Liquid, Aerosols and Gels) more than 1000 ml. According to Civil Aviation Safety Regulation, imposed restrictions on the number of items in the form of liquids, aerosols and gels carried into the cabin on international flights, such as mineral water and other beverages, cosmetic, lotion, perfume, hairspray, hair gel, deodorant, toothpaste, etc. Passengers are allowed to carry maximum of 100 ml/pack for each item with a total maximum of 1 liter of total items. These items shall be put in a transparent plastic and separated with other belongings. All of security check point process are carried 30 FLIGHT SAFETY PUBLICATION

wajib diperiksa melalui X-ray dan penumpang wajib melalui Walk Through Metal Detector (WTMD), jika diperlukan petugas security akan memeriksa barang bawaan penumpang secara manual. Pada security check point petugas akan memeriksa barang-barang berbahaya seperti pisau, cutter, korek api, korek gas, dan barangbarang yang dianggap berbahaya lainnya. Setelah melalui security check point penumpang kemudian menuju check-in counter untuk melakukan proses check-in berdasarkan dengan penerbangannya. Petugas akan melakukan proses profiling dengan mencocokkan data penumpang yang telah tertulis dalam sistem dengan penumpang yang melakukan check-in dengan menunjukkan kartu tanda pengenal diri. Dalam proses ini bagasi penumpang ditimbang untuk kemudian data berat bagasi penumpang (checked baggage) termasuk dalam data loadsheet dan checked baggage tersebut akan masuk dalam make up area untuk kemudian dimuat dalam kompartemen kargo pesawat. Pada penerbangan internasional penumpang kemudian menuju pemeriksaan imigrasi untuk menjalani pemeriksaan paspor dan fiskal. Proses selanjutnya, penumpang akan melewati security check point yang kedua. Tahap ini tidak jauh berbeda dengan pemeriksaan security check point yang pertama. Barang bawaan penumpang (carry-on baggage) wajib melewati X-ray dan penumpang wajib melalui Walk Through Metal Detector (WTMD). Pada penerbangan international, penumpang tidak diperkenankan membawa barang bawaan yang termasuk kategori LAGs (Liquid, Aerosol and Gels) lebih dari 1000 ml. Sesuai standard keselamatan penerbangan, diberlakukan pembatasan jumlah barang-barang berupa cairan, aerosol dan gel yang dibawa ke dalam kabin pada penerbangan internasional, antara lain seperti air mineral dan

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out by authorized personnel. Screening process is performed to ensure passengers and cabin baggage have been checked before proceeding to the aircraft. Passenger and cabin baggage screening are carried out on all international and domestic flights as required by local airport authorities. This process is important to detect or identify weapons, explosive or other dangerous materials that can be used to perform unlawful acts.

Photo: Ika Kurnia Putri

Even though screening process is conducted by airport authorities, airline operator has fully responsibility in ensuring that all passengers and their luggage have gone through a screening process using metal detector, X-ray or other approved screening measures. If the equipments are not available or damaged, the manual process of screening passengers and their luggage shall be carried-out.The tools used in the screening process are as follows: a) Walk Through Metal Detectors (WTMDs) Shaped like a door that has function to detect all the belongings attached on the passenger’s body/clothing that made from metal and metal materials, such as firearms, sharp weapons, etc. WTMDs must be calibrated regularly to ensure its capabilities

minuman lain, bahan kosmetik, lotion, parfum, hairspray, minyak rambut, deodoran, pasta gigi, dan sebagainya. Jumlah yang boleh dibawa untuk masing-masing barang maksimal 100 ml/ kemasan dengan total seluruh barang maksimal 1 liter. Barang-barang tersebut harus dimasukkan ke dalam plastik transparan dan terpisah dengan bagasi dan barang bawaan lain. Pada security check point yang pertama dan kedua dilakukan proses screening oleh petugas yang berwenang. Proses screening dilakukan untuk memastikan penumpang dan bagasi kabin mereka telah diperiksa sebelum memasuki pesawat udara. Proses screening penumpang dan bagasi kabin dilakukan pada semua penerbangan internasional dan domestik seperti yang dipersyaratkan oleh otoritas penerbangan setempat. Tujuan screening penumpang dan barang di bagasi mereka adalah untuk mendeteksi atau mengidentifikasi senjata, alat peledak berbahaya atau lainnya yang dapat digunakan untuk melakukan tindakan melanggar hukum. Meskipun proses screening dilakukan oleh otoritas bandara, pihak operator berperan besar dalam memastikan bahwa semua penumpang dan barang bawaan telah melalui proses screening

Second security check point at Soekarno Hatta International Airport, Terminal 2

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b)

c)

d)

e)

f )

of detecting potentially dangerous metal objects. X-ray Machine The equipment is used to visually detect all passengers’ belongings that could endanger the safety of flight quickly without opening the packaging of the goods. This equipment can be classified according to function and capacity, such as Cabin X-ray, Baggage X -Ray, Cargo X - Ray. Hand - Held Metal Detector (HHMD) Handheld equipment is used to detect all belongings attached on the passenger’s body/ clothing that made from metal and metal materials, such as firearms, sharp weapons, and other similar objects. Explosive Trace Detection (ETD) ETD is a detector for explosives or other dangerous goods that easy to explode and could jeopardize flight safety, such as bombs and other similar materials, which might be found on passenger’s baggage. Advance Imaging Technology (AIT) Some countries uses advanced imaging technology to detect items that might be attached or hidden on a person’s body. Security Staff If there’s any doubt in content of baggage, manual check shall performed by security staff. [TR]


menggunakan deteksi logam, X-ray atau langkah-langkah pemeriksaan lain yang disetujui. Jika peralatan tersebut tidak tersedia atau rusak, proses screening manual penumpang dan mereka barang bawaan harus dilakukan. Peralatan yang digunakan dalam proses screening diantaranya: a). Walk Through Metal Detectors (WTMDs) Berbentuk seperti pintu yang berfungsi untuk mendeteksi semua barang bawaan yang berada di badan/pakaian calon penumpang yang terbuat dari bahan metal dan logam, seperti senjata api, senjata tajam, dan lain lain. WTMDs harus dikalibrasi secara teratur untuk memastikan bahwa alat tersebut mampu mendeteksi benda logam berpotensi bahaya. b). Mesin X-ray Peralatan detector yang digunakan untuk mendeteksi secara visual semua barang bawaan calon penumpang pesawat udara yang dapat membahayakan keselamatan penerbangan dengan cepat tanpa membuka kemasan barang tersebut. Peralatan X-Ray dapat diklasifikasikan menurut fungsi dan kapasitasnya yaitu : X-Ray Cabin, X-Ray Bagage, X-Ray Cargo. c). Hand-Held Metal Detector (HHMD) Peralatan detector tangan yang digunakan untuk mendeteksi posisi/letak semua barang bawaan yang terdapat pada pakaian/badan calon penumpang pesawat udara yang terbuat dari bahan metal dan dapat membahayakan keselamatan penerbangan, seperti senjata api, senjata tajam dan benda lain yang sejenis. d). Explosive Trace Detection (ETD) ETD merupakan peralatan detector yang digunakan untuk mendeteksi bahan peledak atau barang berbahaya lain yang mudah meledak dan dapat membahayakan keselamatan penerbangan, seperti bom dan bahan lain yang sejenis pada semua barang bawaan calon penumpang pesawat udara. e). Advance Imaging Technology (AIT) Beberapa negara menggunakan teknologi pencitraan canggih untuk mendeteksi barang-barang yang telah disembunyikan pada tubuh seseorang. f ). Staf Keamanan Untuk pemeriksaan secara manual barang bawaan ketika ada keraguan tentang isi. [TR]

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Muhammad Nur

VP Corporate Security (JKTDK)

THE IMPORTANCE OF PRE-FLIGHT SECURITY CHECK Pentingnya Pre-flight Security Check “By performing well and proper preflight security check, expected that the flight operations can be run securely and safely, as well as to prevent the presence of suspicious objects were deliberately placed on the aircraft by unlawful people,” said Mr. Muhammad Nur, at his office on May 12, 2014.

in/ Dalam setiap operasional penerbangan, seluruh petugas darat dan awak pesawat berperan penting untuk melindungi penumpang dari tindak gangguan yang melawan hukum. Setiap maskapai wajib melangsungkan penerbangan yang aman dengan menjalani berbagai prosedur, salah satunya preflight security check.

Photo: images.3sir.net

en/ In every flight operations, the entire ground and air crews plays important roles to protect passengers from acts of unlawful interference. Each airline shall establish a safe flight by undergoing various procedures, one of which is preflight security check.

9

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Q &

A

Leading JKTDK since 2010 becomes a challenge for Mr. Nur who had 21 years in the military and thus requiring specific adaptations when entering the aviation. What are JKTDK concerns in the implementation of preflight security check? Here’s the full interview with Mr. Nur: What is the role of preflight security check for flight? Preflight security check is mandatory for flight operations. “GO or NO GO” of a flight is based on the results of preflight security check. For example, when things that jeopardize the flight is found during the inspection, we certainly cannot take the risk to continue the flight. When did the preflight security check performed? Preflight security check of the aircraft must be done in each origin station before flight is operated, when turn around or transit, after the aircraft maintenance performed or after an overnight stop. What should be done in a preflight security check? Preflight security check is not only conducted by the security officers, but also performed by well-trained flight crew and technical personnel. The check was conducted in accordance with the guidelines checklist for each job/responsible area. For example, cabin crew uses FADR (Flight Attendant Duty Report) as guidelines checklist, in charge of the security checking throughout the interior cabin, including the area of the passenger cabin, seats, luggage bin, toilet, galley, and crew rest station. The results of the check will be reported to the Pilot in Command (PiC). They absolutely must ensure that the aircraft is free from suspicious objects that might be placed deliberately by unauthorized people and ensure there is no stowaway (people who get a 34 FLIGHT SAFETY PUBLICATION

Memimpin JKTDK sejak tahun 2010 menjadi sebuah tantangan tersendiri bagi Pak Nur, begitu Beliau biasa disapa. Maklum saja, sebelumnya, Beliau telah 21 tahun berkecimpung dalam dunia militer, sehingga membutuhkan adaptasi khusus ketika terjun ke dunia aviasi. Apa saja yang menjadi perhatian JKTDK dalam implementasi preflight security check? Berikut wawancara lengkap dengan Pak Nur: Bagaimana peran preflight security check bagi penerbangan? Preflight security check adalah wajib (mandatory) bagi operasional penerbangan. “GO or NO GO” operasional penerbangan berdasarkan hasil preflight security check. Misalnya, jika saat pemeriksaan ditemukan hal-hal yang dapat membahayakan penerbangan, tentu kita tidak dapat mengambil risiko untuk meneruskan penerbangan tersebut. Kapan preflight security check dilakukan? Preflight security check terhadap pesawat harus dilakukan di setiap origin station sebelum berlangsung operasional penerbangan, juga saat turn around, atau transit, dan setelah pesawat memasuki maintenance atau setelah overnight stop. Apa saja yang harus dilakukan dalam preflight security check? Preflight security check tidak hanya dilakukan oleh petugas security, namun juga dilakukan oleh awak pesawat dan petugas teknik yang sudah terlatih. Pemeriksaan dilakukan dengan panduan checklist sesuai area tanggung jawab pekerjaan masingmasing. Misalnya awak kabin dengan panduan Checklist FADR (Flight Attendant Duty Report), bertugas memeriksa keamanan seluruh interior kabin, di antaranya area kabin penumpang, seat, luggage bin, toilet, galley, dan crew rest station, di mana hasil pemeriksaan tersebut akan dilaporkan

SECURITY ISSUE free passage without have a flight documents) onboard. What should be considered when doing preflight security check? Each area on aircraft must be inspected thoroughly and the personnel who perform a preflight security check must be trained and familiar with aircraft parts, so the procedure is carried out thoroughly and appropriately. How the preflight security check standard form in Garuda Indonesia manual? Preflight security check form certainly has been standardized as elaborated in the international regulations, such as the ICAO Annex 17 and its derivative on ICAO Document 8973 Security Manual, IOSA Section 8 Security and IATA Security Manual, and from national regulation PM 31/2013 as our National Civil Aviation Security Program. Furthermore, these references were adopted into the Garuda Aviation Security Program (GASP), especially in Chapter 8.1. What are JKTDK programs to ensure the security preflight check is going well? We conduct inspection, security test, surveillance, and the audit to ensure the proper and consistent implementation of the set out procedure stated in Security Management System (SeMS) and GASP. For the audit program, our unit works closely with Corporate Quality, Safety & Environment Management (JKTDV) with one of the points we confirmed is preflight security check procedure. Are there any other efforts made to maintain the consistency of preflight security check implemented by operational units concern in according to the procedures? Through the AVSEC (Aviation Security) Training, we also expect the implementation of this provision in GA flight operations can be run consistently.

kepada Pilot in Command (PiC). Tentu saja mereka harus memastikan bahwa pesawat bebas dari benda-benda berbahaya yang mungkin saja telah ditempatkan secara sengaja oleh orang yang tidak bertanggung jawab, termasuk untuk memastikan bahwa tidak ada stowaway (orang yang mendapatkan penerbangan secara gratis tanpa memiliki dokumen penerbangan) di pesawat. Apa saja yang harus diperhatikan saat melakukan preflight security check? Setiap area di pesawat harus diperiksa secara seksama dan personil yang melakukan preflight security check harus terlatih dan familiar dengan bagian-bagian pesawat, sehingga prosedur tersebut dilaksanakan secara tepat dan seksama. Bagaimana bentuk standar preflight security check dalam manual Garuda Indonesia? Bentuk standar preflight security check tentunya sudah baku sebagaimana yang telah diatur di dalam regulasi internasional, seperti ICAO Annex 17 dan penjabarannya dalam ICAO Document 8973 Security Manual, IOSA Section 8 Security dan IATA Security Manual, serta dari regulasi nasional PM 31 Tahun 2013 sebagai National Civil Aviation Security Program negara kita. Selanjutnya, referensi inilah yang kita adopsi ke dalam Garuda Aviation Security Program (GASP), tepatnya Chapter 8.1. Apa program JKTDK untuk memastikan preflight security check berlangsung dengan baik? Kami melakukan inspeksi, security test, surveillance, hingga audit untuk memastikan prosedur yang tertuang dalam Security Management System (SeMS) dan GASP terimplementasi dengan baik dan konsisten. Khusus untuk program audit, unit kami bekerja sama dengan Corporate Quality, Safety & Environment Management (JKTDV) dan tentu saja salah satu poin yang dipastikan adalah ISSUE 23 35

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Q &

A

We even also provide flexibility and encourage all employees to write down on Operational Hazard Report (OHR) for the inconsistencies of this provision they found, so we can perform corrective action immediately. What is the impact to the Company in the event of human error in preflight security check? Preflight security check must be performed by educated and trained personnel. We are trying to prevent any suspicious objects or unauthorized persons to get into the aircraft, which may lead to the incident. If this happens, we will get the problem with the certification of Air Operator Certificate (AOC) and the IATA Operational Safety Audit (IOSA). We hope all the authorized personnel that perform preflight security check can conduct the procedure properly, correctly, and consistently in accordance with the SOP, in order to maintain GA aviation safety and security. What can be done by passenger to minimize flight safety & security interference? We hope all the passengers have well awareness to the importance of flight safety and comply all the aviation safety rules. The passengers can also participate in conducting a safe and secure flight by reporting something deemed wrong to the officer on duty. [IY, SY]


prosedur preflight security check. Apakah ada upaya lainnya yang dilakukan untuk menjaga konsistensi unit-unit concern di operasional dalam menjalankan preflight security check sesuai prosedur? Melalui media AVSEC (Aviation Security) Training, kami juga berharap implementasi ketentuan ini akan berjalan secara konsisten dalam operasional penerbangan. Bahkan, kami juga memberikan keleluasaan bagi pegawai untuk menuliskan Operational Hazard Report (OHR), jika ditemukan inkonsistensi atas ketentuan ini, sehingga kita dengan cepat dapat melakukan corrective action. Bagaimana dampak bagi Perusahaan jika terjadi human error dalam preflight security check? Preflight security check harus dilakukan oleh petugas yang sudah terdidik dan terlatih. Tentunya, kami berusaha untuk mencegah adanya barang berbahaya atau orang-orang yang tidak memiliki kewenangan dapat lolos dan masuk ke dalam pesawat, yang akhirnya dapat mengakibatkan terjadinya suatu insiden. Jika hal ini terjadi, maka sertifikasi Air Operator Certificate (AOC) dan IATA Operational Safety Audit (IOSA) pun akan bermasalah. Harapan kita bersama, seluruh personil yang berwenang melakukan preflight security check dapat menjalankan prosedur tersebut dengan baik dan benar sesuai dengan SOP, dan harus konsisten dijalankan demi menjaga keselamatan dan keamanan penerbangan. Apa yang dapat dilakukan penumpang untuk meminimalisasi gangguan keamanan dalam penerbangan? Kami berharap agar penumpang menyadari betul pentingnya keamanan dalam penerbangan dan mematuhi segala aturan di dunia penerbangan. Tentu saja, penumpang juga dapat berpartisipasi dalam menyelenggarakan penerbangan yang aman dan nyaman dengan melaporkan sesuatu yang tidak beres kepada petugas on duty. [IY, SY]

SAFETY ISSUE

Natural Disaster Management on Mount Kelud Eruption

Photo: abc13.com

Manajemen Bencana Alam terhadap Meletusnya Gunung Kelud

en/ On February 14th, 2014 at 22:50 pm, Kelud Mount erupted, blasting volcanic ash into the air. Some airports were declared closed. Operations at stations affected by the airport closure reported were such as SUB, MLG, SOC, JOG, SRG, and BDO. For safety reasons, Garuda Indonesia decided to cancel some flights to and from those affected stations.

in/ Pada tanggal 14 Februari 2014 pukul 22.50 WIB, Gunung Kelud meletus dan mengeluarkan abu vulkanik ke udara, beberapa station terkena dampak berupa penutupan airport yaitu SUB, MLG, SOC, JOG, SRG, dan BDO. Garuda Indonesia memutuskan untuk membatalkan beberapa penerbangan dari dan menuju beberapa stasiun terdampak dengan alasan keselamatan penerbangan.

ISSUE 23 37

Photo: en.tempo.co

SAFETY ISSUE

A Garuda Indonesia aircraft at Adisucipto airport is closed due to ash falls in Sleman, Yogyakarta

Within limited time, assessment of the Kelud Mount eruption was made by Garuda Natural Disaster Assessment Team based on informations obtained. The assessment results show that Kelud Mount eruption did impact on the operations and business of Garuda Indonesia. So it was then decided, the Emergency Control Center (ECC) was activated and the Emergency Management Team (EMT) such as FAC, MIC and PIC were released. It has been accordance with the the ERP Manual Rev. 5 Chapter 4.8 Natural Disaster, the Local ERP Manual and other SOPs and operational


Dalam waktu yang singkat, dilakukan penilaian terhadap dampak letusan Gunung Kelud tersebut oleh Natural Disaster Assessment Team berdasarkan informasi yang diperoleh. Hasil penilaian tersebut menunjukkan bahwa dampak letusan Gunung Kelud berdampak luas terhadap operasional dan bisnis Garuda Indonesia. Sehingga diputuskan, Emergency Control Center (ECC) beserta Emergency Management Team (EMT) lainnya seperti FAC, MIC dan PIC diaktifkan merujuk pada ERP Manual Rev 5 Chapter 4.8 Natural Disaster serta Local ERP Manual, selain

Photo: jateng.tribunnews.com

SAFETY ISSUE

A Garuda Indonesia aircraft covered with volcanic ash at Adi Soemarmo Airport, Solo

procedures related to handling business activities and operations during the occurrence of natural disasters. As ERP be activated, the team started to collect more data/information from both internal and external sources, conduct assessment continuously, monitor flight status, and coordinated related parties. In conditions where emergency is declared, the normal business and emergency operations will

SOP dan prosedur operasional departemental yang berkaitan dengan penanganan kegiatan usaha dan kegiatan operasional berkaitan dengan terjadinya bencana alam. Setelah ECC diaktifkan langkah selanjutnya dilakukan pengumpulan data dan informasi, penilaian, pemantauan, dan koordinasi penanganan operasional penerbangan dan kegiatan usaha melibatkan internal Garuda Indonesia serta eksternal, sehingga dapat diputuskan tindakan yang tepat terhadap

ISSUE 23 39

SAFETY ISSUE be conducted separately by each Operations Control Centre (OCC) and Emergency Control Center (ECC). In emergency management, Board of Directors (BoD) shall provide clear policies to be actioned by the ECC. In the ECC Room, the ERP Key Personnel and representatives from related units involved actively. All decisions made in anticipation ECC are referred to established procedures while taking into account the operational and non-operational effects. Corrective actions are constructed comprehensively to be carried out by concerned units to minimize further impact on the business and operations of Garuda Indonesia. The flight operations was responsible to notify all pilots about the dangers and how to avoid the volcanic ash and flying in the presence of volcanic ash plumes from Kelud Mount eruption. The scheduling department was responsible to ensure air crews were sufficient for flights. Other supports came from such as: • IT Department was responsible to ensure the electronic system used for planning and monitoring of operations would not be hampered. • Human Resources Department was responsible to ensure the deployment of personnel staffing required. • Medical Department was responsible for for medical aid for all personnel who in charged or took part. • Security Department was responsible to ensure security of, passengers, aircrafts, and property of Garuda Indonesia. Garuda Indonesia also prepared press released and ditributing it through various communication channels (television, radio, websites, call centers, circulars, and email blast) to explain the situation occurred . 40 FLIGHT SAFETY PUBLICATION

perkembangan situasi dan kondisi baik untuk internal perusahaan maupun untuk informasi kepada pihak luar. Pada kondisi dimana dinyatakan emergency, dilakukan pemisahanan penanganan pengendalian, yaitu Emergency Control Center (ECC) khusus untuk penanganan dampak Gunung Kelud (penenganan emergency) dan Operations Control Center (OCC) untuk normal bisnis. Dalam penanganan emergency ini, Board of Director (BoD) memberikan arahan kebijakan yang jelas untuk diimplementasikan secara operasional oleh ECC. Di dalam ECC, ERP Key Personil dan perwakilan dari unit terkait terlibat aktif. Semua langkah antisipasi yang diputuskan dalam ECC merujuk pada prosedur yang berlaku dengan memperhitungkan dampak operasional dan non operasional. Langkah antisipasi disusun dan dilaksanakan oleh unit terkait yang bersifat menyeluruh untuk meminimalkan dampak terhadap bisnis dan operasional Garuda Indonesia. Untuk mendukung rencana operasional penerbangan Garuda Indonesia, dilakukan penyampaian informasi kepada pilot mengenai bahaya abu vulkanik dan cara menghindari serta penanganan penerbangan dengan adanya abu vulkanik akibat meletusnya Gunung Kelud, selain itu juga memastikan kecukupan crew. Beberapa dukungan dari banyak lingkup seperti: • Adanya dukungan IT sehingga proses otomatisasi untuk perencanaan dan pemantauan operasional penerbangan Garuda Indonesia tidak terganggu. • Adanya dukungan kepegawaian untuk pengerahan petugas yang diperlukan • Adanya dukungan bantuan kesehatan untuk petugas Garuda Indonesia • Adanya dukungan security di beberapa lokasi

SAFETY ISSUE

To reduce disappointment of the passengers having flights that were canceled or interrupted as a result of a decision by the ECC Team pertaining to Kelud Mount eruption, Garuda Indonesia prepared assistances to the passengers at the airport by volunteers FAC and operations officer at the airport Before released for flying back, an aircraft that flew through volcanic ash plumes would follow theh inspection procedures set out in the (Aircraft Maintenance Manual. During the activation of the ECC,the team checked out the volcanic ash infographic for facts and figures continuously. Reports from both landline officers and flight crews were also considered. Decisions were made based on the assessment of the latest data/ information gathered. All required departments were present and provided supports to the ECC in accordance with their respective responsibilities for the handling of emergencies due to natural disaster. Emergency Control Center (ECC) was declared closed on February 16th, 2014 at 13:17 am, afterassesing and considering all impacts of the Kelud Mount Operations had been resolved. The emergency operational monitoring becomes the operational contingency. [RI]

penting penanganan petugas, penumpang, pesawat dan properti Garuda Indonesia Untuk menyampaikan informasi kepada publik, dilaksanakan penyebaran informasi kondisi penerbangan Garuda Indonesia selama kondisi emergency baik untuk internal maupun eksternal melalui berbagai saluran komunikasi (televisi, radio, website, call center, surat edaran, email blast). Garuda Indonesia mempersiapkan pendampingan kepada calon penumpang di airport oleh relawan FAC dan petugas operasional di Bandara yang bertujuan mengurangi kepadatan dan kekecewaan calon penumpang untuk penerbangan yang dibatalkan atau terganggu sebagai akibat keputusan rencana penerbangan Garuda Indonesia berkaitan dengan meletusnya Gunung Kelud. Sebelum dinyatakan dapat diterbangkan kembali, semua pesawat yang berada dilaksanakan pemeriksaan sesuai prosedur (Aircraft Maintenance Manual). Selama ECC diaktifkan, dilaksanakan monitoring pergerakan abu vulkanik, pelaporan dari lapangan baik dari petugas darat maupun crew yang terbang, dilaksanakan assesment sebagai penetapan langkah penanganan, dan pengambilan keputusan secara berkala merujuk pada situasi dan kondisi terkini serta informasi dari internal maupun eksternal dapat diambil langkah antisipasi yang tepat. Departemen dan unit yang terkait memberikan dukungan kepada ECC sesuai dengan tanggung jawab masing-masing selama penanganan emergency due to natural disaster. Setelah dilakukan assesment oleh Emergency Control Center dan ditetapkan dampak meletusnya Gunung Kelud terhadap operasional penerbangan Garuda Indonesia sudah teratasi maka pada tanggal 16 Februari 2014 pukul 13.17 WIB, Emergency Control Center (ECC) ditutup dan pemantauan operasional diturunkan menjadi kontingensi operasional. [RI]

ISSUE 23 41

OSH&E ISSUE

Hazard Mitigation of Rodent in Aviation Industry

Photo: Fandi Ahmad

Penanggulangan Bahaya Tikus bagi Penerbangan

A Garuda Indonesia aircraft parked at Soekarno Hatta Int’l Airport, Cengkareng


OSH&E ISSUE

en/ Rats are small mammals, an order of rodents from family muridae.The most wellknown species of rodents are mouse (Mus spp) and brown rats (Rattus Norvegicus), found in almost all countries.

in/ Tikus adalah mamalia yang termasuk dalam suku Muridae. Spesies tikus yang paling dikenal adalah mencit (Mus spp.) serta tikus got (Rattus norvegicus) yang ditemukan hampir di semua negara.

Rats are pets that may cause harm to human life both in the residential and industrial: 1. Carrying many type of diseases through contact directly via bites or indirectly via fleas or feces (plague, leptospirosis, thypus, worms, etc) 2. Spoiling foodstuffs by urinating over it, 3. Disguting (phobia).

Tikus merupakan hama yang menimbulkan kerugian bagi kehidupan manusia baik di lingkungan perumahan maupun industri, kerugian tersebut diantaranya sbb : 1. Sebagai sumber penularan penyakit (Sampar, Leptospirosis, Thypus, Cacingan dll) 2. Merusak bahan makanan dan peralatan 3. Menjijikkan (phobia)

From the research of Bogor Agricultural University, among others, rats are very clever, having high appetite, active, naturally cautious, exploratorist (digging, climbing, jumping), thigmotactic (tendency to remain close to vertical surfaces), Kinaesthic (sensitive against anything that moves), olfactive (smell sharp) with delicate and highly sensitive whiskers, sensitivite to sound, and neophobia (rejecting something new).

Dari hasil penelitian Institut Pertanian Bogor perilaku tikus antara lain cerdik, penuh tipu daya, selera makan tinggi, selalu mengerat, aktif bergerak cepat, suka mengembara, mempunyai area territorial, memiliki kumis sebagai alat penciuman, Thigmotactic (senang mojok), Khinaesthetic (sensitif terhadap sesuatu yang bergerak), olfaction (penciuman tajam), Hearing (sensitif terhadap suara), dan Neophobia (menolak sesuatu yang baru). Perkembangbiakan tikus sangat cepat, umur 1,5 – 5 bulan sudah dapat berkembang biak, setelah hamil 21 hari, setiap ekor dapat melahirkan 6-8 ekor anak, 21 hari kemudian pisah dari induknya dan setiap tahun seekor tikus dapat melahirkan 4 kali.

Rats are very easy to breed. A female rat reaches sexual maturity at 5 weeks age and may breed from age 1.5 to 5 months or more, After about 21 days pregnancy, a female rat can deliver up to 6-8 babies, Babies can be weaned at 21 days from the parents. Each year a rat can give birth to 4 times. In human life, rat is one of animals considered quite disturbing for health and environmental hygiene. Rats are able to adapt to different environments without much difficulties. A rat can even last longer without water than a camel. Rats can fall from high level without injury. The rats can survive in the event of a large-scale radiation, and is able to swim a distance of 2/3 miles in open

Dalam kehidupan manusia, tikus merupakan salah satu binatang yang cukup mengganggu dari sisi kesehatan dan kebersihan lingkungan. Penyebaran tikus di seluruh dunia bukan karena sepenuhnya kebetulan. Tikus mampu beradaptasi dengan lingkungan yang berbeda tanpa banyak kesulitan. Seekor tikus dapat bertahan lebih lama tanpa air dibandingkan unta. Tikus dapat jatuh dari tingkat 5 tanpa cedera. Mereka bisa bertahan saat terjadi

ISSUE 23 43

OSH&E ISSUE water. From generation to generation, rats tend to develop a certain immunity against different toxins. Reports of rats on plane from air crews for the last two years have been considered as serious problem. In airplane, rats can spoil the equipments and spread diseases . Based on Garuda Safety Data Base, there were 25 reports for rats on plane during 2012 and 21 reports during 2013, found alive or dead in various aircraft types from B737.800, A.330.300 and A.330.200 . Location the occurrence was most reported at Denpasar Station. It was reviewed that the renovation project of Denpasar Airport to be more likely become the cause of the mice and rats. Most reports of rats occurred on March. Several recommendations issued to concerned units/parties are to intensify fumigation, to conduct a more thorough aircraft cleaning especially for registration PKGPA and PKGPC because both experienced the more occurences compared to others either during a night stop or at any other operationally convenient time, and to intensify each pest control program. Precautions have been performed by GMFAeroAsia through installment of Supersonic mouse trap when the aircraft remains over night (RON) or transits with over 5 hours of ground time especially at DPS Station; consistently keeping the door closed when maintenance activity is reduced since experiences revealed that rodents tend to board aircraft through open doors and access panels; conducting aircraft fumigation periodically (every 6 months), and working with Sucofindo to conduct fumigation in UPG, MES, SUB, BPN, DPS, where such busy airports are suspected having plague-infected area. Also these are included in GMF rodent control program: placing rats baits; aircraft inspection for droppings, grease marks, 44 FLIGHT SAFETY PUBLICATION

radiasi besar-besaran, dan mampu berenang dengan jarak 2/3 km di perairan terbuka. Dari generasi ke generasi, tikus cenderung untuk membangun kekebalan tertentu terhadap racun yang berbeda-beda. Diketemukannya tikus di dalam pesawat pada 2 tahun terakhir ini menjadi permasalahan serius yang sering dilaporkan oleh awak pesawat. Dari sisi penerbangan, tikus dapat membahayakan peralatan di pesawat dan dapat mengganggu kesehatan melalui makanan dan kebersihan lingkungan, dalam hal ini terkait dengan catering di pesawat. Dari data Operasional Hazard Report tahun 2012 dan 2013 serta informasi dari unit MLC, tahun 2012 terdapat 25 laporan kejadian adanya tikus dan 21 laporan di tahun 2013 yang diketemukan baik dalam kondisi hidup atau mati di berbagai tipe pesawat seperti B737-800, A330300 dan A330-200. Lokasi terbanyak terjadi pada station Denpasar yang pada saat kejadian sedang mengalami proses renovasi, hal tersebut sangat mungkin menjadi salah satu penyebab adanya tikus yang berkeliaran di area bandara Denpasar pada saat pembongkaran gedung lama. Dari waktu kejadian, bulan Maret menjadi bulan tertinggi laporan tikus dipesawat. Dari hasil analisis data, dapat disampaikan beberapa rekomendasi untuk penanganan insiden tikus dalam penerbangan yaitu, perlu dilakukan fumigasi dan pengecekan serta pengamatan khusus untuk registrasi pesawat PK-GPC dan PK-GPA dikarenakan kedua pesawat tersebut mengalami kejadian tertinggi. Selain itu, berkordinasi dengan pihak catering (ACS) mengenai proses monitoring pest control di area catering serta berkordinasi dengan pihak Cargo untuk menemukenali kemungkinan adanya penyebab kejadian tersebut terkait dengan area Cargo.

OSH&E ISSUE urine stains, live or dead rodents, rodents sounds and rodent odors; sanitation and installment of ultrasonic rat repellent appliance (UHF) with a radius of 200 m2 in the hangar area. Precaution performed at DPS Station by Gapura Angkasa is sanitation over ground support equipments by GSE Mechanics together with the PMI and Port Health Office (KKP) every 3 months; removal rubbish, undesirable grass, weeds, water, taking care and proper storage of old equipments; and spraying pesticides randomly at night. The pest control program is coordinated with AP-I at Ngurah Rai Airport. Precautions conducted by JKTCIPGA / Inflight Service Standard & Development is to coordinate with Catering Operator (ACS) since they were likely entering the aircraft during loading of catering trolleys. ACS is expected to intensify sanitation over the catering trolleys that servicing the aircraft. [BN]

Pencegahan yang dilakukan oleh GMF-Aeroasia dengan melakukan pemasangan Supersonic Mouse Trap saat RON / Transit dengan ground time diatas 5 jam di DPS, melakukan penutupan pintu pesawat dan menjauhkan tangga dari cabin dan cargo saat daily jika tidak ada maintenance dan melakukan fumigasi periodik (setiap 6 bulan). Menjalin kerjasama dengan Sucofindo untuk melakukan Fumigasi di UPG, MES, SUB, BPN, DPS. Beberapa hal pengendalian di lingkungan GMF/Hangar dengan pengumpanan memakai racun, memasang perangkat jebakan, sanitasi lingkungan dan pengontrolan serta alat pengusir tikus Ultrasonic (UHF) dengan radius 200 m2 di area Hangar. Pencegahan yang dilakukan oleh Gapura Angkasa / DPS dengan melakukan melakukan fogging/fumigasi pada PBS setiap bulan oleh Mechanic GSE bersamaan pada saat PMI dan oleh Kantor Kesehatan Pelabuhan (KKP) setiap Triwulan. Khusus pada pesawat RON, segera memindahkan PBS setelah proses pelayanan atau pemeriksaan pesawat selesai. Menyiapkan pestisida di Kantor GSE Operator untuk penyemprotan PBS manakala ditemukan pest pada operasional malam hari. Melakukan koordinasi dengan AP-I dan KKP terkait pengendalian Pest di Bandara Ngurah Rai. Pencegahan yang dilakukan JKTCIPGA / Inflight Service Standard & Development dengan melakukan koordinasi dengan Catering (Aerofood) untuk memastikan pada saat proses off-load tidak ada perlengkapan catering (galley equipment) seperti Oven, Porcelaine ware, Cabin Article dll, tidak tertinggal di Galley/pantry pesawat dan Garbarata. Melakukan pengecekan ke Aerofood dalam menjaga kebersihan hi-lift truck milik caterer, yang juga berpotensi membawa tikus. Koordinasi dengan Pihak Aircraft Cleaning untuk memastikan tidak ada sampah dan kotoran yang tersisa di dalam pesawat. [BN]

ISSUE 23 45

SAFETY OPINION Convenient & Safe Traveling

Bella Novitia 536287, JKTWAA-3

Pertama yang perlu dipersiapkan sebelum travelling adalah ketahui dengan jelas kemana tempat

Tulus Widhi Panuntun 536948, JKTQXA

Beberapa hal yang harus disiapkan untuk travelling adalah cek kondisi cuaca/musim di


tujuan kita dan bagaimana cuaca disana agar pakaian yang dikenakan dapat sesuai. Jangan lupa untuk menyiapkan itinerary agar perjalanan lebih efektif dan efisien. Jika akan bepergian dengan pesawat, pastikan tiket sudah di-book sesuai dengan nama, tujuan, dan waktu perjalanan kita, perhatikan pula barangbarang yang boleh maupun tidak dibawa ke cabin pesawat. Bawalah perlengkapan yang cocok dengan keadaan tempat tujuan, perlengkapan mandi, obatobatan pribadi, paspor dan visa jika travelling ke luar negeri, dan uang tunai. Untuk travelling ke daerah pegunungan atau pantai, sebaiknya menggunakan tas ransel daripada koper agar memudahkan dalam beraktivitas. Perhatikan jumlah barang yang dibawa untuk menghindari overweight bagasi. Happy travelling!

tempat tujuan, membawa dokumen penting seperti tiket, kartu identitas, passport, bukti booking hotel dan pecahan mata uang lokal kecil untuk biaya transportasi. Cek biaya provider atau data roaming internasional dan selalu membawa makanan ringan atau siap saji. Perlu juga diperhatikan mengenai barang-barang yang tidak diperbolehkan dibawa di cabin pesawat seperti benda tajam (pisau cukur, gunting kuku) dan cairan di atas 100 ml (zat kimia, minyak kayu putih, minyak wangi, dll). Jika memerlukan peralatan tersebut, maka bisa menyimpannya di tas koper yang akan dimasukkan dalam bagasi.

Rizkyna Alamanda Siregar 533785, JKTDOQ

Sebelum kita bepergian dengan menggunakan pesawat sebaiknya memahami aturan-

Bobby Mandala Putra 536739, JKTWAA-3

Beberapa tips aman, selamat dan menyenangkan melakukan perjalanan dengan pesawat antara lain, kita harus mempersiapkan kondisi sehat lahir

aturan penerbangan mengenai barang apa yang boleh dibawa di cabin dan yang harus dibagasikan. Misalnya, jika ingin membawa cairan diatas 100ml, benda-benda tajam seperti gunting, gunting kuku, pisau dan sebagainya dapat disimpan di koper yang dibagasikan, dan jika membawa cairan di bawah 100ml ke dalam cabin, dapat disiapkan di plastik terpisah untuk memudahkan dan mempercepat pada saat proses pemeriksaan bagasi. Perlu juga untuk melakukan riset tentang kebiasaan, budaya, ramalan cuaca, tempat-tempat yang harus dikunjungi, makanan yang harus dicoba, barang-barang khas yg harus dibeli di daerah yang akan dituju.

batin sebelum bepergian, karena jika sakit, seperti flu, akan sangat mengganggu selama di dalam pesawat. Sebelum berangkat, jangan makan terlalu kenyang, karena didalam pesawat akan diberikan snack atau makanan agar bisa menikmati nuansa makan di pesawat. Kita dapat membawa peralatan elektronik seperti tablet atau ipod agar tidak merasa bosan selama perjalanan, tetapi jangan lupa untuk menonaktifkan selama take off dan landing sesuai dengan regulasi yang ada di dalam pesawat. Apabila kita membawa barang-barang yang dapat membahayakan penumpang lain, seperti gunting, ada baiknya dimasukkan ke dalam bagasi. Untuk keselamatan dalam penerbangan, jangan lupa untuk memperhatikan demonstrasi keselamatan oleh pramugari dan membaca kartu petunjuk keselamatan yang ada di tiap seat. Serta jangan lupa berdoa agar selamat sampai tujuan.

ISSUE 23 47

OSH&E ISSUE

The Development of Biofuel in Indonesia

Photo: michaelshank.tv

Perkembangan Biofuel di Indonesia


OSH&E ISSUE

en/ Indonesia has published a Presidential Regulation of The Republic of Indonesia No.61 Year 2011 on The National Action Plan for Greenhouse Gas Emissions Reduction (Rencana Aksi Nasional Penurunan Emisi Gas Rumah Kaca “RANGRK”) that provides the basis for various related Ministries/Institutions as well as the Regional Governments to carry out activities that will directly and indirectly reduce the greenhouse gas (GHG) emissions.

in/ Indonesia telah mengeluarkan Peraturan Presiden Republik Indonesia No.61 Tahun 2011 tentang Rencana Aksi Nasional Penurunan Emisi Gas Rumah Kaca “RAN-GRK” yang menjadi dasar bagi berbagai Kementrian terkait / lembaga negara serta Pemerintah Daerah untuk melaksanakan kegiatan yang akan memberikan dampak baik secara langsung maupun tidak langsung untuk mengurangi gas rumah kaca (GRK).

This regulation is prepared as a follow-up to Indonesia’s commitment, which was presented by President Susilo Bambang Yudhoyono in his speech at the G-20 summit in Pittsburgh, United States, on 25th September 2009 and on the Conference of the Parties (COP) 14 meeting, on December 2009 at Copenhagen, Denmark. The President established a target for Indonesia of a 26% reduction in GHG emissions by 2020 (with the baseline emission year on 2005), based on Indonesia’s own efforts, and a further reduction of up to 41% with the contribution of international support.

Peraturan ini disusun sebagai bentuk dari tindak lanjut komitmen Indonesia, yang disampaikan oleh Presiden Susilo Bambang Yudhoyono dalam pidatonya di KTT G-20 di Pittsburgh, Amerika Serikat, pada tanggal 25 September 2009 dan pada Conference of Parties (COP) 14 meeting, pada bulan Desember 2009 di Copenhagen, Denmark. Presiden menetapkan target pengurangan 26% emisi gas rumah kaca pada tahun 2020 (dengan tahun emisi awal tahun 2005), berdasarkan pada upaya Indonesia sendiri, dan pengurangan hingga 41% dengan kontribusi dukungan internasional.

The RAN GRK is expected to become an integrated, concrete, measurable and practical action plan for the period between 2010 and 2020. The GHG emission reduction activities within this action plan shall be prepared by taking into account the national development principles and priorities, mitigation potentials and feasibility, as well as needed financing sources for its implementation. The action plan is thus expected to be doable and well-planned.

RAN GRK diharapkan akan menjadi sebuah rencana aksi yang terpadu, konkret, terukur dan mudah untuk diimplementasikan untuk periode antara 2010 dan 2020. Kegiatan penurunan emisi GRK dalam rencana aksi ini disusun dengan memperhatikan prinsip-prinsip pembangunan nasional dan prioritas, potensi mitigasi dan kelayakan, serta kebutuhan sumber pembiayaan untuk pelaksanaannya. Rencana aksi ini diharapkan akan dapat dilakukan dan terencana.

Aviation Biofuel in Indonesia As a form of commitment, on 37th ICAO Assembly 2010, Indonesia has established program

Aviation Biofuel di Indonesia Sebagai wujud dari komitmen pada ICAO Assembly yang ke-37 tahun 2010, Indonesia

ISSUE 23 49

OSH&E ISSUE

The National Action Plan (Roadmap) on carbon Emissions Reduction

and roadmap of RAN-GRK 2012-2020 for air transportation sector. On this event, Indonesia has delivered a National Action Plan on Aviation and Climate Change which contains the main points of the programs and activities in the context of GHG emission reduction. Based on the roadmap 2012-2020, Ministry of Transportation under the Directorate of General Civil of Aviation (DGCA) has instructed all airlines in Indonesia to achieve a target of 2 percent biofuel use by 2016-2017 and 3 percent use by 2018-2020. Although small amounts, this policy would make Indonesia the first country to mandate the use of aviation biofuels by specific dates. On 27th of December 2013, Ministry of


telah membentuk program dan roadmap dari RAN-GRK 2012-2020 untuk sektor transportasi udara. Pada pertemuan ini, Indonesia telah menyampaikan Rencana Aksi Nasional mengenai Industri Penerbangan dan Perubahan Iklim yang berisi poin-poin utama dari program dan kegiatan dalam konteks penurunan emisi GRK. Berdasarkan roadmap 2012-2020, Kementerian Perhubungan melalui Direktorat Jenderal Perhubungan Udara telah menginstruksikan semua maskapai di Indonesia untuk mencapai target penggunaan 2 persen biofuel pda tahun 2016-2017 dan 3 persen pada tahun 2018-2020. Meskipun jumlah tersebut terbilang kecil, namun kebijakan ini membuat Indonesia menjadi negara pertama yang mengeluarkan aturan penggunaan biofuel untuk penerbangan sipil.

OSH&E ISSUE Transportation and Ministry of Energy and Mineral Resources, signed an agreement on the use of aviation biofuel and renewable energy sources at airports. The use of biofuel and renewable energy sources was part of a broader effort on the part of the Ministry of Transportation (based on the roadmap) to reduce greenhouse emissions and mitigate climate change. This also is a part of National Energy Conservation Efforts. It will take time to research and develop alternative fuels that meet the safety requirement of civil aviation and commercially viable as well. The joint agreement has set up a task force (working team) involving ministries, as well as the airport operators, airline operator, fuel supplier and other stakeholders concerned. This team will be responsible for planning, preliminary work and sustainable execution, and will serve for 3 (three) years starting from 2014. This task force divided into 4 (four) sub group on competence basis: • Policy Making, Regulation, Organization and Human Resources Capacity Enhancement • Research and Development • Trial and Certification • Commercial, Risk and Sustainable Evaluation Garuda Indonesia as one of the operator in Indonesia, actively participate in the Task Force, by placing a representative on each sub-group. The units that involved in the Task Force, are, JKTOS, JKTDV, JKTMQ, JKTDOP and JKTQR. [ST]

Pada tanggal 27 Desember 2013, Kementerian Perhubungan dan Kementerian Energi dan Sumber Daya Mineral, menandatangani perjanjian kerjasama penggunaan biofuel pada transportasi udara dan sumber energi terbarukan di bandar udara. Penggunaan biofuel dan energi terbarukan merupakan bagian dari upaya yang lebih luas (berdasarkan roadmap) yang dilakukan oleh Kementerian Perhubungan untuk mengurangi emisi gas rumah kaca dan mengurangi dampak perubahan iklim. Hal ini juga merupakan bagian dari Upaya Konservasi Energi Nasional. Untuk melakukan penelitian dan pengembangan bahan bakar alternatif yang memenuhi persyaratan keselamatan penerbangan sipil dapat dipasarkan secara komersial, akan membutuhkan waktu yang tidak singkat. Kesepakatan bersama ini telah membentuk task force (tim kerja) yang melibatkan kementerian, operator bandar udara, maskapai penerbangan, pemasok bahan bakar dan berbagai pemangku kepentingan terkait lainnya. Tim ini akan bertanggung jawab untuk perencanaan, pekerjaan awal dan pelaksanaan yang berkelanjutan, dan akan melayani untuk 3 (tiga) tahun sejak 2014. Tim Kerja ini dibagi menjadi 4 sub bidang pelaksana berdasarkan kompetensi, yaitu: • Pelaksana Perumusan kebijakan, Regulasi, Organisasi dan Peningkatan Kapasitas SDM • Pelaksana Studi, Riset, dan Pengembangan. • Pelaksana Uji Coba dan Persiapan Sertifikasi. • Pelaksana Evaluasi Komersial, Resiko, dan Berkelanjutan. Garuda Indonesia sebagai salah satu operator penerbangan di Indonesia berpartisipasi secara aktif dalam Task Force ini, dengan menempatkan perwakilan pada setiap sub bidang pelaksana. Unit-unit yang terlibat di dalam Task Force tersebut antara lain, JKTOS, JKTDV, JKTMQ, JKTDOP dan JKTQR. [ST]

ISSUE 23 51

SAFETY Tips Travel Tips Fun Onboard Tips Perjalanan Menyenangkan Dengan Pesawat

en/ In the past, people who fly on a plane very identical to the bourgeoisie, now everyone can freely explore the world by planes. Currently, the tickets prices are offered even lower with the number of new airlines in Indonesia are competing to provide excellent service with the opening of new routes. In addition to the competition schedule in the same destination, flight occupancy rate is also one of the determining factors, so the price is becoming very competitive and profitable customers. Although we have often boarded the plane, sometimes there just forget about the details of what should and should not do when using this mode of transportation. Beginning from the time of ticket reservation, when at the airport, when in flight, and thus onward. Many things below are very basic, hopefully useful for newbie on a plane or travel frequently. [WA] in/ Jika dulu naik pesawat merupakan hal yang sangat identik dengan kaum borjuis, kini setiap orang bisa dengan bebas menjelajahi dunia menggunakan pesawat terbang. Saat ini harga tiket yang ditawarkan pun semakin murah dengan banyaknya maskapai baru di Indonesia yang berlomba-lomba memberikan pelayanan prima dengan pembukaan rute-rute baru. Selain karena persaingan jadwal dalam satu destinasi yang sama, tingkat keterisian pesawat juga merupakan salah satu faktor penentunya, sehingga harga yang ditawarkan menjadi sangat kompetitif dan menguntungkan para konsumen. Walaupun kita sudah sering naik pesawat, terkadang ada saja yang terlupa mengenai detil-detil apa yang boleh dan tidak boleh dilakukan jika menggunakan moda transportasi satu ini. Dimulai dari saat reservasi tiket, ketika di bandara, ketika di penerbangan, dan lain sebagainya. Banyak hal di bawah ini sangat mendasar, semoga berguna bagi baik yang baru mulai naik pesawat atau yang sudah sering bepergian. [WA]


01

03

05

06

Ticket en/ Remember, the name on the ticket must correspond with your ID card. in/ Yang perlu diingat, nama yang tertera di tiket harus sesuai dengan KTP anda.

02

Booking Ticket

Ticket for Children en/ Children below 22 months (infant / baby) are not required to buy a ticket and sit alone, parents need to fly with a baby as a companion. in/ Anak yang berusia dibawah 22 bulan (infant/ bayi) tidak diwajibkan membeli tiket dan duduk sendiri, orang tua harus ikut terbang bersama bayi dan menjadi pendamping.

en/ Order tickets ahead of time in addition to the price could be cheaper you could prepare for a more perfect trip, if you’re lucky you can get a promo ticket which is very economical. Remember the ticket booking code booking your ticket. Issuing Ticket 04 in/ Pesanlah tiket jauh-jauh hari selain harganya en/ After making a reservation and get a ticket bisa lebih murah anda bisa mempersiapkan booking code, you must make payments before perjalanan lebih sempurna, jika beruntung the deadlines given. anda bisa mendapat tiket promo yang sangat in/ Setelah melakukan reservasi dan ekonomis. Ingatlah kode booking tiket pemesanan mendapatkan kode pemesanan tiket, anda harus tiket anda. melakukan pembayaran sebelum melewati batas waktu yang diberikan.

Social Status & Academic Title en/ Social status and the academic degree is not required during the trip (eg: SE, SH, Hj, M.Si, etc), 07 so do not waste your time by writing on the ticket. in/ Status sosial dan gelar akademik tidak diperlukan selama perjalanan (misalnya: SE, SH, Hj, M.Si, dan laninnya), jadi jangan membuang waktu anda dengan menulisnya di tiket.

Special for Doctor en/ If you are a doctor, please include your title in the ticket. It is very helpful cabin crew during the flight, which at times can be life-threatening emergency passengers. in/ Jika anda adalah seorang dokter, silakan menyertakan gelar anda di tiket. Hal ini sangat membantu awak kabin selama penerbangan, di mana pada saat-saat darurat yang dapat mengancam nyawa penumpang.

Check-in en/ This is term where passengers who already have tickets will be re-recorded and weighed trunk. Prepare your identity card while in the queue in order to speed up the process. The check-in was opened since 2 hours before departure time and closed 45 minutes before takeoff. in/ Ini adalah istilah dimana penumpang yang sudah memiliki tiket akan didata kembali dan ditimbang bagasinya. Siapkan kartu identitas anda saat berada dalam antrian agar lebih mempercepat proses. Layanan check-in mulai dibuka sejak 2 jam sebelum waktu keberangkatan, dan ditutup 45 menit sebelum pesawat tinggal landas.

ISSUE 23 53

08

Unaccompanied Minors

09

Ordering Seat

en/ Or commonly abbreviated as “UM” en/ You can select the desired seating position, of (“Unaccompanied Minors”) is a special service course it is tailored to the ticket price and you buy for children traveling unaccompanied. Usually class. Remember, pregnant women, the elderly, they will be handled by the cabin crew since disabilities, disabled and children are not allowed check in process until pick up by who have been to sit in the row in which there is an emergency authorized. Contact the airline concerned to exit. further clarify the rules to which they apply, then in/ Anda dapat memilih posisi tempat duduk you will be asked to sign an agreement while your yang diinginkan, tentu hal ini disesuaikan dengan child participate together in flight. Specified age harga tiket dan kelas yang anda beli. Perlu diingat, limitation maximum is 11 years and and at least perempuan hamil, lansia, difabel, disable dan four years. anak-anak tidak diizinkan untuk duduk di barisan in/ Atau yang biasa disingkat “UM” di mana terdapat pintu darurat. (“Unaccompanied Minors“) adalah layanan khusus bagi anak-anak yang bepergian tanpa pendamping. Biasanya mereka akan ditangani Baggage oleh awak kabin sejak dari proses lapor berangkat 10 en/ Bring luggage as needed, not to your liking. hingga penjemputan oleh pihak yang telah diberi in/ Bawalah bagasi sesuai kebutuhan, bukan kuasa. Hubungi maskapai yang bersangkutan sesuai keinginan anda. untuk lebih memperjelas aturan yang mereka terapkan, selanjutnya anda akan diminta menandatangani surat perjanjian dan pemindahan kuasa selama anak anda ikut bersama dalam Boarding 12 penerbangan. Batas usia yang ditetapkan adalah en/ Boarding is usually done 45 minutes before maksimal 11 tahun dan minimal empat tahun.. takeoff. Make sure you do not leave the waiting room so as not to miss the plane. in/ Boarding biasanya dilakukan 45 menit sebelum pesawat lepas landas. Pastikan anda Airport Tax 11 tak meninggalkan ruang tunggu agar tidak en/ For a ticket that does not include airport tax, ketinggalan pesawat. then do not pay the fees other than the airport tax. Avoid the counter and the officer who offer services on behalf of insurance and local taxes. In-flight Meals Your insurance is guaranteed by since your ticket 13 is considered valid at the check-in desk. en/ For long trips using budget plane, bring some in/ Bagi tiket yang tidak termasuk airport meals so you do not need to buy on the plane tax, maka jangan membayar biaya lain selain that are rather expensive compared to buying pajak bandara. Hindari loket dan petugas outside. yang menawarkan layanan asuransi dan in/ Untuk perjalanan jauh menggunakan pesawat mengatasnamakan pajak daerah. Asuransi anda budget, bawalah makanan praktis agar anda tidak sudah dijamin maskapai sejak tiket anda dianggap perlu membeli di atas pesawat yang harganya sah di meja check-in. cukup mahal disbanding anada membeli di luar.


14

16

20

Non-Smoking Flight en/ All flights within and outside the country is a smoke-free flights. Turn off your cigarettes from entering the airport area. in/ Semua penerbangan dalam dan luar negeri adalah penerbangan bebas asap rokok. Matikan rokok anda sejak memasuki area bandara.

How to Dress

15

Electronic Devices en/ Get used to turn off the cell phone while still in the waiting room or at least before the entrance to the plane, it is to prevent the occurrence of negligence passengers while flying in a plane. in/ Biasakan mematikan telepon genggam saat masih berada di ruang tunggu atau setidaknya menjelang masuk ke pesawat, hal ini untuk mencegah terjadinya kelalaian penumpang saat berada di dalam pesawat.

en/ A good idea to match with clothes flying time would be used and the season is happening at your destination. Do not use excessive perfume so as not to disturb the person sitting next to you. Transit Passenger in/ Ada baiknya anda mencocokkan waktu 17 terbang dengan pakaian yang akan digunakan en/ If you are a transit passenger and use the dan musim yang terjadi di tempat tujuan anda. same airline but different aircraft, you will be given Jangan gunakan parfum secara berlebihan agar a transit card that will be delivered to the airline at tidak mengganggu orang yang duduk disebelah the airport liaison officers. anda. in/ Jika anda adalah penumpang lanjutan dan menggunakan maskapai yang sama tapi beda pesawat, anda akan diberikan kartu transit yang nantinya harus diserahkan kepada petugas maskapai di bandara penghubung.

Porter

en/ Nothing wrong with using the services of a porter if you bring too much luggage. Porter normally waiting at the departure gate or door Safety Demonstration 19 you enter the arrivals from the airport. en/ Look closely although it has become common in/ Tak ada salahnya menggunakan jasa porter thing for those who often get on a plane to jika barang bawaan anda terlalu banyak dan berat. remain vigilant regarding steps that must be done Porter biasanya siaga di pintu keberangkatan if the plane was in emergency. maupun pintu kedatangan sejak anda memasuki in/ Perhatikan dengan seksama walaupun ini bandara. sudah menjadi hal yang biasa bagi yang sering naik pesawat untuk tetap waspada terhadap langkah apa saja yang harus segera dilakukan jika TRAVEL pesawat dalam keadaan bahaya.

ISSUE 23 55

EVENT GALLERY

Garuda Indonesia Group Earth Hour 2014

This year marks the 6th year in a row for Garuda Indonesia to participate in Earth Hour, a public campaign, uniting people from all over the world to celebrate the commitment of energy-efficient lifestyle by turning off the unused - lights and electronic equipment for 1 hour. This campaign is also as one of Garuda Indonesia’s commitment to preserve and protect the environment and to help the reduction of climate change’s effect on the planet. After 5 years before Garuda Indonesia conducts Earth Hour campaign by internalize the importance of the meaning “after one hour, make lifestyle”, this year Garuda Indonesia moved to the external party through Earth Hour 2014 theme - “Use Your Power and Be a Superhero to Protect the Planet”. Some of the actions taken in the pre-event-post Garuda Indonesia Earth Hour Event were not separated with the public invitation to turning off the lights at night Earth Hour 2014 and to perform simple actions to protect the planet. Garuda Indonesia Gowes Earth Hour 2014 on Jakarta Car Free Day, information and invitations to participate in Earth Hour through official website and social media Garuda Indonesia, Cabin Announcement, and a photo contest with the theme “Earth Hour 2014 Garuda Indonesia Action” for Employees and the public are a couple of Garuda Indonesia Earth Hour campaign conducted this year. On March 23, 2014 Garuda Indonesia held a special cycling event “Garuda Indonesia Gowes Earth Hour 2014” at Jakarta Car Free Day (CFD) join with WWF-Indonesia and Earth Hour Jabodetabek Communities. At least 50 bikers from Garuda Indonesia Group representatives were attend including JKTDZ, JKTDO, JKTDI and JKTDQ. After cycling, Garuda Indonesia also gave environmental friendly merchandise to CFD visitor such as cloth bag to reduce plastic bags uses and block notes form recycle paper. Garuda Indonesia’s Earth Hour 2014 switch-off ceremony was held on March 29th, 2014, at Plaza Garuda Management Building Garuda City. Around 80 attendees were joining the event, including Garuda Indonesia Employees and Garuda Indonesia group representatives, JKTDO, and WWF-Indonesia. There was an environmental talk show as opening marks, continued with candle light dinner, traditional dance performance, games, and Earth Hour 2014 commitment board signature along with the one hour lights blackout. In this year, Garuda Indonesia Group has achieved 12,883,370 watts of electricity saved, equivalent to the prevention of the release of greenhouse gas into the atmosphere amounted to 9.92 tons of CO2 on the Earth Hour night. This achievement is exceeding the target (3,500,000 watt), from total of 264 employees of Garuda Indonesia, 11 domestic and international branch offices; Biak, Tarakan, Singapore, Banda Aceh, Jakarta Raya, Lombok, Solo, Ternate, Seoul, Denpasar and Palangkaraya and 2 SBUs and 5 subsidiaries; Garuda Cargo SBU, the SBU Garuda Sentra Medika, PT Aero Systems Indonesia, PT Garuda Maintenance Facility Aero Asia, PT Gate Space, Aero Travel PT and PT Abacus Distribution Systems Indonesia. As the closing event of the entire series of Garuda Indonesia Earth Hour 2014 campaign, on April 30, 2014, Appreciation Day has been held as an appreciation form to all parties who have contributed in Earth Hour 2014 programs. Souvenirs and gifts was given to participating SBU and Subsidiaries, the first 20 energy-saving reporter, Earth Hour photo contest winners, Photography community (PPFGA), Biking Community and WWF-Indonesia representatives. [FB]


IOSA Renewal Audit 2014

Photo: Ika Kurnia Putri

EVENT GALLERY

Garuda IATA Operational Safety Audit 2014 took place on April 21-25, 2014. The audit organization (AO) for this fourth renewal certification is Wake (QA) from London. Five (5) auditors and one auditor trainee from Wake (QA) spent one day for simulator observation and another five days evaluating Garuda’s system, procedures, processes, as well as observing the implementation in eight operational areas (organization and management system, flight operations, operational control/dispatch, maintenance, cabin operations, ground handling, and security management). First auditor came on April 18th, 2014. The next day, a mandatory simulator observation was carried out upon a proficiency check of B737-800 in Garuda Indonesia Training Center (GITC). The rest of the auditors came on April 20th, 2014. All IOSA audit activities were carried out for five days to include desktop audit, mandatory observations such as cockpit and cabin in-flight observation, maintenance process and activities, flight monitoring, ground handling activities, weight and balance calculation, cargo loading unloading, and baggage reconciliation. Each day, at the end of the day, all IOSA Management Representatives (MRs) gathered for internal briefing, discussing the audit results. And at the end of the fifth day, a closing meeting was carried out in the auditorium of Garuda City Building. The results of the audit was announced by the lead auditor of Wake (QA) before Board of Directors, VPs, and all IOSA MRs. Garuda’s CEO, Mr. Emirsyah Sattar in his remarks expressed his pleasure and congratulated everyone for such significant audit results, seeing a reduced number of audit findings and observations compared to the previous audit in year 2012. Still, Mr. Sattar stressed not to delay or to start to take corrective actions as soon as possible and resolve all findings and corrective actions before the due date assigned. The IOSA audit has become the most important examination of Garuda’s operations to take place. The audit is repeated every two years to obtain IOSA operator certification. The IOSA audit seeks to ensure Garuda’s compliance to safety requirements and recommended practices described in the IOSA Standards Manual (ISM). The IOSA Renewal Audit 2014 uses the ISM 7th Edition containing more than 900 standards and recommended practices. Garuda Indonesia’s current IOSA Certification is expired in September 8th, and it is revealed that Garuda Indonesia commits in maintaining uncompromising international safety standards by joining the IOSA Renewal Audit 2014. Garuda Indonesia has successfully renewed it’s IOSA registration as on September 8, 2014, IATA extended Garuda Indonesia’s IOSA registration for the next two years. Listed as IOSA operator for another two years ahead, Garuda Indonesia is included in an exclusive IOSA registry on IATA website, http://www.iata. org/whatwedo/safety/audit/iosa/Pages/registry. [DS]

Garuda Group Safety Board (GGSB) Meeting 2014

The second Garuda Group Safety Board (GGSB) Meeting has been held on April 3, 2014 in Dakota – Electra Meeting Room, Garuda Operation Center I. Operational and safety issues become the subject of this meeting. The main agenda of this meeting are Garuda Group Safety Management System (SMS), Joint Investigation, Minor Maintenance in Apron, and Cargo Issues covering Marine Product and Heavy Cargo Handling. Other agenda regarding Safety Reporting System for Citilink, Canopy for Bombardier, and Inappropriate Parking Stand Use are also has been discussed. Garuda Maintenance Facility (GMF), Gapura Angkasa, Aerofood ACS and Citilink as subsidiaries were present to discuss cooperation and shared responsibility for maintaining safety in day-to-day operations. [IK]

ISSUE 23 57

Welcome On Board

Capt. Sudiman R. Noto (SN)

VP. Corporate Quality , Safety & Env. Mgt.

sudiman@

Capt. Basuki Suprianto (BZ)

Tony Ariskamto Rahardjo (TA)

David Wibisono (DW)

baszuki@

tony_ ariskamto@

d.wibisono@

SM. Incident Management

Ronidin (RN) Mgr. FDM Management

ronidin@

Fandi Ahmad (FA)

Mgr. Safety Reporting System

fandi.ahmad@

SM. Corp. Quality Assurance

SM. Occupational Safety, Health & Environment

Siti Rozana (RZ) SM. Safety Information Management

Boy Umarsyah (BU) Mgr. IOSA Compliance

s.rozana@

b.umarsyah@

Capt. Dani Haikal I. (DH)

Agus Ismaryanto (AI)

Noviandik Soehirno (NS)

Joko Santoso (JS)

dh.iriawan@

ismaryanto@

noviandik@

joko_santoso@

Edi Muliadi (EM)

FSM. Meindradiyati (MD)

Mgr. Incident Investigation

Dame H.T.P.M. Sitanggang (DS) Mgr. Operational Risk & Hazard

dame. sitanggang@

Mgr. Security Standard & Compl.

Syamsul Bahri (SY) Security Std. & Compl. Analyst

syam@

Mgr. Emergency Response Plan

Safety Analyst

edi_muliadi@

Mgr. Operation Audit

Safety Analyst

meindra@

Fadhila Ovi R. (OV)

Betty Nila P. (BN)

Mulyo Tritanto (MT)

Hastantri Budi N. (HB)

fadhila.ovi@

betty.np@

m_tritanto@

hastantri@

Febrina Dhyani Putri (FB)

Garnida Pratiwi Ismulati (RY)

febrina.d@

garnida@

Secretary

Safety Analyst

Safety Analyst

Safety Analyst

Safety Analyst

irfan.binarsal@

Wildan Bagus Aditya (WA)

Moh. Budiono Santoso (MB)

Indra Nur Afianto (IA)

wildan@

m.budiono@

indra.nur@

Stanley R.A. Nainggolan (ST)

Safety Analyst

Safety Analyst

Ika Kurnia Putri (IK)

Raymond Octhario (RO)

Tri Atmojo Purnomo (TR)

ikakurnia@

raymond.o@

tri.atmojo@

Ike Yulandri (IY)

Rini Yofiani Putri (RI)

Amira Primadona (AP)

rini.yofiani@

amira.p@

Safety Analyst

Safety Analyst

ike.yulandari@

Safety Analyst

Safety Analyst

Irfan (IB)

Safety Analyst

Safety Analyst

Safety Analyst

Safety Analyst

Safety Analyst

stanley@

Safety Analyst

think

small. smart.

think

safe! healthy!

Issue SAFE FLY THROUGH SECURITY CHECK

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