Issue SAFE MAINTENANCE IN PRACTICE

Issue 25 | 2 016

SAFE MAINTENANCE

IN PRACTICE

contents

14 Interview

Safety

08

27

Aviation Security

35

ERP

54

08. JKTDE: Safe Maintenance is

40. Maintenance Release

Maintenance activities in flight operations can potentially endanger the personnel involved in it as well as resulting damage to the equipment.

In flight operations, aircraft technical problems is something that often occurs and can disrupt the smooth operation.

“A Must”

14. Safe Operation of Towing and Parking the Aircraft in Hangar

Maintenance program for aircrafts is an obligation for any airline operator including Garuda Indonesia to ensure the available aircrafts are always airworthy.

Approval Procedures

46. Cabin Maintenance Program

Capability development of cabin maintenance is required so the safety and convenience of passengers remains a top priority.

50. EU-ETS

20. Maintaining Aircraft

Emissions Trading Scheme (ETS) is a trading scheme that is designed to monitor and limit emissions on to reduce global emissions.

To maintain the aircraft condition to always be decent and airworthy, a reliable aircraft maintenance program is required.

54. Soekarno-Hatta International

Airworthiness

27. MEDA: Investigation Process

MEDA is a method developed by Boeing to investigate human-related accident or an accident caused by technician’s error.

Airport Emergency Exercise

To enhance vigilance and preparedness in terms of safety and security during emergency circumstances, Soekarno-Hatta International Airport Authority held Full Scale Airport Emergency Exercise.

35. The Important of Passenger

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 Tony Ariskamto Managing Director Noviandik Soehirno Creative Director Fandi Ahmad Production Director Raymond Octhario Editor Dame H.P.T.M Sitanggang Subscription Fadhila Ovi Rahmawati Documentation Ike Yulandri Design & Layout Fandi Ahmad

Flight Safety Publication needs your suggestion and comment regarding this publication. All feedback is invaluable contribution for our better content. In order to provide you best reading experience and knowledge, please kindly send your suggestion and comment via our corresponding address.

Profiling

Passengers and baggage are not the only sources of terrorism threats to aviation industry. Flight Safety Publication (FSP) is a publication by Corporate Quality, Safety & Environment Management of PT Garuda Indonesia (Persero) Tbk and is intended only as informative publication, non-commercial purposes and safety promotion. Distribution and use of FSP is restricted to Company’s staff and crew or selected industry personnel.

WRITE & SEND PICS TO US: [email protected]

Safety Flash Quiz Safety FAQs Welcome On Board

. 04 . 06 . 07 . 58

Editor in Chief Message

Safe Maintenance in Practice

en/ In the aviation, aircraft maintenance is one aspect that also plays an important role in aviation safety. Aircraft maintenance will determine the airworthiness of an aircraft to perform a flight. The maintenance activity is an activity that never underestimated. In the implementation, aircraft maintenance is a set of activities including inspection, reformation, and repair of an aircraft. The purpose of aircraft maintenance is to prevent incidents caused by technical problems, to maintain the performance of aircraft, to ensure passenger safety, and help extend the life of the aircraft. Garuda Indonesia as an airline operator has a maintenance program for all its aircrafts. In its implementation, this program will be executed by the maintenance, repair, and overhaul organization and will be monitored closely so that it can be ensured that all aircrafts are airworthy and safe to flight.

Theme of Flight safety publication in this edition is safe maintenance in practice that will focused to the importance of a maintenance process within aircraft operations. In this edition will presenting article of aircraft maintenance programs, procedures towing & Parking in the hangar area, procedure maintenance in case of RTA / RTB due to technical problem, Investigation process for incidents related to maintenance, fumigation as part of aircraft maintenance and articles associated with OSHE. We hope this FSP will provide information and knowledge to all readers related to safety in aircraft maintenance. We would welcome and highly appreciate any feedback regarding this magazine for our improvement in the future. Please enjoy the reading and keep safe.

Tony Ariskamto VP Corporate Quality, Safety & Environment Management

Issue 25 Flight Safety Publication 03

Safety Flash

Russian Interim Report Details Last Moments of Flydubai Boeing 737 Crash at Rostov the landing gear. At the height of 1900 ft (approx. 600 m) after reaching the pitch angle of 18° the pilot flying pushed on the control column, which led to a decrease in vertical acceleration of up to 0.5, increase in forward speed and, consequently, automatic retraction of flaps from 15° to 10° at a speed of over 200 knots. The short-term decrease in engine thrust within 3 seconds resulted in decreasing speed and flaps extension to 15°, although the following crew inputs to regain maximum takeoff/go-around thrust led to speed increase and reiterated The Russian Interstate Aviation Committee published an interim report, detailing the progress of their investigation into the cause of the fatal accident involving the flydubai Boeing 737-800 at Rostov Airport on March 19, 2016. The aircraft operated on flight FZ981 from Dubai to Rostov. The flight to Rostov was unevenful. At 22:42 UTC (01:42 local time) in the course of the initial approach at a height of 340 meters (1115 feet), the flight received a windshear alert. The flight crew decided to go around and then continued to a holding pattern waiting for improved weather conditions. The flight left the holding pattern at 00:28 UTC (03:28 LT) and descended towards Rostov for another attempted approach to runway 22. As the crew were proceeding with another manual approach, they decided to go around again at a height of 220 meters (721 feet), 4,5 km before the runway. They initiated a climb with a vertical speed of up to 20 m/s (3937 ft/min) and setting the engines to maximum takeoff/go-around (TOGA) thrust. One of the probable causes of the go-around decision could have been the 20-knot increase of indicated speed to as much as 176 knots within 3 seconds, which might have been an indication of a windshear. In the course of the goaround the crew set the flaps to 15° and retracted

04 Flight Safety Publication Issue 25

automatic flaps retraction to 10°. The flaps remained in the latter configuration until the impact. The pilot flying, by pulling up the control column, continued climbing with a vertical speed of as much as 16 m/s (3150 ft/m). At a height of 900 m there was a simultaneous control column nose down input and stabilizer nose down deflection from -2,5 deg (6,5 units) to +2,5 deg (1,5 units). The FDR recorded a nose down stabilizer input from the stabilizer trim switch of the control wheel lasting 12 seconds, while the CVR record contains a specific noise of rotation of the trim wheels located on both sides of the central pedestal. As a result the aircraft, having climbed to about 1000 m, turned into descent with a negative vertical acceleration of -1g. The following crew recovery actions did not allow to avoid an impact with the ground. The aircraft hit the runway about 120 m from the threshold with a speed of over 600 km/h and over 50 degrees nose down pitch. IAC recommends among others to give pilots additional training on elements of go-arounds in various conditions, in manual control mode with two engines operative from various heights and with insignificant flight weights. (source: news.aviation-safety.net, Photo: bloomberg.com/ news)

IATA Publishes Safety Report 2015 •

There were four accidents resulting in passenger fatalities in 2015, all of which involved turboprop aircraft, with 136 fatalities. This compares with an average of 17.6 fatal accidents and 504 fatalities per year in the previous five-year period (2010-2014).

•

IATA was 0.22 (one accident for every 4.5

The International Air Transport Association (IATA)

million flights), which outperformed the

published their annual Safety Report, detailing the

global rate by 31% and which was in line with

2015 safety performance of the commercial airline

the five-year rate (2010-2014) of 0.21 per

industry. The IATA analysis agrees with ASN’s

million flights but above the 0.12 hull loss rate

2015 review in that the accident rate continues its downward trend. According to IATA: •

The 2015 global jet accident rate was 0.32 hull losses per 1 million flights, which was the equivalent of one major accident for every 3.1 million flights. This was not as good as the rate of 0.27 achieved in 2014 but a 30% improvement compared to the previous

The 2015 jet hull loss rate for members of

achieved in 2014. •

The loss of Germanwings 9525 (pilot suicide) and Metrojet 9268 (suspected terrorism) that resulted in the deaths of 374 passengers and crew are tragedies that occurred in 2015. They are not, however, included in the accident statistics as they are classified as deliberate

five-year rate (2010-2014) of 0.46 hull loss

acts of unlawful interference. (source: news.

accidents per million jet flights.

aviation-safety.net)

ICAO Updates Annex 6 with Requirements to Help Avoid Recurrence of MH370 The ICAO Council adopted new provisions aimed at preventing the loss of commercial aircraft

recordings to 25 hours so that they cover all phases of flight for all types of operations.

experiencing distress in remote locations. ICAO

The provisions relating to one-minute distress

announced new amendments to Annex 6 to the

tracking are performance-based, meaning that

Chicago Convention (Operation of Aircraft) which

airlines and aircraft manufacturers may consider

will take effect between now and 2021. They relate

all available and emerging technologies which

primarily to:

can deliver the one-minute location tracking

•

The requirement for aircraft to carry

requirement specified.

autonomous distress tracking devices

The new flight recorder data recovery provisions

which can autonomously transmit location

are also performance-based, meaning that related

information at least once every minute in

technology solutions may or may not entail the

distress circumstances.

need for deployable flight recorders.

The requirement for aircraft to be equipped

On March 8, 2014 Malaysia Airlines flight MH370

with a means to have flight recorder data

went missing over the Indian Ocean, triggering an

recovered and made available in a timely

industry-wide effort for a.o. better flight-following

manner.

in remote areas. (source: news.aviation-safety.net)

•

•

Extending the duration of cockpit voice Issue 25 Flight Safety Publication 05

Quiz

Crossword Can you find the correct answers? The answer can be easily known after reading articles in this magazine. ACROSS 1. Personnel that should be available on each wing tip, but if necessary, additional personnel for tail area, who will be responsible for assessing free obstacle of towing path and wing area. 2. Location of the fatal accident involving the FlyDubai Boeing 737-800 on March 19, 2016. 3. Program in maintenance area applied to each type of aircrafts Garuda and controlled by the Authority, referred from CMM. 4. Test of Flap/Slat Electronics Unit performed in A-Check Major Inspection in Aircraft Maintenance Program. 5. Administering member state to Garuda Indonesia in EU-ETS Scheme today. DOWN 6. The airline used in scenario for Full Scale Airport Emergency Exercise held by CGK Authority, 25 February 2016. 7. Part of Major Inspection in Aircraft Maintenance Program conducted every 15-21 months or 4000 – 6400 flight hours which carried out more comprehensive inspection including aircraft structure. 8. One of the cues that all Passenger Profilers should be keenly aware of. 9. Landed instead of at the destination airport which may have been caused by technical problems. 10. Method developed by Boeing to investigate human-related accident or an accident caused by technician’s error. Send your answer of Crossword thru email [email protected] with Subject: Crossword FSP Issue 25. Interesting souvenir awaits you. Deadline August 31th, 2016.


Why? Frequently Asked Questions Are we allowed to bring pets inside the cabin? Garuda Indonesia does not accept the transportation of live mammals inside the cabin nor in the baggage compartment, including pets such as dogs, cats, etc. To assist disabled passengers, some operators might allow used of service animals (e.g seeing-eye dog). Garuda Indonesia does not accept service animal or guide dog for transportation in cabin. However, the animal may be accepted as checked baggage in the cargo hold. Animals stored in the baggage compartment shall be contained in a locked, leak-proof cage. Passenger shall report to the ground officer to bring such an animal as animal transportation in an aircraft requires special handling procedures including requirements of Health Certification, Indemnity Form, notification to Captain of the flight, etc. (Reference: SM 7.3.3)

Are expectant mothers permitted to travel with Garuda Indonesia? Yes, but under the following conditions: • An expectant mother flying with Garuda must inform the ground officer of her pregnancy. Woman between 1-32 weeks of pregnancy need to file up Pregnancy Preflight Data Form and sign Release Liability Statement Letter of Form Of Indemnity (FOI) form available at check-in counter. • Due to the possibility that certain flying conditions may affect pregnancy, for those expectant mothers that are between 32-36 weeks, or any pregnancy experiencing complications, they should obtain clearance from medical personnel at GSM (Garuda Sentra Medika), in the form of Medical Information (MEDIF) Part 1, Part 2, and FOI. For further information concerning FOI and MEDIF, please contact the Garuda Indonesia call center on 0804 1 807 807 or call center in every country. • An expectant mother who is more than 36 weeks pregnant will unfortunately be disallowed to fly with Garuda. • Always inform ground officers and cabin crews of your pregnancy. (Reference: SM 6.8.11, BOM 5.1.5-04, ASM 2.1.20-f)

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 h t t p : / / s a f e t y. g a r u d a indonesia.com

Bolehkah kita membawa hewan peliharaan ke kabin pesawat? Garuda Indonesia tidak menerima pengangkutan hewan mamalia di kabin pesawat maupun di bagasi pesawat, termasuk hewan peliharaan berupa anjing, kucing, dan lain-lain. Seeing-eyedog (hewan penuntun penyandang tuna netra) juga tidak dapat diterima dan harus ditempatkan di kompartemen kargo pesawat. Untuk diketahui, hewan yang diangkut dalam bagasi harus dimasukkan ke dalam sangkar atau kandang yang tahan bocor, dan dikunci. Laporkan pada petugas darat apabila hendak membawa hewan yang dimaksud karena dibutuhkan prosedur khusus untuk mengangkut hewan menggunakan pesawat. (Referensi: SM 7.3.3) Bolehkah ibu hamil melakukan perjalanan dalam penerbangan Garuda? Boleh, namun dengan ketentuan sebagai berikut: • Apabila ibu hamil melakukan perjalanan dengan penerbangan Garuda, diminta untuk menginformasikan kepada petugas darat. Untuk usia kehamilan 1-32 minggu, sebelum penerbangan diperlukan pengisian Data Kehamilan Sebelum Melakukan Perjalanan Udara dan Surat Pernyataan (FOI) yang tersedia di check-in counter. • Usia kehamilan 32-36 minggu dan usia kehamilan di bawah 36 minggu yang kehamilannya disertai dengan komplikasi, disebabkan oleh kondisi dalam penerbangan yang kemungkinan dapat mempengaruhi kehamilan, sebelum melakukan perjalanan diharuskan mendapatkan persetujuan terlebih dahulu dari Dokter yang berdinas di GSM (Garuda Sentra Medika), yang berupa surat Medical Information (MEDIF) Part 1, Part 2, dan FOI. Informasi lebih lanjut mengenai FOI dan MEDIF dapat menghubungi call center Garuda Indonesia di 0804 1 807 807 atau call center di masingmasing negara. • Usia kehamilan di atas 36 minggu tidak diizinkan melakukan perjalanan dengan pesawat terbang. • Laporkan pada petugas darat dan awak kabin tentang kehamilan Anda. (Referensi: SM 6.8.11, BOM 5.1.5-04, ASM 2.1.20-f)


Interview

Iwan Joeniarto

Director of Maintenance & Information Technology

JKTDE: Safe Maintenance is “A Must” Safe Maintenance Menjadi Suatu Keharusan “Safe maintenance is a series of maintenance process/activities which

from the outset has been planned and well prepared to meet the requirements, resulting maintenance products in accordance with CMM and CASR.”

en/ Maintenance activities in flight operations can potentially endanger the personnel involved in it as well as resulting damage to the aircraft part/component, it requiring adherence to safety procedures in day to day maintenance practices. On 22 March 2016, FSP team talk with Mr. Iwan Joeniarto, Director of Maintenance & IT (JKTDE) about Garuda Indonesia Senior Management support on the implementation of safe maintenance practices at the Company.


in/ Aktifitas maintenance di lingkup operasional penerbangan dapat berpotensi membahayakan personel yang terlibat di dalamnya serta mengakibatkan kerusakan terhadap part/komponen pesawat, sehingga dibutuhkan kepatuhan terhadap prosedur keselamatan yang berlaku dalam praktik maintenance sehari-hari. Beberapa waktu lalu (22/3), tim redaksi FSP berkesempatan berbincang dengan Bapak Iwan Joeniarto, Director of Maintenance & IT (JKTDE), untuk mendapatkan penjelasan lebih lanjut mengenai dukungan Senior Management Garuda Indonesia terhadap pemberlakuan praktik safe maintenance di Perusahaan.

Q

The following are excerpts from the interview.

A

Any basic regulation as the reference to

Apa saja dasar regulasi yang menjadi acuan

the implementation of safe maintenance

untuk implementasi praktik safe maintenance di

practices at the Company?

Perusahaan?

In general, the Aviation Law in Indonesia – The

Secara umum, regulasi penerbangan di Indonesia

Republic of Indonesia’s Law Number 1 Year

yakni Undang-Undang Nomor 1 Tahun 2009 tentang

2009 on Aviation and the Civil Aviation Safety

Penerbangan dan Civil Aviation Safety Regulations

Regulations (CASR) have arranged matters

(CASR) sudah mengatur hal-hal terkait safe

related to safe maintenance. The Company

maintenance.

&

Berikut petikan wawancara dengan Bapak Iwan.

then issued a Corporate Commitment signed by the President & CEO (JKTDZ), stating the

Kemudian Perusahaan mengeluarkan Corporate

implementation of maintenance shall be

Commitment yang ditandatangani oleh Direktur

followed procedures for its implementation to

Utama, yang menyatakan bahwa pelaksanaan

ensure the aircraft in airworthy condition and

maintenance harus selalu mengikuti prosedur tata

safe to fly.

cara pelaksanaannya untuk meyakinkan bahwa pesawat selalu dalam kondisi laik terbang dan safe

In addition, also issued Corporate Safety Policy

untuk diterbangkan. Selain itu, dikeluarkan Corporate

signed by the President & CEO (JKTDZ), in

Safety Policy yang juga diitandatangani oleh Direktur

which the Company declared its commitment

Utama, di mana Perusahaan menyatakan komitmen/

to shareholders, customers, and employees

jaminan kepada shareholder, customer, dan employee

to put safety as a major element in the

untuk menempatkan safety sebagai elemen utama

implementation of its business activities.

dalam pelaksanaan kegiatan bisnisnya. JKTDE sendiri

JKTDE itself has a Quality Policy and Quality

memiliki Quality Policy dan Quality Objective yang pada

Objectives, which stated a strong commitment

intinya menyatakan komitmen kuat bahwa perawatan

that the maintenance of the entire fleets

seluruh armada Garuda dilaksanakan dengan standar

Garuda carried out to the highest standards,

tinggi dan sesuai dengan standar safety dunia

in accordance with the safety standards of

penerbangan. Regulasi, komitmen, dan kebijakan

civil aviation. Regulation, commitment, and the

tersebut sudah dituangkan ke dalam Company

policy set forth in the Company Maintenance

Maintenance Manual (CMM) yang di-approve oleh

Manual (CMM) that approved by the Authority

Pihak Otoritas Penerbangan sebagai manual utama

as main manual referred by safety standard

yang menjadi acuan safety standard company dalam

company in terms of maintenance. Refer to

hal maintenance. Dari CMM tadi, diturunkan lagi

CMM, Continuous Airworthiness Maintenance

menjadi Continuous Airworthiness Maintenance

Program (CAMP) are developed as the

Program (CAMP), yakni program maintenance yang

maintenance program applied to each type

diterapkan pada setiap tipe pesawat serta dikontrol

of aircrafts Garuda and controlled by the

dan di-approve oleh pihak Otoritas.

Authority.

Dengan mengadopsi CASR, IOSA, dan EASA Part

By adopting CASR, IOSA, and EASA Part M,

M, maka CMM sudah mencakup policy, prosedur,

CMM already includes policies, procedures,

proses how to control, hingga proses berjalannya

how to control the process, until the

safe maintenance. Sehingga dengan mematuhi CMM Issue 25 Flight Safety Publication 09

Interview implementation process of safe maintenance.

dengan baik, maka secara tidak langsung kita telah

Simply by complying with CMM properly,

menerapkan safe maintenance. Terlebih lagi, saat

it meant we have implemented the safe

ini Garuda masih menjadi barometer maskapai di

maintenance. Moreover, at this time Garuda

Indonesia yang menjadi acuan dari sisi safety, service,

still being a barometer of airlines in Indonesia

dan maintenance, maka, kepatuhan terhadap CMM

as the reference of safety, service, and

menjadi hal utama.

maintenance aspects. Thus, compliance with CMM becomes the mandatory.

Sejauh apa signifikansi praktik safe maintenance bagi operasional penerbangan Perusahaan?

What is the significance of safe maintenance

Safe maintenance merupakan suatu rangkaian/

practices for Company’s operations?

proses kegiatan maintenance yang sejak awal sudah

Safe maintenance is a series of maintenance

direncanakan dan dipersiapkan dengan baik guna

process/activities which from the outset has

memenuhi requirement, sehingga menghasilkan

been planned and well prepared to meet the

produk maintenance yang sesuai dengan CMM dan

requirements, resulting maintenance products

CASR.

in accordance with CMM and CASR. Safe maintenance sangat penting dan memegang Safe maintenance is very important and holds

andil besar dalam flight safety secara keseluruhan.

a large role of the overall flight safety. We

Kita harus mempertahankan citra kita sebagai

must maintain our image as a safe airline.

maskapai penerbangan yang safe. No compromise

No compromise with safety. If we have good

with safety. Jika reputasi safety kita dinilai baik, maka

reputation in safety, it will have positive impact

akan berdampak positif kepada stakeholder.

to the stakeholder. Apa yang menjadi target pencapaian safety What is the target of safety performance in

performance pada aspek maintenance?

the aspect of maintenance?

Targetnya tentu saja “Zero Accident”. Kita tidak ingin

The target of safety performance related to

mentolerir atau bahkan memberi margin untuk hal

maintenance is “Zero Accident”. We won’t

tersebut.

tolerate or even give a margin for it. Bagaimana mengetahui tingkat pencapaian safety How to determine the level of achievement

performance pada aspek maintenance?

of safety performance in the aspect of

Dalam praktik maintenance, Key Performance

maintenance?

Indicator (KPI) untuk aspek safety dilihat dari Technical

In maintenance practice, Key Performance

Incident/Accident (TIA) Rate yang memiliki bobot

Indicator (KPI) for safety aspects seen from the

besar dalam maintenance. Untuk tahun ini ditargetkan

Technical Incident/Accident (TIA) Rate which

TIA Rate <= 0,014 per 100 Take-off. Target tersebut

has great portions in maintenance. This year,

selalu dimonitor dan dikontrol untuk dilakukan

targeted TIA Rate <= 0.014 per 100 Take-off.

langkah-langkah yang diperlukan agar tingkat aircraft

The target is always monitored and controlled

safety dapat dijaga seoptimal mungkin dan maximum

in order to do the necessary steps so that

allowable target TIA Rate tidak terlewati. KPI tersebut

the level of aircraft safety can be maintained

juga menjadi KPI setiap individu yang terlibat dalam

optimally and the maximum allowable target

kegiatan maintenance untuk membangun awareness


“The target of safety performance for maintenance is “Zero Accident”. We won’t tolerate or even give a margin for it.”

of TIA Rate are not exceeded. The KPI is also a

akan pentingnya safety dalam kegiatan maintenance.

KPI of each individual involved in maintenance activities to build the safety awareness in

Maintenance Garuda dipegang oleh GMF, namun

maintenance activities.

pelanggan GMF sendiri tidak hanya Garuda. Bagaimana bentuk pengawasan terhadap

Garuda’s maintenance performed by GMF,

konsistensi GMF menjaga safety level sesuai

but the customers of GMF are not only

standar Garuda?

Garuda itself. What kind of supervision

Sebagai pihak yang melaksanakan maintenance

developed by Garuda to maintain consistent

pesawat-pesawat Garuda, GMF juga diberikan KPI

implementation of Garuda standards?

TIA Rate sebagai salah satu service level mereka

To carry out the maintenance of Garuda fleets,

terhadap Garuda. Kita menekankan kepada GMF agar

GMF also given KPI – TIA Rate as one of

mematuhi CMM kita. Pihak quality assurance Garuda

their service level to Garuda. We emphasize

juga memberlakukan endorsement terhadap personnel

to the GMF to comply with our CMM. Quality

berlisensi yang menjalankan aspek maintenance di

Assurance Department of Garuda conduct

GMF, sebagai jaminan personnel tersebut mematuhi

endorsement also on licensed personnel

CMM Garuda. Selain itu, Garuda juga melakukan audit

who carry out maintenance aspects at GMF,

secara berkala dan surveillance terhadap GMF.

to ensure the personnel comply with CMM Garuda. In addition, Garuda also conduct

Dalam kaitannya menjaga dan meningkatkan safety

periodic audits and surveillance against GMF.

level aspect maintenance Garuda, kita pun mendukung GMF dalam beberapa hal, di antaranya tambahan

In relation to maintain and increase the

modal untuk memperbaharui peralatan, menambah

safety level of Garuda maintenance aspect,

allotment sparepart pesawat, hingga mengembangkan

we also support the GMF in several ways,

fasilitas pendidikan untuk para teknisinya. Hal besar

including additional capital for updating

yang kita laksanakan tahun lalu, yakni diresmikannya

equipment, adding allotment aircraft spare

Hangar 4 GMF sebagai salah satu kebijakan

parts, developing educational facilities for the

Garuda untuk mendukung pengembangan fasilitas


Interview

“Efficiency means that we eliminate unnecessary cost. For safety aspect in maintenance, I keep it be number one.”

engineers. The big program that we conducted

maintenance, memberi tempat yang baik untuk

last year for GMF is the launch of Hangar 4 GMF

perawatan pesawat, terutama pesawat Garuda.

as one of the Garuda policies to support the

Pada hangar ini, Garuda memiliki satu slot

development of maintenance facilities, provide a

perawatan pesawat tersendiri.

good place for aircraft maintenance, especially Garuda aircrafts. In this hangar, Garuda has one

Apa yang menjadi fokus implementasi praktik

slot of its own aircraft maintenance.

safe maintenance? Fokus kita adalah mempertahankan sertifikasi

What is the focus of the implementation of safe

IATA Operational Safety Audit (IOSA), yang berarti

maintenance practices?

menunjukkan praktik maintenance kita sudah

Our focus is to maintain the certification of the

sesuai dengan standar internasional.

IATA Operational Safety Audit (IOSA), which means showing our maintenance practices are in

Apa yang menjadi tantangan untuk implementasi

accordance with international standards.

praktik safe maintenance? Tantangan internal adalah keterbatasan sumber

What are the challenges to the implementation of

daya manusia dan fasilitas yang dimiliki. Untuk

safe maintenance practices?

itu, telah dilakukan pelatihan dan penerimaan

Internal challenges are the shortage of human

pegawai baru, serta kerja sama dengan beberapa

resources and facilities owned. So we have

pihak guna memenuhi fasilitas yang dibutuhkan.

conducted training and recruitment of new

Sementara itu tantangan eksternal berupa

employees, as well as cooperation with several

keterbatasan fasilitas dan kondisi bandara. Kita

parties in order to meet the necessary facilities.

telah berkoordinasi dengan pengelola bandara

While the external challenges are lack of facilities

dan otoritas bandara setempat, beberapa

and airport conditions. We have coordinated

permasalahan pun telah disampaikan kepada

with the Airport Manager and the Local Airport

Dirjen Hubud untuk mendapatkan perhatian dan

Authority, some problems were submitted to the

perbaikan.

Director General of Civil Aviation to get attention


and improvement.

Terkait RTB/RTA yang marak terjadi belakangan ini, bagaimana strategi khusus menyikapi hal itu?

Related RTA/RTA that increased

Alasan terjadinya RTB dan RTA bisa beragam, bisa karena

nowadays, what specific strategies

kelalaian praktik safe maintenance dari personnel atau

will be implemented?

faktor eksternal seperti kondisi environment bandara. Jika

The causes for the RTB and RTA can be

menyangkut human atau maintenance personnel-nya, maka

varied, either due to negligence in safe

diberlakukan sanksi tegas berupa disciplinary policy terhadap

maintenance practices of personnel or

orang tersebut. Untuk environment bandara sendiri, Joint

external factors such as the condition

Safety Board rutin digelar guna menetapkan solusi terbaik

of the airport environment. When it

terhadap masalah operasional penerbangan Garuda yang

comes to human or maintenance

menyangkut peran kebandaraan.

personnel, then imposed strict sanctions such as disciplinary policy

Terakhir, bagaimana posisi “safe maintenance” bagi

against the person. Related to airport

Perusahaan saat ini mengingat banyak penyesuaian baru

environment, Joint Safety Board

untuk mendukung efisiensi Perusahaan?

routinely held in order to determine

Efisiensi berarti kita menghilangkan cost yang tidak perlu.

the best solution to flight operational

Untuk masalah safety, prinsip kita “safe maintenance is a

problems of Garuda concerning in

must”, harus dijalankan dan tidak bisa ditawar. Misalnya,

airport roles.

untuk aspek airworthiness terhadap pesawat kita perlu adanya pembelian komponen tertentu, maka untuk menjaga

Last, how the position “safe

safety penerbangan, pembelian itu harus dilakukan, tidak

maintenance” for the Company is

boleh ditawar karena akan fatal dampaknya. Pokoknya untuk

currently considering many new

aspek safety dalam maintenance, saya jaga tetap nomor satu.

adjustments to support the efficiency

[IY]

of the Company? Efficiency means that we eliminate unnecessary cost. For safety issues, our principle is “safe maintenance is a must”, must be executed and not negotiable. For example, for the airworthiness aspects of the aircraft we need for the purchase of certain components, so to ensure flight safety, the purchase must be done, shall not be compromised because the impact would be fatal. For safety aspect in maintenance, I keep it be number one. [IY]

Profil Direktur / Director Profile Iwan Joeniarto Direktur Teknik & Teknologi Informasi Director of Maintenance & Information Technology Tempat, Tanggal Lahir / Place, DOB Surabaya, 16 Juni 1968 / June 16, 1968 Pendidikan / Educational Background: Sarjana Teknik Industri ITS Surabaya / Bachelor in Industrial Engineering at ITS Surabaya Riwayat Jabatan / Work Experience: • EVP Line Operation PT GMF Aeroasia (2012 - 2013) • Direktur Teknik dan Teknologi Informasi PT Garuda Indonesia (Persero) Tbk. (2014 - sekarang) / Director of Maintenance & Information Technology PT Garuda Indonesia (Persero) Tbk. (2014 - now)


Safety

Safe Operation of Towing and Parking the Aircraft in Hangar Safe Rules dalam Pengoperasian Towing dan Parking Pesawat di Hanggar

en/ In airline industry, maintenance activity for the aircrafts is inseparable function of the operational activities. Maintenance program for aircrafts is an obligation for any airline operator including Garuda Indonesia to ensure the available aircrafts are always airworthy.


in/ Dalam dunia penerbangan, kegiatan maintenance pesawat terbang merupakan bagian tak terpisahkan dari kegiatan operasional penerbangan. Program maintenance pesawat terbang merupakan suatu kewajiban yang harus dilaksanakan oleh setiap operator termasuk Garuda Indonesia untuk menjamin bahwa pesawat terbang yang digunakan laik terbang.

To perform the maintenance function,

Untuk menjalankan fungsi maintenance tersebut,

airline operator can delegate the function

operator penerbangan menggunakan jasa perusahaan

to Maintenance, Repair, and Overhaul

penyedia Maintenance, Repair, and Overhaul (MRO).

(MRO) service provider. In this case,

Demikian halnya dengan Garuda Indonesia yang

Garuda Indonesia delegates its trust to

memberikan delegasi kepada PT Garuda Maintenance

PT Garuda Maintenance Facility Aero-

Facility Aero-Asia (GMFAA) untuk mengerjakan

Asia for maintenance jobs including line

pekerjaan maintenance, baik untuk line maintenance

and base maintenance.

maupun base maintenance. Setiap kegiatan maintenance pesawat akan

Every maintenance activity will involve

bersentuhan langsung dengan pesawat terbang

direct contact to the aircraft making the

secara fisik, sehingga risiko terjadinya insiden juga

risk of incident occurrence is tangible.

muncul pada kegiatan maintenance. Beberapa prinsip

Basic principles for safe practices in

dasar keselamatan dipergunakan di area maintenance:

maintenance area are the following:

1. Penggunaan Alat Pelindung Diri (APD) standar

1. Used of standard Protective Personal Equipment (PPE) for any maintenance personnel working in hangar or airport. 2. Keep in mind every caution and warning for any job maintenance according to related SOP/manuals. 3. Performing every step of task or job maintenance completely according to related SOP/manuals. 4. Understanding and familiar with

yang harus digunakan oleh setiap teknisi yang bekerja di hanggar. 2. Memperhatikan setiap caution dan warning pada setiap pekerjaan maintenance sesuai SOP/Manual terkait. 3. Melaksanakan seluruh tahapan pekerjaan sesuai SOP/Manual terkait. 4. Mengetahui prosedur keadaan darurat di area tempat bekerja. 5. Selalu waspada serta peduli mengenali bahaya dan memitigasi bahaya tersebut.

emergency procedure in each working area. 5. Always stay aware and eager to

Sebagai ilustrasi, salah satu rutinitas pekerjaan maintenance adalah pekerjaan towing dan parkir

identify hazard and mitigate it

pesawat, baik di kawasan hanggar maupun di

immediately.

kawasan bandar udara. Sekilas pekerjaan towing pesawat ini tampak sederhana, namun pekerjaan ini

As an illustration, one of routine

dapat menjadi aktivitas yang berbahaya jika dilakukan

maintenance task is towing and parking

tidak hati-hati. Misalnya, saat towing pesawat pada

of aircraft activity in hangar and airport

kecepatan tertentu lalu melakukan pengereman,

area. While it seem to be very usual

pengemudi kendaraan penarik (towing car) tidak bisa

and regular task, it has great potential

secara mendadak menghentikan laju kendaraan.

of hazard if the personnel conduct it

Besarnya inersia pesawat mungkin tidak mampu

carelessly. For example, when towing

ditahan oleh tow bar dan towing car, sehingga

aircraft at particular speed and the

pengereman harus dilakukan secara bertahap dan

personnel needs to brake the towing

perlahan. Contoh lainnya, saat pesawat ditarik masuk

activity, the operator cannot suddenly

ke area hanggar yang banyak pesawat terparkir. Jarak Issue 25 Flight Safety Publication 15

Photo: upload.wikimedia.org

Safety

While towing seem to be very usual and regular task, it has great potential of hazard if the personnel conduct it carelessly

stop the car and aircraft. The tow bar and tow

yang aman dari halangan harus selalu diperhatikan

car would not be able to hold the inertia of

oleh pengemudi towing car dan wingman. Bila

aircraft therefore the braking process should

mendekati pesawat yang telah terparkir sebaiknya

be performed gradually and smoothly. Another

pengemudi towing car mengurangi kecepatan dan

example is when the aircraft is towed into

wingman melakukan kalkukasi apakah jarak antar-

hangar area where many aircrafts parked. It

wingtip sudah cukup aman.

is very important for operator to always be aware of clearance distance to available parked

Untuk memastikan proses towing dan parkir dapat

aircraft, and if necessary reducing speed and

berjalan dengan baik, berikut hal-hal penting yang

reassessing the distance thoroughly.

menjadi perhatian: 1. Cockpitman yang berada di kursi PiC adalah

To ensure the safe operation of towing and

personel berkualifikasi yang bertugas

parking process, the following items should be

berkoordinasi dengan airport ground control dan

considered: 1. Cockpit man that stand by in PiC seat

operator towing car. 2. Wingman berada di setiap ujung sayap, dan bila

must be a qualified personnel who is

diperlukan, personel tambahan untuk bagian ekor

responsible to coordinate with ground

pesawat, yang bertugas memastikan tidak ada

control and towing car operator.

obstacle di area sayap atau jalur pesawat. Alat

2. Wingman should be available on each wing


komunikasi seperti handy-talky atau pun peluit

tip, but if necessary, additional personnel for tail area who will be responsible for assessing

juga harus digunakan. 3. Operator towing car dengan valid license dan

free obstacle of towing path and wing area.

dapat berkomunikasi dengan cockpitman

Communication tools such as handy talky or

melalui headset.

whistle should be available. 3. Towing car operator with valid license must

4. Towing car dan towing bar yang sesuai dengan peruntukan jenis pesawat harus dalam kondisi

be able to communicate with cockpit man

baik dan servicable melalui inspeksi harian,

through headset.

termasuk brake dan locking pin test.

4. Towing car and towing bar must be in accordance with its aircraft type compatibility and in serviceable status having complete daily inspection including brake and locking pin test. 5. Briefing must be performed to assess the assigned area, route plan, and communication including the FOD (Foreign Object Debris)

5. Briefing perlu dilakukan untuk mensurvei area, menentukan rute, dan komunikasi, termasuk FOD (Foreign Object Debris) check. 6. Kondisi pemasangan tow bar pada nose gear strut harus dipastikan sudah benar, termasuk landing gear pin dan brake pressure. 7. Seluruh pintu pesawat harus tertutup saat pesawat mulai bergerak.

check. 6. The installment of tow bar to the nose gear

Saat proses towing dilakukan hendaknya tidak

strut is properly connected including landing

melebihi kecepatan orang berjalan (5 km/jam)

gear pin and brake pressure.

dengan memastikan percepatan dan perlambatan

7. All the aircraft door must be closed when the aircraft starts moving.

towing yang mulus untuk mencegah beban tambahan pada roda pesawat. Saat berbelok, sudut maksimum yang telah ditentukan untuk

Towing speed must not exceed the speed of

roda pesawat tidak melebihi batasan. Untuk

average human walk (5 km per hour) to ensure

mengurangi gesekan dan beban puntir pada roda

smooth acceleration and deceleration of towing

pesawat, jalur belok pesawat dapat dibuat dengan

and to prevent any excess load to landing gear.

radius belok yang besar.

During turning, maximum angle must be calculated to not exceed the limitation. To reduce the friction

Seluruh personel, baik itu cockpitman, pengemudi

and torque load on the landing gear, the turning

towing car, maupun wingman, harus selalu

path of aircraft towing can be made with larger

mengevaluasi keadaan area setiap saat, seperti

curvature.

obstacles dan jarak dengan pesawat lain. Saat menghadapi situasi bahaya, lakukan koordinasi

Maintain safe distance clearance and obstacles

dengan intensif. Bila perlu, hentikan proses

free zone must be continuously performed by

towing untuk sementara, lalu memitigasi bahaya

all personnel of towing and parking operation

tersebut sebelum melanjutkan proses towing.

including the cockpitman, towing car operator,

Setiap personil harus memiliki inisiatif untuk

and wingman. Facing any hazard condition,

berkoordinasi bila bahaya muncul, sehingga

intensive coordination must be conducted as

tidak terjadi aksi saling tunggu yang berakibat

soon as possible. If necessary, stop the process

terlambatnya mitigasi yang harus dilakukan.

of towing immediately to assess the safety level

Pekerjaan towing dan parkir pesawat adalah

of the hazard and communicate the mitigation

rutinitas yang dilakukan setiap hari, sehingga Issue 25 Flight Safety Publication 17

Safety

action. Each personnel must have initiatives to

setiap individu terkait harus selalu fokus, siaga,

start coordination so the action of waiting that lead

dan waspada atas yang bisa saja terjadi. Selain itu,

to late mitigation can be avoided. Furthermore,

sindrom terburu-buru (rush syndrome) juga harus

the towing and parking activities are kind of

diantisipasi oleh setiap individu. Pekerjaan yang

routine activities that require all related personnel

dilakukan dengan terburu-buru akan menurunkan

to be always focus, stay alert, and aware of

kewaspadaan personel terhadap bahaya, sehingga

complacency that could happen to anybody.

membuka peluang terjadinya insiden saat towing

Also, increasing of flight frequency often induce

dan parkir pesawat. Beberapa hal yang kerapkali

the rush syndrome that must be anticipated by

menyebabkan kejadian insiden saat towing

every personnel. Any job or tasks performed with

pesawat adalah:

rush manner will degrade personnel situational

•

awareness toward hazards and lead to increase

pesawat dan radius belok oleh personel

the incident probability during towing and parking activity. Several things that may become the

towing. •

causes of incident during towing activity are listed below: •

Pesawat di-towing tidak pada centerline taxiway atau garis pemandu lainnya.

•

Lack of awareness regarding aircraft dimension and turning curvature radius by

Kesadaran yang minim terhadap dimensi

Kurangnya kemampuan radio telephony yang dimiliki oleh cockpitman.

•

Penggunaan rem secara berlebihan saat towing.


• • •

towing personnel.

Dalam praktiknya, seluruh pihak sangat berperan

Aircraft is towed not in centerline taxiway or

dan saling terkait untuk menciptakan lingkungan

any other guidelines.

kerja yang aman di area hanggar. Pekerjaan yang

Lack of radio telephony skill owned by

tampak sederhana, seperti towing dan parkir

cockpitman.

pesawat, bisa menjadi contoh agar kita selalu

Excessive brake applied during towing.

fokus dan waspada karena bahaya akan selalu


Increasing of flight frequency often induce the rush syndrome that must be anticipated by every personnel.

ada pada setiap lini pekerjaan. Pekerjaan yang Practically, all elements that have important roles

lebih kompleks, seperti overhaul, tentu memiliki

are interrelated to create good safe practice in

risiko bahaya yang lebih tinggi karena langsung

hangar area. Even such aircraft towing and parking

bersentuhan dengan pesawat. Adalah kewajiban

activity that looks usual and very common needs

bagi setiap personnel untuk menjalankan SOP

personnel to stay focus and aware of hazards in

dengan benar serta senantiasa meningkatkan

every routine activity. Moreover, complex task such

awareness terhadap bahaya saat melakukan

as overhaul the aircraft has higher degree of risk as

pekerjaan di lingkup maintenance. [KF, ET]

involving direct contact extensively and intensively with the aircraft. Therefore, it is our individual responsibility to perform any SOP correctly and maintain safety awareness level towards any possible hazards. [KF, ET] Issue 25 Flight Safety Publication 19

Safety

Maintenance Program: Maintaining Aircraft Airworthiness Program Perawatan Pesawat: Menjaga Kelaikan Terbang

en/ Garuda Indonesia always prioritizes the delivery of best and outstanding service to its loyal customers. Service must be provided beyond the customers’ expectation. To always achieve such commitment, all employees and related elements shall work as a team and synergize, for every units has its responsibility and essential contribution. Starting from marketing to operational area, all functions have to strive and support one another thus outstanding service can always be delivered to valuable customers. 20 Flight Safety Publication Issue 25

in/ Garuda Indonesia selalu memprioritaskan terciptanya layanan yang terbaik dan prima kepada para pelanggan setianya. Layanan yang diberikan harus dapat memenuhi bahkan melampaui ekspektasi dari pelanggan-pelanggan tersebut. Untuk selalu menjaga tercapainya komitmen tersebut, seluruh pegawai dan elemenelemen yang terkait harus dapat bekerja sama sebagai sebuah tim yang sinergis karena seluruh unit memiliki tanggung jawab dan kontribusi yang penting. Mulai dari kegiatan pemasaran sampai dengan operasional, seluruh fungsi harus berjalan dengan baik dan saling mendukung satu sama lain agar layanan yang prima dapat selalu diberikan kepada pelanggan.


One of the most significant element to

Salah satu elemen penting dalam memberikan

ensure such service can be delivered, Garuda

layanan yang terbaik tersebut, Garuda Indonesia harus

Indonesia shall maintain its fleets to always

dapat menjaga armada-armadanya agar selalu berada

be in its best condition. As per March 2016,

dalam kondisi terbaiknya. Per Maret 2016, Garuda

Garuda Indonesia has 145 aircrafts which

Indonesia memiliki 145 pesawat yang setiap harinya

operate daily to 80 destinations. All fleets shall

beroperasi ke 80 destinasi Garuda Indonesia. Seluruh

operate decently to always maintain the safety

armada tersebut harus dapat beroperasi dengan

and security aspect of aviation which is one of

baik demi selalu terjaganya aspek keselamatan dan

main pillars in Garuda Indonesia business.

keamanan penerbangan yang merupakan salah satu pilar utama dari bisnis penerbangan Garuda Indonesia.

To maintain the aircraft condition to always be decent and airworthy, a reliable aircraft

Untuk menjaga kondisi pesawat agar selalu prima

maintenance program is required. Aircraft

dan laik terbang, dibutuhkan program pemeliharaan

maintenance activity must be detailed and

pesawat atau aircraft maintenance yang handal.

thoroughly planned by airlines, those activities

Kegiatan aircraft maintenance harus direncanakan

must be carried out because every part of

secara terperinci dan berkesinambungan oleh


Safety aircraft components has its own lifetime

maskapai penerbangan. Kegiatan tersebut harus

and shall be replaced to maintain

dilakukan karena setiap komponen pesawat memiliki

airworthiness of the aircraft. Alongside

batas waktu tertentu untuk digunakan dan diganti untuk

that, maintenance activities also include

menjaga kelaikan terbang pesawat tersebut. Selain

repair of damaged components so that the

itu, kegiatan pemeliharaan juga termasuk perbaikan

aircraft can operate as usual. To maintain

komponen-komponen pesawat yang rusak agar dapat

this program, Ministry of Transportation

beroperasi dengan prima seperti biasanya. Untuk

(Kementerian Perhubungan), on this term

menjaga program ini, Kementrian Perhubungan, dalam

is Directorate General of Civil Aviation

hal ini Direktorat Jenderal Perhubungan Udara, juga

(DGCA), regulate aircraft maintenance

mengatur program aircraft maintenance dalam Civil

program in Civil Aviation Safety Regulation

Aviation Safety Regulation (CASR), yang sifatnya wajib

(CASR), which is mandatory to all airlines

dilaksanakan oleh seluruh maskapai penerbangan. Selain

to conduct. Besides that, all maintenance

itu, kegiatan maintenance juga secara aktif dilaporkan

activities must be actively reported to

oleh pihak maskapai ke Direktorat Kelaikudaraan

Directorate Airworthiness and Aircraft

dan Pengoperasian Pesawat sebagai direktorat yang

Operation as responsible directorate

bertanggung jawab di bawah Direktorat Jenderal

under DGCA. In Garuda Indonesia, aircraft

Perhubungan Udara. Di Garuda Indonesia, program

maintenance program is consist of two

pemeliharaan pesawat dapat dibagi menjadi 2 (dua) jenis

type of maintenance: Minor Inspection and

besar, yaitu Minor Inspection dan Major Inspection.

Major Inspection. Minor Inspection Minor Inspection

Minor Inspection adalah kegiatan inspeksi pesawat,

Minor Inspection is aircraft inspection

seperti before departure check atau preflight check, transit

activities such as before departure check or

check, service check, dan weekly check. Before departure

preflight check, transit check, service check,

check atau preflight check adalah kegiatan inspeksi

and weekly check. Before departure check

untuk pesawat setelah Remain Over Night (RON) untuk

or preflight check is inspection activities

memastikan seluruh sistem di pesawat dapat berfungsi

for Remain Over Night (RON) aircraft to

dengan baik. Transit check merupakan kegiatan walk

ensure all system is functioned properly.

around check untuk memeriksa apakah ada kerusakan,

Transit check is a walk around check to

kebocoran, atau komponen yang hilang pada pesawat,

examine whether there is any damage,

serta untuk mengecek kondisi pesawat dan keamanan

leaking, or missing parts on aircraft, and to

untuk melanjutkan ke penerbangan berikutnya. Service

ensure aircraft condition and its security

check adalah kegiatan maintenance yang harus dilakukan

attachments for the next flight. Service

setelah pesawat beroperasi selama 36 jam, yang

check is maintenance activity which has

terdiri dari kegiatan pemeriksaan menyeluruh terhadap

to be carried out after 36 flight hours

kondisi fisik pesawat untuk mengidentifikasi apakah

which will conduct thorough examination

terdapat ketidaksesuaian pada pesawat berikut aspek

of aircraft visual condition and to further

keamanannya, servicing of fluids, dan melakukan review

identify whether there is any discrepancies

pada aircraft maintenance log book. Weekly check adalah

with aircraft’s security attachment,

kegiatan maintenance yang dilakukan secara mingguan

servicing of fluids, and review aircraft

(dalam periode 7 hari), untuk melakukan pemeriksaan

maintenance log book. Weekly check is

kondisi pesawat, seperti daily check, serta mengecek


maintenance activity which conducted weekly,

fungsi beberapa operational system dari pesawat.

to ensure several function of operational

Setelah melakukan pemeriksaan pada setiap kegiatan

system. After carried out those activities,

tersebut, pesawat harus disertai dengan maintenance

aircraft will require maintenance release to

release untuk dapat melanjutkan penerbangan

continue operations.

berikutnya.

Major Inspection

Major Inspection

Major Inspection, also known as Letter Check,

Major Inspection dikenal juga sebagai Letter Check,

is a package of maintenance activities which

merupakan serangkaian paket pekerjaan pemeliharaan

conducted in certain interval. These inspection

pesawat yang dilakukan pada interval waktu tertentu.

consist of A-Check, C-Check, and D-Check.

Inpeksi ini terdiri dari A-Check, C-Check, dan D-Check.

A-Check is conducted every 300-650 flight

A-Check dilaksanakan setiap 300-650 flight hours

hours which carried out activity to inspect

yang merupakan kegiatan inspeksi keseluruhan

aircraft visual condition and operational

secara visual dan pemeriksaan operasional seluruh

examination of all major systems from aircraft

major system dari airframe dan engine. Maintenance

airframe and engine. This is the next higher

ini merupakan maintenance tingkatan yang lebih

level of scheduled maintenance. It is normally

tinggi dari maintenance berjadwal sebelumnya.

accomplished at a designated maintenance

Biasanya, aktivitas maintenance dilaksanakan pada

station in the route structure and includes the

satu designated maintenance station dan melakukan

opening of access panels to check and service

maintenance pada beberapa panel pesawat. Peralatan

certain items. Some limited special tooling,

yang khusus dan test equipment dibutuhkan dalam

servicing, and test equipment are required.

pengerjaan A-Check ini. Adapun biasanya durasi

A-Check activities usually take 10 hours to

pengerjaan A-Check adalah selama 10 jam. Contoh

be carried out. Examples of A-Check items

dari beberapa item A-Check adalah sebagai berikut:

include:

•

•

General external visual inspection of

Inspeksi visual umum secara general dari struktur pesawat apabila terdapat kerusakan, deformasi,

aircraft structure for evidence of damage,

korosi, atau part yang hilang

deformation, corrosion, missing parts

•

Memeriksa crew oxygen system pressure

•

Check crew oxygen system pressure

•

Memeriksa emergency lights

•

Operationally check emergency lights

•

Melubrikasi nose gear retract actuator

•

Lubricate nose gear retract actuator

•

Memeriksa parking brake accumulator pressure

•

Check parking brake accumulator

•

Melakukan Built-In Test Equipment (BITE) test dari

pressure •

Flap/Slat Electronics Unit

Perform Built-In Test Equipment (BITE) test of Flap/Slat Electronics Unit

C-Check dilaksanakan setiap 15-21 bulan atau 4.000 – 6.400 flight hours yang merupakan pemeriksaan

C-Check is conducted every 15-21 months or

yang lebih komprehensif termasuk struktur pesawat.

4000 – 6400 flight hours which carried out

Maintenance ini merupakan pemeriksaan yang lebih

more comprehensive inspection including

luas lagi terhadap individual system dan komponen

aircraft structure. This is an extensive check

pesawat dakam fungsi dan serviceability. Inspeksinya

of individual systems and components for

membutuhkan pemeriksaan menyeluruh dari beberapa

serviceability and function. It requires a

spesifik area, komponen, dan sistem. Ini merupakan Issue 25 Flight Safety Publication 23

Photo: Fandi Ahmad

Safety

To maintain the aircraft condition to always be decent and airworthy, a reliable aircraft maintenance program is required.


thorough visual inspection of specified areas,

bentuk maintenance dengan tingkat yang lebih

components, and systems as well as operational

tinggi yang membutuhkan peralatan yang lebih

or functional checks. It is a high-level check that

banyak dan tingkat keterampilan yang khusus.

involves extensive tooling, test equipment, and

Biasanya C-Check menghabiskan waktu selama

special skill levels. C-Check activities usually take

10 hari. Contoh dari beberapa item C-Check adalah

10 days to be carried out. Examples of C-Check

sebagai berikut:

items:

•

•

Visually check flight compartment escape

Secara visual memeriksa kondisi dan keamanan flight compartment escape ropes

ropes for condition and security

•

Memeriksa DC bus tie control unit

•

Check operation of DC bus tie control unit

•

Secara visual memeriksa kondisi entry door

•

Visually check the condition of entry door

seals

seals

•

Memeriksa flap asymmetry system

•

Operationally check flap asymmetry system

•

Pressure decay check pada APU fuel line

•

Pressure decay check APU fuel line shroud

•

Inspect engine inlet TAI ducting for cracks

•

Operationally check RAT deployment and system

shroud •

Menginspeksi retak pada engine inlet TAI ducting

•

Memeriksa RAT deployment and system

D-Check is conducted every 10 years or when the

Sementara itu, D-Check dilaksanakan setiap

aircraft has reach 24,000 – 28,000 flight hours

6 tahun atau ketika pesawat sudah mencapai

which is a thorough and detailed inspection of

24.000 – 28.000 flight hours yang merupakan

every component of aircraft. This can also be

kegiatan pemeliharaan yang sangat mendetil

referred to as the structural check. It includes

dan menyeluruh. Biasanya D-Check disebut juga

detailed visual and other non-destructive test

sebagai Structural Check. Aktivitasnya termasuk

inspections of the aircraft structure. It is an

pemeriksaan visual dan non-destructive test pada

intense inspection of the structure for evidence

struktur pesawat. Pada pemeriksaan ini diperiksa

of corrosion, structural deformation, cracking,

juga keberadaan korosi, deformasi struktur, retak,

and other signs of deterioration or distress and

dan tanda-tanda dari kerusakan atau distress yang

involves extensive disassembly to gain access

membutuhkan pembongkatan pesawat. Biasanya

for inspection. Special equipment and techniques

D-Check akan memakan waktu selama 10 bulan.

are used. Structural checks are man-hour and

Contoh dari beberapa item D-Check adalah sebagai

calendar-time intensive. D-Check activities usually

berikut:

take 10 months to be carried out. Examples of

•

Memeriksa stabilizer attach bolts

D-Check items include:

•

Memeriksa floor beams

•

Inspect stabilizer attach bolts

•

Memeriksa secara detil struktur wing box

•

Inspect floor beams

•

Detailed inspection of wing box structure

Selain itu, kegiatan pemeliharaan pesawat juga dilaksanakan apabila terdapat kerusakan pada

Other than that, aircraft maintenance activity is

pesawat atau setelah pesawat mengalami incident

also conducted whenever there is any damage

dan serious incident, atau disebut juga unscheduled

on aircraft or after aircraft has undergo any

maintenance. Untuk setiap kerusakan akan

incident or serious incident, moreover also

dilakukan pengecekan tergantung dengan area Issue 25 Flight Safety Publication 25

Safety known as unscheduled maintenance. For every

kerusakan dan incident yang dialami. Pemeriksaan

problem, inspection will be carried out based on

pada kondisi pesawat harus dilakukan pada setiap

impacted area or based on the incident the aircraft

terjadinya incident, seperti hard landing, bird strike,

undergone. Inspection on aircraft condition must

Rejected Take-Off (RTO), Engine Failure, dan masih

be carried out whenever incident such as hard

banyak lagi.

landing, bird strike, Rejected Take-Off (RTO), Engine Failure, etc happens.

Seluruh kegiatan aircraft maintenance ini harus dilakukan dengan teliti, tepat, dan sebaik mungkin

All aircraft maintenance activity shall be conducted

sesuai dengan prosedur yang diberikan guna

precisely and properly as stated on the procedure

menjaga kehandalan operasional penerbangan

provided to maintain reliability of Garuda Indonesia

Garuda Indonesia. Apabila terdapat kegiatan

operational performance. In any occurrence

maintenance yang dilaksanakan kurang tepat,

of improper execution of maintenance activity,

dapat menimbulkan gangguan dalam operasional

it could cause disturbance in daily operation.

penerbangan. Contohnya, sedikit saja masalah

For example, any technical problem related to

teknis pada pesawat dapat mengakibatkan delay

maintenance, could cause delayed flights. Other

pada penerbangan. Contoh lainnya, apabila setelah

example, if after doing before departure check, the

melakukan before departure flight, pin pada landing

pin of landing gear is left unplugged, after take-off

gear lupa untuk dicabut, maka pada saat terbang

the landing gear cannot be retracted, causing the

pesawat tidak bisa menarik landing gear setelah

aircraft has to take Return To Base (RTB). Any miss

lepas landas. Akibatnya, pesawat harus Return To

could also lead to deadly impact. On one of global

Base (RTB). Kelalaian juga dapat menyebabkan

accident, explosive decompression took place due

dampak yang berujung kematian. Contohnya,

to improper repair activity when seven years ago

pada salah satu kejadian kecelakaan penerbangan

the aircraft experienced tail strike. Large portion

di dunia, terjadi explosive decompression yang

of the tail was ripped off, and took more than

disebabkan oleh improper repair activity ketika

500 victims, make it one of the deadliest aircraft

tujuh tahun yang lalu pesawat tersebut mengalami

accidents on aviation history.

tail strike. Sebagian besar ekor pesawat robek dan memakan korban jiwa lebih dari 500 orang,

Therefore, maintenance activity must be carried

dan sampai saat ini menjadi salah satu kecelakan

out properly to ensure operational activity can

paling mematikan dalam sejarah penerbangan.

always run smoothly. This will need support from all related personnel. If there is any hazard which

Oleh karena itu, kegiatan pemeliharaan pesawat

could be identified, immediately report such hazard

harus dilakukan dengan sebaik-baiknya agar

to related unit in order to manage the hazard as

operasional penerbangan dapat berjalan dengan

soon as possible. [MS, TR]

lancar. Hal ini juga membutuhkan dukungan dari seluruh personil yang terkait. Jika terdapat potensi-potensi bahaya yang teridentifikasi, segera laporkan kepada unit terkait agar risiko bahaya tersebut dapat segera ditangani pada kesempatan pertama. [MS, TR]


MEDA Investigation Process Proses Investigasi Metode MEDA

en/ We’ve certainly ever heard of many potential aspects that can lead to incidents or event accidents in the aviation industry. Various factors may cause incidents and accidents including damage of aircraft components, environment, weather, technology, human error, etc. In the 1900s when the aviation industry was in its early stage, of 80% accidents were caused by the damage of aircraft components or machine and 20% were caused by human error. But in modern aviation, it is the other way round.

in/ Kita tentu telah mengetahui bahwa di dalam dunia penerbangan terdapat banyak sekali potensi yang dapat menyebabkan sebuah incident bahkan accident. Faktor-faktor yang dapat menyebabkan terjadinya incident atau bahkan accident di antaranya adalah kerusakan komponen pesawat, faktor lingkungan, cuaca, teknologi, human error, dan lainlain. Pada tahun 1900an di mana era penerbangan baru bertumbuh, para ahli berpendapat bahwa 80% penyebab utama dari sebuah kecelakaan pesawat adalah faktor komponen pesawat atapun kerusakan mesin dan 20% lainnya adalah faktor manusia. Namun di era penerbangan modern, 80% penyebab utama terjadinya insiden adalah faktor manusia dan 20% sisanya adalah faktor kerusakan komponen pesawat maupun faktor lainnya.


Safety But how the maintenance failures

Maintenance atau pemeliharaan pesawat menjaga agar

can be attributed to the accidents?

sebuah pesawat udara dalam keadaan laik terbang ketika

Maintenance is one of the factors that

dipergunakan mengingat kerusakan komponen pesawat

may cause an incident or even accident.

yang tidak terdeteksi dapat menimbulkan bahaya dalam

The maintenance of aircraft, is basically

sebuah penerbangan. Proses maintenance tidak terlepas

highly regulated, in order to ensure

dari personel maintenance atau teknisi yang dituntut untuk

safe and correct functioning during

dapat memperkecil kesalahan atau bahkan menghilangkan

flight, such that even the smallest slip

error dalam pekerjaannya karena pekerjaan dalam proses

can lead to an aircraft crashing with

maintenance sangat lekat dengan adanya human error.

consequent loss of life. A technician is

Dalam laporan IATA tahun 2003 disebutkan bahwa 24 dari

required to minimize or even get rid of

93 kecelakaan (26%) disebabkan oleh faktor maintenance

errors for the tasks they carry out. The

di mana dalam faktor maintenance tersebut faktor manusia

2003 IATA reports cited that in 24 out

atau human error tetap menjadi faktor terbesar dalam

of 93 accidents (26%), a maintenance-

terjadinya sebuah insiden.

caused event started the accident chain. Overall, humans are the largest cause

Selain itu, deviasi dalam proses maintenance juga

of all airplane accidents. Maintenance

meningkatkan pengeluaran operasional operator

errors can also have significant effects

penerbangan di antaranya sekitar 20 – 30% kejadian

in terms of airline operating cost. It

inflight engine shutdown dapat menimbulkan biaya hingga

is estimated that 20 – 30% of engine

USD500.000 untuk perbaikan, sekitar 50% penerbangan

in-flights shutdowns cause up to

delay karena permasalahan mesin pesawat dilaporkan

US$500.000 cost per each occurrence,

harus mengeluarkan biaya sekitar USD9.000 per jam,

50% of flight delays due to engine

dan 50% dari kejadian pembatalan penerbangan karena

problems cause US$9.000 cost per hour,

masalah mesin harus mengeluarkan sekitar USD66.000

and 50% of flight cancellations due to

untuk setiap pembatalan. Besarnya biaya yang harus

engine problem cause up to US$66.000

dikeluarkan ketika terjadinya suatu masalah terkait dengan

cost per cancellation. The amount of

maintenance, menyebabkan kebutuhan proses analisis

expenses required for one maintenance-

secara komprehensif dari setiap permasalahan maintenance

related issue and the consequences

menjadi signifikan.

induces therefore requires a systematic process of identifying the root causes of

Jika sebuah insiden terjadi, pihak otoritas keselamatan

each maintenance problem.

penerbangan maupun operator akan melakukan proses investigasi untuk mengetahui penyebab dari terjadinya

If an incident or accident happened,

sebuah insiden dan merumuskan rekomendasi untuk

both the aviation authority and the

perbaikan ke depannya agar kejadian serupa tidak terjadi

airlines operator shall carry out

lagi. Dalam proses investigasi, banyak metode yang

investigation to discover the causes

dapat diterapkan, seperti metode root cause analysis,

and give a recommendation for future

CPIT untuk cabin operation, PEAT, REDA untuk ramp

improvement in order to avoid similar

operation, dan banyak metode lainnya. Dalam proses

occurrences. Within the investigation

maintenance, ada sebuah metode khusus yang digunakan

process, various methods can be applied

untuk menginvestigasi sebuah insiden yang berhubungan

including root cause analysis, CPIT for

dengan proses maintenance, khususnya yang terkait


Photo: fiqmansunandar.files.wordpress.com

If an incident or accident happened, both the aviation authority and the airlines operator shall carry out investigation to discover the causes.


Safety cabin operations, PEAT, REDA for ramp

dengan masalah faktor manusia. Metode tersebut adalah

operations, and various other methods.

Maintenance Error Decision Aid atau lebih dikenal dengan

A specific method used to investigate a

MEDA. Lalu, apakah MEDA tersebut?

maintenance-related accident, especially ones related with human factor is known

MEDA adalah sebuah metode yang dikeluarkan oleh Boeing.

as Maintenance Error Decision Aid

Boeing memperkenalkan metode untuk menginvestigasi

(MEDA). What is MEDA all about?

sebuah kejadian yang berhubungan dengan faktor manusia atau kejadian yang disebabkan oleh kesalahan teknisi.

MEDA is a method developed by Boeing

MEDA berfungsi untuk mengetahui faktor-faktor apa

to investigate human-related accident

saja yang berkontribusi dalam sebuah insiden. Dalam

or an accident caused by technician’s

perkembangannya, Boeing telah memperluas cakupan dari

error. MEDA aims to identify which

metode MEDA ini. Pada awalnya, MEDA hanya mencakup

factors contribute to an incident or

hal-hal yang terkait dengan kesalahan proses maintenance,

accident. Recently, Boeing has expanded

namun sekarang ini, MEDA juga mencakup pelanggaran

the scope of MEDA which first only

dalam kebijakan perusahaan, pelanggaran proses maupun

included the matters of maintenance

pelanggaran prosedur yang mengarah kepada hasil yang

error to also include company policies,

tidak diinginkan. Pada tahun 1992, Boeing bersama mitra

processes, and procedures lead to

industrinya membangun metode MEDA sebagai sebuah

an unwanted outcome. Boeing, with

solusi bagi organisasi maintenance yang mengalami

industry partners, began developing

masalah dalam proses maintenance. Ketika draft dari

MEDA in 1992 as a way to better

rancangan MEDA telah selesai dibangun, 9 organisasi

understand the maintenance problems

maintenance melakukan uji coba penggunaan metode

experienced by airline customers. A

ini. Dari hasil percobaan ini, dalam rentang tahun 1994 –

draft tool was developed and nine

1995, Boeing melakukan perbaikan dan peningkatan di

airline maintenance organizations

dalam metode ini dan pada akhirnya di tahun 1995, Boeing

tested the usefulness and usability of

mulai menawarkan MEDA kepada organisasi-organisasi

the tool in 1994 and 1995. Based on

maintenance sebagai sebuah bagian dari pengelolaan

the results of the test, the tool was

keselamatan penerbangan. Sejak saat itu, MEDA menjadi

improved. In 1995, Boeing decided to

standar dalam proses investigasi untuk kejadian yang

offer MEDA to all of its airline customers

berhubungan dengan proses maintenance. Hingga sekarang,

as part of its continued commitment to

kurang lebih 500 perusahaan penyedia jasa maintenance

safety. Ever since, the MEDA process

menggunakan MEDA dalam proses investigasi. Beberapa

has become the worldwide standard

perusahaan melaporakan bahwa setelah menerapkan

for maintenance error investigation.

metode ini, mereka dapat melakukan perbaikan dan

Up until now, more than 500 aircraft

peningkatan hampir 48% di sisi kebijakan perusahaan,

maintenance organizations are currently

proses maupun prosedur, sehingga mengurangi biaya

using MEDA to drive down maintenance

yang harus dikeluarkan oleh perusahaan jika terjadi sebuah

error. A number of airlines have reported

kejadian yang berhubungan dengan proses maintenance.

success in undergoing improvements up to almost 48% in company policies,

MEDA adalah sebuah proses terstruktur untuk menyelidiki

processes, and procedures, and

penyebab sebuah insiden yang disebabkan oleh kesalahan

thus reduced the cost of handling

(error) dari seorang teknisi. MEDA bertujuan agar sebuah


maintenance-related incidents.

organisasi dapat belajar dari kesalahan yang pernah terjadi. Kesalahan atau error adalah sebuah hasil dari beberapa

MEDA is a structured process to

faktor kontribusi yang tedapat di lingkungan tempat kerja

investigate the cause of errors made

yang sebagian besar berada di bawah kontrol manajemen.

by maintenance technicians and

Oleh karena itu, perbaikan dapat dilakukan dengan

inspectors. It is an organization’s means

melakukan perbaikan di lingkungan tempat kerja agar dapat

to learn from its mistakes. Errors are

menghilangkan atau meminimalkan faktor-faktor yang dapat

a result of contributing factors in the

menyebabkan terjadinya kesalahan (error).

workplace, most of which are under management control. Therefore,

Lima langkah dasar dalam melakukan MEDA adalah:

improvement can be made to the

1. Event

workplace to eliminate or minimize

Merupakan kejadian yang terjadi, sebagai contoh

these factors so they do not lead to

pesawat udara yang melakukan Return To Apron (RTA)

future events.

atau Return To Base (RTB) disebabkan oleh faktor teknis. Organisasi maintenance bertanggung jawab

The five basic steps of MEDA are:

untuk menentukan kejadian dan faktor penyebabnya

1. Event

yang akan diinvestigasi lebih dalam.

An event occurs, such as Return

2. Decision

To Apron (RTA) or Return To Base

pesawat telah kembali dinyatakan laik terbang,

The maintenance organization

Organisasi maintenance akan memutuskan apakah

is responsible to select the

peristiwa tersebut berhubungan dengan proses

error-caused events that will be

maintenance. Jika iya, maka organisasi maintenance

investigated.

harus melakukan investigasi dengan menggunakan

2. Decision

Setelah permasalahan yang terjadi diperbaiki dan

(RTB) due to technical factor.

metode MEDA.

Upon fixing the problem and the

3. Investigasi

aircraft is deemed airworthy, the

Organisasi maintenance melakukan investigasi dengan

maintenance organization makes

metode MEDA. Investigator (yang telah dilatih) akan

a decision whether the event was

menggunakan MEDA form untuk merekam seluruh

related to maintenance. If yes, then

informasi umum mengenai pesawat udara termasuk

The MEDA Model Process Flow 1. Event Occurs

8. Provide Feedback to All Employees Affected by the Process Improvements

2. Investigation Finds that Event Was Caused by Technician/Inspector Performance

7. Make Process Improvements Based on This Event and Data from Multiple Events

3. Find the Maintenance Technicians or Inspector Who Did the Work 6. Add the Results Form Investigation Information to a Maintenance Event Data Base

4. Interview Person: Find Errors/violations, Find Contributing Factors, and Get Ideas for Process Improvement

5. Carry out Follow-up Interviews, as Necessary, in Order to Get All Relevant Contributing Factors Information


Two Variants of The MEDA Model Probabilistic MEDA Error Model

Combined Error & Violation Event Model

In this example, a mechanic does not use a torque wrench (violation), which leads to an engine inflight shutdown (event). There are reasons why (contributing factors) the violation occurs e.g., unavailability torque wrench.

In this example, the mechanic mistakenly misses a step in the airplane maintenance manual (contributing factor) which leads to an incomplete installation (error). The mechanic decides not to carry out the operational check (violation), thereby missing the fact that the task was not done correctly. Because an error was made and this was not caught by the operational check, an engine in-flight shutdown (event) occurs.

the organization performs a MEDA

saat proses pemeliharaan dilakukan terhadap

investigation.

pesawat tersebut dan insiden yang terjadi, personnel

3. Investigation

maintenance atau teknisi yang terlibat, faktor error atau


kesalahan yang menyebabkan insiden, faktor yang

performs a MEDA investigation.

berkontribusi terhadap kesalahan, dan daftar strategi

A trained investigation use the

pencegahan yang mungkin dilakukan.

MEDA form to record all general

4. Strategi Pencegahan

information about the aircraft

Organisasi maintenance melakukan review,

including when the maintenance

memprioritaskan strategi pencegahan,

and the event occurred, the event

mengimplementasikan strategi, serta melakukan

that began the investigation, the

pengawasan agar kejadian serupa tidak terjadi lagi di

error and/or violation that caused

masa mendatang.

the event, the factors contributing

5. Feedback

to the error or violation, and a list of

Organisasi maintenance menyediakan fasilitas feedback

possible prevention strategies.

bagi maintenance personnel, sehingga maintenance

4. Prevention Strategies

personnel mengetahui perubahan yang terjadi di dalam


maintenance system sebagai hasil MEDA. Organisasi

reviews, prioritizes, implements, and

maintenance bertanggung jawab untuk memastikan

then tracks prevention strategies

bahwa teknisi berkontribusi dan berpatisipasi di dalam

to avoid or reduce the likelihood of

MEDA dengan menyebarkan hasil MEDA kepada teknisi.

similar occurrences in the future. 5. Feedback

Komitmen dari manajemen merupakan kunci dari


keberhasilan sebuah proses MEDA. Sebelum proses MEDA

provides feedback to the

dilakukan, manajemen harus melakukan hal-hal berikut:

maintenance workforce so

•

technicians know that changes have been made to the maintenance


Menetapkan seseorang sebagai pemimpin untuk proses MEDA dan menetapkan fokus dari manajemen

•

Menentukan kapan harus dilakukan proses investigasi

system as a result of the MEDA. The operator

•

is responsible for affirming the effectiveness of employees’ participation and validating their

proses tracking •

contribution to the MEDA process by sharing investigation result with them.

Merumuskan rencana kegiatan investigasi dan Membentuk tim dan memutuskan strategi pencegahan yang akan diimplementasikan

•

Menginformasikan kepada teknisi terkait bahwa akan dilakukan MEDA

The resolve of management at the maintenance operation is key to successful MEDA

Penting untuk diketahui bersama bahwa filosofi

implementation. Management must assume

utama MEDA adalah seorang teknisi tidak memiliki

responsibility for the following activities before

niat atau tidak bertujuan untuk melakukan sebuah

starting investigations:

kesalahan. Kesalahan dapat terjadi dalam situasi

•

Appoint a manager in charge of MEDA and

di mana seseorang mencoba untuk melakukan

assign a focal organization

hal yang benar. Faktanya, terkadang kesalahan

•

Decide which events will initiate investigations

yang sama dapat terjadi dalam keadaan yang

•

Establish a plan for conducting and tracking

sama oleh teknisi yang berbeda. Sebagai contoh,

investigation

saat melakukan pemeriksaan di malam hari

Assemble a team to decide which prevention

dengan pencahayaan yang kurang, seorang teknisi

strategies to implement

melakukan kesalahan dengan tidak menyadari

Inform the maintenance and engineering

adanya crack di salah satu bagian pesawat. Hal

workforce about MEDA before implementation

tersebut juga dapat dialami oleh teknisi lainnya

• •

di mana dia dapat berbuat kesalahan yang sama The fundamental philosophy of the MEDA process

(tidak menyadari adanya crack) karena kondisi

is technician do not make errors on purpose.

pencahayaan yang kurang. MEDA adalah sebuah

While some errors do result of people engaging

metode terstruktur yang ketat untuk menemukan

in behavior they know is risky, errors are often

faktor yang berkontribusi yang menyebabkan

made in situations where the persons is actually

sebuah insiden. Namun setelah berpuluh-puluh

attempting to do the right thing. In fact, it is

tahun implementasi MEDA, Boeing menyadari

possible for others in the same situation to make

bahwa kesalahan dan pelanggaran adalah dua

the same mistake. For example, if an inspection

hal yang dapat saling terkait dalam menyebabkan

error (e.g., missed detection of structural cracking)

insiden yang berhubungan dengan proses

is made because the inspector is performing

maintenance. Kesalahan dianggap sebagai

the inspection at night under inadequate lighting

tindakan manusia yang secara tidak sengaja

conditions, then others performing a similar

berbeda dari hal yang diharapkan, sedangkan

inspection under the same lighting conditions

pelanggaran adalah tindakan manusia yang secara

could also miss detection of a crack. MEDA

sengaja berbeda dari hal yang diharapkan. Dalam

began as strictly a structured error investigation

perkembangannya, MEDA dipandang sebagai

process for finding contributing factor to errors

sebuah metode investigasi secara keseluruhan

that caused events. However after decades of

dan bukan hanya sebuah proses untuk investigasi

implementing MEDA, Boeing has learned that

kesalahan. Hal ini adalah sebuah pendekatan

error and violation both play a part in causing a

baru di mana sebuah insiden yang berkaitan

maintenance-related event. An error is defined as

dengan maintenance dapat terjadi karena adanya

human action that unintentionally departs from

kesalahan atau pelanggaran atau kombinasi dari Issue 25 Flight Safety Publication 33

Safety the expected action. A violation is a human action

kesalahan dan pelanggaran.

that intentionally departs from the expected action. In its development, MEDA is seen as event

Terhadap kesalahan dan pelanggaran oleh teknisi

investigation process, not an error investigation

yang tertangkap oleh proses MEDA, keputusan

process. This new approach means that a

bagi manajemen untuk memberikan sanksi

maintenance-related event can be caused by an

disiplin menjadi salah satu hal yang penting.

error, a violation, or a combination of an error and

Sanksi disiplin hanya akan efektif bagi tindakan

a violation.

pelanggaran yang dilakukan secara sengaja. Boeing merekomendasikan beberapa hal di antaranya:

Towards errors and violations by the mechanic

•

detected through the MEDA process, it is important to have a disciplinary policy to deal with

Tidak menghukum personil yang melakukan error dan mengaku secara jujur.

•

Tidak menghukum personil yang melakukan

violation aspect of maintenance events. However,

routine violation, yakni kesalahan yang

discipline or punishment is only effective for

menjadi biasa di dalam kelompok teknisi

intentional acts. Boeing suggests a policy that:

dan diketahui manajemen namun tidak ada

•

Does not punish honest error.

tindakan perbaikan. Contohnya, teknisi lebih

•

Does not punish routine violation. Routine

menggunakan ingatan ketika bekerja daripada

violations are errors common among

menggunakan manual, tidak menggunakan

mechanics or technicians with management

alat yang telah dikalibrasi, dan tidak melakukan

knowledge but no action taken, for example

pengecekan.

technicians work by memory rather than by

•

•

pelanggaran yang terjadi yang disebabkan

not performing final checking.

oleh faktor situasional (time pressure, lack

Considers punishment for situational

of supervision, tekanan dari manajemen,

violations (time pressure, lack of supervision, pressure from management, unavailability of •

Mempertimbangkan hukuman bagi

the manual, not using calibrated tools, and

ketidaktersediaan alat atau part). •

Memberikan hukuman bagi personil yang

tools or parts).

melakukan pelanggaran yang memberikan

Provides punishment for exceptional

dampak luar biasa.

violations. Adanya proses investigasi yang dilakukan akan It supports the “Just Culture” concept, which

mendukung terciptanya budaya “Just Culture”

is based on moving beyond a culture of blame

di dalam perusahaan. Proses investigasi kini

to a system of shared accountability, where

tidak hanya digunakan untuk mencari kesalahan

both individual and system accountability

seseorang di dalam sebuah insiden, namun

are managed fairly, reliably, and consistently

berubah menjadi suatu sistem untuk mencari faktor

to determine other contributing factor of any

kontribusi lainnya sehingga tanggung jawab dapat

incident. [RO, EZ]

dibagi secara adil, handal, dan konsisten. [RO, EZ]

Reference: - Maintenance Error Decision Aid (MEDA) User’s Guide - Maintenance Human Factors Boeing Commercial Aviation Services 2013. - MEDA Investigation process - Boeing Technical fellow, Maintenance Human factors - Maintenance Error Decision Aid (MEDA) – http://www.skybrary.aero/ - An Overview of Maintenance Error Decision Aid (MEDA) - http://www.afraa.org.


The Important of Passenger Profiling Pentingnya Dilakukan Passenger Profiling

Photo: static2.businessinsider.com

en/ The terrorist attacks on 11 September 2001 did immediately rise security issues to paramount importance in every country’s policy agenda. If aircrafts and passengers as well as property and people on the ground are to be protected, potential perpetrators of aviation terrorism shall be prevented from entering access to aircrafts, airport, terminals, and associated facilities.


Aviation Security Passengers and baggage are not the only sources

delivering the laptop-like device was an airport

of terrorism threats to aviation industry. Threats

employee.

can also come from many processes including catering, maintenance, cleaning, ticketing, baggage

What lessons learn can be taken from that

handling, parking, commercial services at airport,

incident? How screening procedures must be done

etc.

so that the same thing does not happen again?

However, security measurement adopted in

Profiling is a way to predict with common sense

terminals around the world and made clearly

ideas based on psychological profiling process

visible to public is passenger profiling and

relies on visual appearance and hinted of people

screening of their baggage and matched to

who will do risk assessment. The process by

passenger on the plane. Poor quality, lack of

reading body language, pay attention to how to

screening at airport, and inconsistency process

talk and answer question to find out the reaction

of checking passenger and luggage with large

of the individual being done profiling to determine

numbers of people pass through airports everyday

signs of nervousness or unusual behavior. It must

may provide an alluring target for terrorism.

be understood that the science of profiling can be a powerful tool in assisting security personnel in

Recently, an explosion over Daallo Airlines flight

determining risk – when developed and used in

DAO159 operated by Somali-owned on 2 February

conjunction with other technologies and scientific

2016 occurred on board the aircraft minutes

disciplines.

after it took off from Mogadishu. Daallo Airlines

The science and statistic which lay behind the

said on its website that it caused a hole in the

profile questionnaire when coupled with multi-level

fuselage happened 15 minutes into the flight.

screening techniques and timely intelligence can

“Pilots managed to land the aircraft back at

offer a valid and statically significant determination

Mogadishu airport safely. All passengers except

of the potential risk a given traveler may pose.

one disembarked safely,” it said, adding that an investigation had been launched into “the cause of

To ensure validity and the effective of any

one missing passenger”. However, the officials said

criminal profiling process, we must begin with the

the body of a 55-years old passenger was found

candidates for the position. Each potential profile

and believed to have been sucked through a hole in

must possess:

the fuselage made by the blast.

1. Background knowledge of the potential threat – individual and groups and or insider threat

The investigation is currently suspecting a wheelchair passenger who was able to bypass rigorous security screening at airport and board the commercial plane as a suicide bomber responsible for Tuesday’s explosion. Surveillance

2. Deep understanding of the dynamic of interpersonal communication and human nonverbal behavior 3. Highly developed strategies of observation, analysis and scientific decision making

video footage taken at the international airport in Somalia’s capital showed two men handling

In its most basic form, profiling as a science

what appeared to be a laptop computer to the

involves:

suspected suicide bomber after he passed through

1. Observing a subject’s demeanor as well as

the security checkpoint. At least one of the men 36 Flight Safety Publication Issue 25

their responses to matrix-developed questions

Photo: businessaviationblog.files.wordpress.com

All passengers waiting to checkin are questioned by ground staffs who ask questions about their trip, looking for nerves or inconsistent statements.


Photo: thepeninsulaqatar.com

Aviation Security

Air passenger profiling is gaining ground among watchdogs as a defence against terror attacks.

2. Profiler’s interpretation of the subject’s

invasion of their personal space and privacy. Often

personality characteristic, behaviors, and

compounding the situation, the general stress of

autonomous displays

travel, language and cultural issues can cause

3. Utilization of effective management

travelers to become ill-tempered. When interacting

information system in exchanging and

with a subject passenger, the Profiler must ask

analyzing data in real time

themselves first if any of the following problems

4. Understanding the unique cultural context

might exist:

of the subject individual and their reactions,

1. Confusion in message

responses and demeanor

2. Use of the wrong language or body language 3. Individual and group internal prejudices

Proper profiling skills demand an immediate multi-

4. Language (terms) not understood

dimensional assessment of the subject individual. As such, when verbally engaged, the profiler must

In some instances problems can originate with the

judge the degree to which the traveler understands

Profiler themselves. As the sender of the message,

the questions, as well as an assessment of

Profilers may, themselves, create barriers leading

the demeanor, content and context of his/her

to unnatural demeanor, confusing or suspicious

responses. In order to be effective, candidates

responses in the communication process.

for profiler positions must initially understand the

Not all problems encountered, are the fault of the

dynamics of interplay at work between Profiler and

Profiler. Passengers, travelers, and visitors to the

subject passenger.

airport all may exhibit one or more of the following during their encounter with airport security, law

Role of Verbal Communication

enforcement, customs or immigration profiling

Security personnel assigned as Profilers can face

officers.

number of situations where passengers appear

1. Poor listening skills or inability to hear the

to be uncooperative, if not outright hostile to the 38 Flight Safety Publication Issue 25

questions or response

2. Jumping to conclusions and/or inability to

•

interpret the question properly

translation or dictionary definition. Example:

3. Hearing only part of the message due to

Holding up one’s hand to signal stop should be

physical distractions within the airport

only used when verbal channels are blocked

4. Rejecting message which is contrary to existing beliefs

Emblems - Acts which have a direct verbal

(such as by aircraft noise). •

5. Emotional barriers

Illustrations – Nonverbal acts which accompany speech. These can illustrate a point, provide accent to a statement or

Profilers must be aware of an additional set of barriers, which can cause miscommunication

emphasize a point to be made. •

Affect Displays – These are passenger

between subjects and themselves and therefore

facial configuration, which display emotion

lead to flaws in the Profiler’s analysis of the subject

or emphasis a statement. They can repeat,

individual or situation at hand. In some instances these barriers may be intentional on the part of

augment, or contradict. •

Regulators – Passenger act which maintain

the subject to deceive the Profiler, in other cases

and regulate the back and forth nature of

they may be purely situational and relatively simple

human interaction. They tell the profiler to

to overcome given a basic understanding of their

continue, halt or hurry. Consist mainly of head

nature.

nods, eye movements, and vary from culture to culture.

Role of Non-Verbal Communication

•

Adapters – Restless movement of hands and

Interaction between a Profiler and their subject

feet, which display anxiety, fear or distress.

is by no means limited to verbal communication

Doer is generally unaware of these actions.

alone. Nonverbal communication, although devoid of words and sentences derives its meaning largely

Then too, the way in which Profilers are perceived

from the passenger’s own past. Some examples of

by subjects during the observation, approach, and

this type of communication include “No Smoking

questionnaire process can determine to a degree

Signs”, lavatory signs, and printed information.

the level of cooperation, hesitation or nervousness

Human nonverbal communication includes such

exhibited by the subject / passenger at any given

aspects a: body language on the part of Profiler

time. In turn, misinterpretation of the subject’s

and subject, posture, and the use of personal

motivation(s) can dramatically affect the validity of

space (proxemics). Profilers must always be

any assessment and analysis of these displayed

observant of a subject’s:

behaviors.

1. Body motion 2. Physical characteristics

By selecting the right approach in response to

3. Touching behavior

observed verbal and nonverbal cues, Profilers can

4. Paralanguage

often avoid unnecessary conflict and correctly

5. Proxemics

assess any existing threat posed by an individual

6. Artifacts

or situational scenario. [SY]

7. Surrounding environment Among the cues that all Profilers should be keenly aware of:

Source: http://www.brainseed.biz/article_details. cfm?articleid=104261


Safety

Maintenance Release Approval Procedure Prosedur Penerbitan Maintenance Release untuk Penerbangan RTA, RTB & Diversion

en/ In flight operations, aircraft technical problems is something that often occurs and can disrupt the smooth operation. Aircraft technical problem could occur in any part of the aircraft either in the airframe, engine, radio equipment, aircraft instrument or electrical and can be found when the aircraft before starting flight or in-flight.


in/ Dalam operasional penerbangan, masalah teknikal pesawat merupakan sesuatu yang sering terjadi dan dapat mengganggu kelancaran operasional. Masalah teknikal pesawat bisa terjadi di setiap bagian pesawat, baik itu di airframe, engine, radio equipment, aircraft instrument maupun electrical, dan dapat ditemukan saat pesawat sebelum memulai penerbangan maupun saat penerbangan.

Technical problems can cause the aircraft to

Masalah teknikal bisa menyebabkan pesawat

delay, the aircraft returned to the apron (return

menjadi delay, pesawat kembali ke apron (return

to apron), aircraft cancelled take-off (rejected

to apron), pesawat membatalkan take-off (rejected

take-off), the aircraft returned to the original

take-off), pesawat kembali ke bandara asal dan

airport and not continue the flight (return to

tidak melanjutkan penerbangan (return to base), dan

base), and landed instead of at the destination

mendarat bukan di bandara tujuan (diversion).

airport (diversion). Rejected Take-Off (RTO) atau aborted take-off A Rejected Take-Off (RTO) or aborted take-off

merupakan situasi di mana flight crew memutuskan

is the situation in which it is decided to abort

untuk membatalkan take-off. Terdapat banyak alasan

the take-off of an aircraft. There can be many

untuk memutuskan RTO, tetapi biasanya disebabkan

reasons for deciding to perform RTO, but

oleh adanya gangguan teknikal pesawat atau suspek

they are usually due to suspected or actual

gangguan teknikal, seperti engine failure, masalah


Safety technical failures, such as an engine failure,

pada flight control, aircraft instrument, dan lainnya

flight control problem, aircraft instrument

yang terjadi saat take-ff roll. RTO secara normal

problem, and etc occurring during the take-

dilakukan saat kecepatan pesawat di bawah take-

off roll. A Return To Base (RTB) occurs when

off decision speed yang dikenal sebagai V1 dan

flight crew choose to return the aircraft to

dihitung sebelum memulai penerbangan. Return To

the airport without completing the intended

Base (RTB) merupakan kejadian di mana flight crew

journey. This is a precautionary measure and

memutuskan atau memilih untuk kembali ke bandara

in the majority of cases it is due to technical

tanpa menyelesaikan perjalanan yang direncanakan.

issues or suspected technical failure aside

RTB merupakan tindakan pencegahan dan hal yang

weather condition. Return To Apron (RTA) is

penting untuk keselamatan penerbangan. Sebagian

an event which the aircraft back to the gate

besar kasus RTB disebabkan oleh masalah teknis atau

or apron before the aircraft airborne due to

suspek gangguan di luar faktor cuaca. Return To Apron

a technical problem or suspected failures or

(RTA) merupakan kejadian di mana pesawat kembali

other factors. In case of RTO, RTA, and RTB

ke gate atau apron sebelum pesawat airborne karena

are due to technical problems or suspected

terjadi masalah teknis atau suspek gangguan ataupun

failure on technically aircraft, the aircraft must

faktor lainnya. Dalam kasus RTO, RTA, dan RTB yang

be inspected prior to be released to continue

disebabkan oleh masalah teknis atau suspek adanya

the flight.

gangguan pada teknikal pesawat, maka pesawat harus diinspeksi terlebih dahulu sebelum di-release

Based on data from the Airworthiness

untuk melanjutkan penerbangan.

Management Unit (MQ), during 2014 and 2015 there are recorded events of RTB as much as

Berdasarkan data dari Unit Airworthiness

31, 25 events in various types of aircraft due

Management (MQ), selama tahun 2014 dan 2015

to their technical problems or failures in the

tercatat kasus RTB sebanyak 31 kejadian, 25 kejadian

air with various causes. RTB in 2015 decrease

di antaranya terjadi di berbagai tipe pesawat yang

compared to 2014.

disebabkan oleh masalah atau gangguan teknis pada pesawat dengan berbagai macam penyebab.

In accordance with a letter from the Ministry of

Terjadi penurunan kejadian RTB pada tahun 2015

Transportation No. HK.301/10/17/PHB.2014

dibandingkan dengan 2014.

regarding to Instructions for Reporting the Incident, RTA, RTB, and Diversion events

Sehubungan dengan surat dari Kementerian

that all aviation operators holders AOC 121

Perhubungan No. HK.301/10/17/PHB.2014 perihal

and 135 to immediately report any incident,

Instruksi Pelaporan Kejadian Insiden, RTA, RTB dan

RTA, RTB, and diversion to the Directorate

Diversion, bahwa semua operator penerbangan

General Civil Aviation (DGCA) cq. Directorate

pemegang AOC 121 dan 135 agar segera melaporkan

of Airworthiness and Aircraft Operation and

setiap insiden, RTA, RTB, dan diversion kepada

obliged to all holders of AOC 121 and 135 to

Direktorat Jenderal Perhubungan Udara cq. Direktorat

report the chronological of events and other

Kelaikan Udara dan Pengoperasian Pesawat Udara

information that is considered important

dan diwajibkan kepada semua pemegang AOC 121

and related to the such events or incident,

dan 135 untuk melaporkan kronologis kejadian dan

and are not allowed to release aircraft back

informasi lain yang dianggap penting dan berkaitan

into operation before coordinated with the

dengan kejadian tersebut, serta tidak diperbolehkan


Directorate of Airworthiness and Aircraft

me-release pesawat udara untuk kembali

Operation, MQ report immediately after the

dioperasikan sebelum dikoordinasikan dengan

event and in coordination with the Directorate

pihak Direktorat Kelaikan Udara dan Pengoperasian

of Airworthiness and Aircraft Operation (DAAO)

Pesawat Udara, MQ melaporkan dengan segera

before releasing the aircraft back into service or

setelah kejadian dan berkoordinasi dengan Direktorat

continue the flight after the incident, RTA, RTB,

Kelaikan Udara dan Pengoperasian Pesawat Udara

and diversion. MQ has the authority to issue

(DKUPPU) sebelum me-release pesawat kembali ke

approval related to maintenance release after an

service atau continue flight setelah terjadinya insiden,

incident, RTA, RTB, and diversion. Maintenance

RTA, RTB, dan diversion. MQ mempunyai otoritas

Release shall be executed on aircraft under the

untuk mengeluarkan approval terkait maintenance

following circumstances:

release setelah terjadinya insiden, RTA, RTB, dan

a. After the completion of scheduled

diversion. Maintenance Release harus dilakukan pada

maintenance check (Before Departure/

pesawat untuk keadaan berikut ini:

Transit/Daily/Service/Weekly Check) and

a. Setelah menyelesaikan scheduled maintenance

Higher Check (Letter Check)

check (Before Departure/Transit/Daily/Service/

b. After completion of conditional inspection such as: lightning strike, hard landing, bird

Weekly Check) dan Higher Check (Letter Check) b. Setelah menyelesaikan conditional inspection,

strike, etc (ref. AMM chapter 5)

seperti lightning strike, hard landing, bird strike,

c. After completion of rectification from RTA, aircraft turn back (RTB), incident, and/or diversion d. Prior to Flight Test

dan lainnya (Ref. AMM Chapter 5) c.

Setelah menyelesaikan rektifikasi atau perbaikan dari RTA, RTB, insiden, dan atau diversion

d. Sebelum Flight Test The Pilot in Command (PiC) may release the aircraft for dispatch after weather diversion at

Dalam kasus diversion karena faktor cuaca

any stations by using the Flight Crew Preflight

(weather), Pilot in Command (PiC) boleh me-release

Checklist and signing the release column on

pesawat untuk di-dispatch di station manapun

the Aircraft Maintenance Log (AML) Book. If the

dengan menngunakan Flight Crew Preflight

aircraft make a diversion due to technical reason

Checklist dan menandatangani kolom “Release” di

and GA-Authorizations holder is not available,

buku Aircraft Maintenance Log (AML). Jika kondisi

MQ may issue One Time Approval for personnel

pesawat divert karena alasan teknis dan GA-

who having qualification for releasing the aircraft

Authorization Holder tidak tersedia di station, maka

as required by CASR 65. If GA-Authorization

MQ dapat mengeluarkan “One Time Approval” untuk

Holder is not available and the technical problem

personel yang mempunyai kualifikasi, seperti yang

has been rectified by person who not holding

tertera di CASR 65 untuk me-release pesawat. Jika

GA-Authorization, the PiC may release the

GA-Authorization Holder tidak tersedia di station dan

aircraft for next flight.

masalah teknisnya sudah diperbaiki oleh personel yang tidak memegang GA-Authorization, maka PiC

The procedures for the approval of maintenance

boleh me-release pesawat untuk flight selanjutnya.

release related to the RTA, RTB, and diversion

Adapun prosedur untuk approval maintenance

event are:

release terkait adanya kejadian RTA, RTB, dan

1. Line Maintenance at the station report

diversion, sebagai berikut: Issue 25 Flight Safety Publication 43

Safety the RTA or RTB or diversion event to the

1. Line Maintenance di station melaporkan adanya

Maintenance Control Center (MCC) GMF-

kejadian RTA, RTB, atau diversion ke Maintenance

AA, attached by a copy of the AML.

Control Center (MCC) GMF-AA disertai dengan

2. Line Maintenance conduct check and troubleshoot and repair (rectification) if

salinan AML. 2. Line Maintenance melakukan pengecekan dan

required accordane to specific Aircraft

troubleshooting, serta perbaikan (rectification)

Maintenance Manual (AMM) of aircraft

yang diperlukan sesuai dengan referensi AMM

type.

pesawat.

3. Manager on Duty (MoD) MCC report

3. Manager on Duty (MoD) MCC melaporkan

relevant events via email to MQ and

kejadian terkait melalui email ke unit MQ disertai

attached by a copy of the AML and

dengan salinan AML dan maintenance action

maintenance action or corrective action

atau corrective action yang telah dilakukan untuk

that has been carried out for requesting

meminta approval maintenance release untuk

maintenance release approval to

melanjutkan penerbangan. Email permohonan

continue the flight. Requested email for

approval tersebut dikirimkan ke Unit Quality

the approval is sent to Quality Audit and

Audit and Control (MQC) dan Quality Powerplant

Control (MQC) and Quality Powerplant

Engineering (MQP) dengan tembusan PMI

Engineering (MQP) Unit with Cc to PMI

(Principal Maintenane Inspector) Garuda Indonesia

(Principal Maintenane Inspector) Garuda Indonesia as the DAAO representative. 4. MQ will review the related events and

sebagai perwakilan dari DKUPPU. 4. MQ akan melakukan review terkait kejadian dan maintenance action yang telah dilakukan.

maintenance actions that have been

Jika maintenance action yang dilakukan telah

carried out. If maintenance action being

cukup, sesuai, dan tidak ditemukan adanya

taken are sufficient, appropriate, and

technical issue lagi, maka MQ akan mengeluarkan

did not reveal any technical issue again

approval dan memberikan nomor referensi

then MQ will issue approval and provide

dispatch release-nya. Jika MQ belum merasa

reference number of its dispatch release.

satisfy, maintenance action tidak sesuai dengan

If MQ do not feel satisfy and maintenance

referensinya, dan masih diperlukan perbaikan lagi,

action does not match to the reference and still need repair again, the approval are not provided. 5. The MCC will provide the approval number

maka approval tidak diberikan. 5. MCC akan memberikan nomor approval ke Line Maintenance di station untuk dimasukan ke dalam buku AML dan pesawat bisa di-

to Line Maintenance in the station to be

dispatch untuk penerbangan selanjutnya. Jika

included in the AML book and aircraft

belum mendapatkan approval, MCC akan

could be dispatched for the next flight.

menginformasikan Line Maintenance terkait

If the approval is not provided, MCC will

langkah-langkah lanjutan yang perlu dilakukan.

inform the next steps that need to be done to Line Maintenance. 6. Line Maintenance will inform the rectification or improvements to MCC. 7. MCC report back to the MQ related to improvements have been made to ask for 44 Flight Safety Publication Issue 25

6. Line Maintenance akan menginformasikan MCC terkait perbaikan yang telah dilakukan. 7. MCC melaporkan kembali kepada MQ terkait perbaikan yang telah dilakukan untuk meminta approval kembali. 8. Proses seperti pada no. 4 – 7, hingga diterima

approval again. 8. The process as points no. 4 - 7 until get approval from MQ. 9. If the approval has been obtained, the aircraft may be dispatched to continue flight. 10. PMI can ask for clarification related to the of

approval dari MQ. 9. Jika approval sudah diterima, maka pesawat boleh di-dispatch untuk melanjutkan penerbangan. 10. PMI bisa meminta klarifikasi terkait kejadian RTA, RTB, dan diversion ke MQ jika diperlukan.

RTA, RTB, and diversion event to the MQ, if necessary.

Dalam proses penerbitan approval maintenance release oleh MQ, untuk menghindari lamanya

In the process of approval request of maintenance

proses approval dan pesawat mengalami

release to MQ, to avoid longer process and the

AOG (Aircraft On Grounded), maka MCC perlu

aircraft may be AOG (Aircraft On Grounded),

melaksanakan double check terkait kejadian,

MCC need to do double check related event or

root cause, dan maintenance action yang perlu

incident, root causes, and maintenance action

dilakukan, sehingga referensinya benar, sesuai

needs to be done, so that the references are

AMM, dan approval dapat segera diterima.

correct, appropriate based on reference AMM, and

[MB, HB]

immediately get approval. [MB, HB]


Photo: news.xinhuanet.com

Safety


Cabin Maintenance Program Program Perawatan Kabin Pesawat

en/ Flying on a safe and comfortable aircraft would be the main expectations of any passengers when deciding to fly with a particular airline. Safety and convenience during the flight are the reasons for deciding to choose the airline. Besides On Time Performance (OTP), the convenience also become an important factor to attract potential passengers. Especially in Asia, which currently dominate the list of FiveStar Skytrax compete to present the best service.

in/ Terbang dengan pesawat yang aman dan nyaman tentu menjadi harapan utama setiap penumpang ketika memutuskan untuk terbang dengan maskapai tertentu. Keselamatan dan kenyamanan selama penerbangan menjadi alasan untuk memutuskan menggunakan maskapai pilihan. Selain On Time Performance (OTP), kenyamanan turut menjadi faktor penting untuk memikat calon penumpang. Terlebih di kawasan Asia yang saat ini mendominasi daftar Skytrax Bintang Lima yang berlomba menyajikan pelayanan terbaik. Issue 25 Flight Safety Publication 47

Safety Speaking of services in the aviation business,

Ketika berbicara tentang pelayanan dalam bisnis

the cleanliness, neatness, and functionality

penerbangan, maka kebersihan, kerapian, dan

features in the cabin contributed to the

fungsionalitas fitur di dalam cabin turut menjadi

assessment indicators by passengers.

indikator penilaian penumpang. Pengembangan

Capability development of cabin maintenance

kapabilitas cabin maintenance diperlukan agar

is required so the safety and convenience of

keselamatan dan kenyamanan penumpang tetap

passengers remains a top priority. Through

menjadi prioritas utama. Melalui Cabin Maintenance

Cabin Maintenance Program, production lines

Program, jalur produksi diatur sedemikian rupa mulai

arranged ranging from the execution planning

dari fungsi perencanaan pengerjaan (planning),

function (planning), construction maintenance

pengerjaan maintenance (production), hingga quality

(production), to quality control.

control.

Cabin Maintenance Planning consists of

Perencanaan cabin maintenance terdiri dari beberapa

several levels, among others:

tingkatan, antara lain:

1. Daily Events Planning

1. Daily Events Planning

Daily Events Planning is a reference to the

Daily Events Planning merupakan referensi untuk

implementation of regular checks that

pelaksanaan pengecekan rutin yang menjadi

become daily work, including checking of

pekerjaan sehari-hari, meliputi pengecekan

emergency equipment and cabin standard

emergency equipment dan cabin standard check

check (operational seat, galley, and

(operational seat, galley, dan lavatory secara

lavatory in general).

umum).

2. Aircraft Serviceable Weekly Planning

2. Weekly Aircraft Serviceable Planning

Aircraft Serviceable Weekly Planning is a

Weekly Aircraft Serviceable Planning merupakan

reference to the implementation of regular

referensi untuk pelaksanaan pengecekan rutin

checks that are carried out each weekly

yang dilakukan setiap periode mingguan dengan

period taking into account the needs for

mempertimbangkan kebutuhan untuk perawatan

maintenance and operation of aircraft.

dan operasional pesawat.

3. Monthly Aircraft Maintenance Planning

3. Monthly Aircraft Maintenance Planning

Monthly Aircraft Maintenance Planning is

Monthly Aircraft Maintenance Planning merupakan

a reference for any period of one month

referensi untuk pemeliharaan setiap periode satu

which includes A-Check, C-Check, D-Check,

bulan yang meliputi A-Check, C-Check, D-Check,

and Cabin Structure Check, for example,

dan pemeriksaan struktur cabin, misalnya

replacement for the whole cover chairs,

pergantian seluruh cover kursi, tirai, karpet, dan

curtains, carpet, and bulkhead.

sekat.

The scope of cabin maintenance, among

Adapun lingkup cabin maintenance, antara lain general

others: general cabin includes operational

cabin yang meliputi operasional kursi, luggage bin,

of chairs, luggage bins, windows, curtains,

jendela, tirai, sekat, dsb., galley insert yang meliputi

bulkhead, etc; galley insert, includes oven,

oven, coffee maker, wine chiller, dan item lainnya yang

coffee maker, wine chiller, and other items in

berada di area galley, lavatory insert yang meliputi toilet

the galley area; lavatory insert, includes toilet

bowl, mirror, toilet cover, faucet, dsb., serta emergency

bowl, mirror, toilet cover, faucet, etc.; as well as

equipment yang meliputi portable fire extinguisher,


emergency equipment including portable fire

portable oxygen bottle, lavatory fire extinguisher, ELT

extinguisher, portable oxygen bottle, lavatory

portable, dsb.

fire extinguisher, portable ELT, etc. Mengelola dan melaksanakan Cabin Maintenance Manage and implement Cabin Maintenance

Program merupakan tantangan tersendiri, terlebih

Program is a challenge, moreover, it is directly

lagi hal tersebut bersinggungan secara langsung

contact with passengers. Therefore, maintain

dengan penumpang. Oleh karena itu, menjaga dan

and manage the safety, the convenience,

mengelola keselamatan, kenyamanan, kebersihan, dan

cleanliness, and tidiness of cabin have

kerapihan cabin sudah menjadi tuntutan dan harus

became a claim and must be prepared as

dipersiapkan sebaik mungkin, kekurangan maupun

possible, shortage, or damage, no matter

kerusakan sekecil apapun, akan terlihat besar di mata

how small, it will look great in the eyes of

penumpang.

passengers. Pelaksanaan cabin maintenance sangat berpengaruh The implementation of cabin maintenance is

terhadap operasional penerbangan dan dapat

very important and could significantly impact

menimbulkan dampak yang cukup signifikan

the flight operation if it isn’t implemented

apabila tidak dapat menerapkannya secara tepat.

correctly. The occurrence of delay is one of the

Terjadinya delay atau keterlambatan keberangkatan

consequences if the implementation of Cabin

menjadi salah satu akibat apabila pelaksanaan

Maintenance is incorrect. As for the bigger

cabin maintenance kurang tepat. Adapun dampak

impact could be happened, as grounded

yang lebih besar dapat timbul, seperti pesawat tidak

aircraft if there is any problem related to

diperbolehkan terbang (grounded) jika terdapat

unfinished emergency equipment.

permasalahan berkaitan dengan emergency equipment yang tidak dapat diselesaikan dengan baik.

The success of Cabin Maintenance Program can be affected by some factors: the effective

Kesuksesan Cabin Maintenance Program dapat

of program implementation, good quality and

dipengaruhi beberapa faktor, antara lain pelaksanaan

consistency of man power, the availability of

program secara efektif, kualitas dan konsistensi

materials, and good support maintenance. If

man power yang baik, ketersediaan material

those factors are well fulfilled, the safe and

yang diperlukan, serta support maintenance yang

comfortable maintenance implementation will

mendukung. Apabila hal tersebut dapat terpenuhi,

be possibly managed. [RY]

maka pelaksanaan maintenance yang aman dan nyaman juga tidak mustahil untuk dicapai. [RY]


Environment

EU-ETS The European Union Emission Trading System

en/ Emissions Trading Scheme (ETS) is a trading scheme that is designed to monitor and limit emissions on to reduce global emissions. In this scheme, the participants are allowed to buy or sell the right to issue a fixed number of emissions. If the emissions released by each participant is greater than the amount of ‘allowance’ is allowed, then the participants are required to buy excess emissions output of other party. Instead, participants can sell the ‘allowance’ is not used to other participants if their emissions output under the ‘allowance’ which is allocated to each participant. As for the allowance is the amount of emissions that may be incurred by each operator to each monitoring period in a year. 50 Flight Safety Publication Issue 25

in/ Emissions Trading Scheme (ETS) merupakan skema perdagangan yang dirancang untuk memonitor dan membatasi emisi sebagai bentuk partisipasi pengurangan emisi dunia. Dalam skema ini, para peserta diperbolehkan untuk membeli atau menjual hak untuk mengeluarkan sejumlah tetap emisi. Jika emisi yang dikeluarkan oleh tiap peserta lebih besar dari jumlah allowance yang diperbolehkan, maka peserta diharuskan membeli kelebihan keluaran emisinya dari pihak lain. Sebaliknya, peserta dapat menjual allowance yang tidak digunakan ke peserta lain jika keluaran emisi mereka di bawah allowance yang dialokasikan kepada setiap peserta. Adapun allowance tersebut merupakan besarnya emisi yang boleh dikeluarkan oleh setiap operator penerbangan untuk setiap tahun dalam monitoring periode setahun.

On January 13, 2009, has published Directive

Pada 13 Januari 2009, telah diterbitkan Directive

2008/101/EC instead of Directive 2003/87/

2008/101/EC sebagai pengganti Directive 2003/87/

EC to enter the aviation sector in the European

EC dengan memasukkan sektor penerbangan dalam

Greenhouse Gas Emission Allowance

European Greenhouse Gas Emission Allowance

Scheme atau European Union Emission

Scheme atau European Union Emission Trading

Trading Scheme (EU-ETS). The EU-ETS is

Scheme (EU-ETS). EU ETS merupakan strategi dari

the EU’s strategy for reducing greenhouse

EU untuk mengurangi greenhouse gas emissions

gas emissions in a cost-effective way which

dengan cara cost-effective yang berlaku untuk

applies to operators of all countries that

operator penerbangan dari semua negara yang

operate flights to, from, and within the EU. In

mengoperasikan penerbangan ke, dari, dan dalam

this scheme, each airline was accompanied by

wilayah EU. Pada skema ini, setiap airline didampingi

the Administering Member State - countries

oleh Administering Member State yang merupakan

that joined the European Union.

negara-negara yang tergabung dalam Uni Eropa.

Determination of Administering Member State

Penetapan Administering Member State ini dilakukan

is carried out by the European Commission

oleh pihak European Commission (EC) berdasarkan

(EC) based on contribution of the emissions by

kontribusi emisi terbesar masing-masing airline di

each airline in the EU countries. Administering

negara Uni Eropa. Administering Member State untuk

Member State to Garuda Indonesia today

Garuda Indonesia saat ini adalah Belanda yang diwakili

is the Netherlands, represented by NEa

oleh NEa (Nederlandse Emissieautoriteit – Dutch

(Nederlandse Emissieautoriteit – Dutch

Emissions Authority).

Emissions Authority). Garuda Indonesia diwajibkan untuk memonitor Garuda is required to monitor and report the

dan melaporkan besarnya emisi atau ton CO2 yang

amount of emissions or tonne CO2 that is

dikeluarkan untuk penerbangannya dari dan ke wilayah

released by flight from and to the European

Eropa berkenaan dengan penerbangan kembali

region with regard to Garuda‘s flight to Europe

Garuda Indonesia ke wilayah Eropa pada tahun 2010

in 2010.

yang lalu.

Garuda Indonesia’s participation in the EU-

Partisipasi Garuda Indonesia dalam EU-ETS

ETS

Sejak mengikuti skema EU-ETS dari tahun 2010, tahun

Since following the EU-ETS scheme from

2016 merupakan tahun kedua untuk Garuda Indonesia

2010, 2016 is the second year for Garuda

melakukan surrender allowance. Pada EU-ETS periode

Indonesia to do the surrender allowance. In

tahun 2010 dan 2011, Garuda Indonesia masih

EU-ETS period 2010 and 2011, Garuda still

masuk ke dalam kriteria deminimis karena frekuensi

got into deminimis criteria for low frequency

penerbangan kurang dari 243 flights per periode untuk

flights of less than 243 per period for three

tiga dari empat bulan berurutan.

consecutive four-month periods. Pada tahun 2012, pihak EC mengumumkan bahwa In 2012, the European Commission

EU akan menghentikan sementara implementasi

announced that the EU would suspend

EU-ETS selama satu tahun tersebut atau yang disebut

implementation of the ETS to aviation for

“stop the clock”, sehingga seluruh maskapai yang Issue 25 Flight Safety Publication 51

Environment one year, or so-called “stop the clock” so that

terlibat dalam EU-ETS tidak perlu mengompensasi

all the airlines involved in the EU-ETS does

keluaran emisi mereka pada tahun 2012. Hal tersebut

not have to compensate for their emissions

dilakukan oleh EU sebagai reaksi untuk mendorong

output in 2012. This was done by the EU as

keputusan dari ICAO (International Civil Aviation

a reaction to push the decision of the ICAO

Organization) dalam menentukan solusi pengurangan

(International Civil Aviation Organization) in

emisi yang dapat diterima secara global. Kemudian EC

determining emission reduction solutions that

mengusulkan perubahan pada EU-ETS agar diterapkan

can be accepted globally. Then the European

hanya pada penerbangan yang melewati wilayah udara

Commission (EC) proposed changes to the

Eropa. Penyesuaian dalam peraturan berlaku mulai 1

EU-ETS to be applied only on flights passing

Januari 2014 dan sampai mekanisme berbasis pasar

through European airspace (European Regional

global atau Global Market Based Mechanism (MBM)

Airspace). Adjustments in the rules will take

diberlakukan untuk emisi penerbangan internasional

effect from January 1, 2014, and until the

pada tahun 2020, seperti yang dicanangkan dalam

Global Market Based Mechanisms (MBM)

ICAO’s 38th Assembly Resolution.

applied for international aviation emissions by 2020, as planned by the ICAO’s 38th Assembly

Pada tahun 2014, Garuda Indonesia menjalani proses

resolution.

pelaporan emisi pesawat terbang atau Aircraft Emission Monitoring (AEM) Report dan surrender

In 2014, Garuda undergoing the process

allowance terkait dengan penerbangan GA intra-Europe

of emissions reporting aircraft or Aircraft

selama tahun 2014 dengan rute AMS-LGW dan LGW-

Emission Monitoring (AEM) Report and

AMS untuk penerbangan reguler, sementara KEF-PRG,

surrender allowances associated with GA

TLS-PFO, PRG-LCA, TLS-LCA, dan KEF-ZAG untuk

intra-European flight during the 2014 with route

penerbangan non-reguler yaitu delivery flight ATR 72-

AMS-LGW and LGW-AMS for regular flights,

600 dan CRJ1000. Pelaporan emisi meliputi jumlah

and for KEF-PRG, TLS-PFO, PRG-LCA, TLS-LCA,

penerbangan, konsumsi bahan bakar serta emisi yang

and KEF-ZAG for non-regular flights for flight

dihasilkan oleh penerbangan GA intra-Europe airspace

delivery ATR 72-600 and CRJ1000. Emissions

untuk reguler dan non-reguler. Jumlah emisi yang

reporting includes the number of flights, fuel

dihasilkan tersebut merupakan dasar dari penentuan

consumption, and emissions generated by

allowance yang harus dibayarkan. AEM Report harus

intra-Europe flight GA airspace for regular

diverifikasi oleh badan verifikasi independen dengan

and non-regular. The amount of emissions

akreditasi dari EU.

produced is the basis of the determination of the allowance to be paid. AEM Report must be

Unit Business Support & General Affairs (JKTIBR)

verified by an independent verification body

melakukan tender, hasilnya, VerifAvia ditetapkan

with accreditation from the EU.

sebagai badan verifikasi pemenang tender untuk melakukan verifikasi GA EU-ETS Report tahun

Business Support & General Affairs Unit

2015 – 2017. Unit in Charge (UiC) pada GA EU-ETS

(JKTIBR) tendering, as the result, VerifAvia

2015 adalah Unit Business Strategy & Development

is the winning bidder of a verification body

(JKTDB), yang melakukan korespondensi dengan

to verify GA EU-ETS report period 2015 –

pihak Verifier terkait pelaporan, verifikasi AEM Report,

2017. Unit in charge for GA EU-ETS 2015

pemenuhan improvement report, serta surrender

is a Business Strategy & Development Unit

allowance kepada NEa. Dalam melakukan surrender


(JKTDB), they did correspondence with the relevant

allowance, setiap operator diharuskan melakukan

Verifier of AEM reporting and verification, follow

pembelian allowance melalui trader EU yang

up the compliance improvement report and so for

terakreditasi. Setelah melakukan transaksi,

surrender allowance to the NEA. In doing surrender

allowance dikirim oleh trader ke account GA,

allowances, each operator is required to make

selanjutnya, GA melalui account representative

allowances purchase through the EU accredited

(atas nama minimal 2 personil UiC) melakukan

traders. After the transaction, allowance sent

surrender allowance ke NEa.

by traders to the GA account, then GA account representative (on behalf of at least two personnel

Penerbangan Garuda Indonesia intra-Eropa

UiC) did surrender allowance itself to the NEA.

selama tahun 2014, dengan total 170 penerbangan telah mengkonsumsi bahan bakar sebanyak

Garuda Indonesia flights intra-Europe during 2014,

1.095,60 ton yang setara dengan 3.451 ton CO2

with a total of 170 flights have been consuming as

yang dilepas ke udara. Harga per allowance yang

much fuel as 1,095.60 tons which is equivalent to

didapatkan dari trader yaitu 7.48 EUR, sehingga di

3,451 tons of CO2 released into the atmosphere.

bulan April 2015, Garuda Indonesia menyerahkan

Price per allowance obtained from traders was

allowance sebesar 25.813,48 EUR untuk menutupi

7.48 EUR, so in April 2015, Garuda handed

jumlah CO2 yang dilepaskan untuk penerbangan

allowance amounting to EUR 25,813.48 to cover

GA intra-Europa selama periode Jan-Dec 2014.

the amount of CO2 released for flight GA intraEurope during the period Jan-Dec 2014.

Pada bulan Desember 2015 telah dilakukan serah terima fungsi penanggung jawab GA EU-

In December 2015 has already handover function

ETS, dari Unit Business Strategy & Development

responsible GA EU-ETS, from JKTDB to Corporate

(JKTDB) kepada Unit Corporate Quality, Safety &

Quality, Safety & Environment Management Unit

Environment Management (JKTDV). Beberapa

(JKTDV). Some things and documents related to

hal dan dokumen terkait perubahan fungsi

functional changes have been met. Mechanisms

telah dipenuhi. Mekanisme pelaporan emisi dan

for reporting emissions and surrender

surrender allowance pun tidak berbeda dengan

allowances was no different from last year. This

tahun lalu. Tahun ini sesuai dengan laporan

year, according to verified report, Garuda has

yang diverifikasi, Garuda Indonesia melakukan

surrendered allowance amounting to 8,481 tons

surrender allowance sebesar 8.481 ton CO2 atas

of CO2 over a total of 2,692.37 tons of fuel of 415

total 2.692,37 ton jet avtur dari 415 penerbangan

intra-Europe flights during the period January - Dec

intra-Eropa selama periode Jan – Des 2015. Harga

2015. The price per unit obtained from trader was

per unit yang didapatkan dari trader yaitu 6.26

6.26 EUR, so GA pay amounting to € 53,091.06 to

EUR, sehingga pada tanggal 25 April 2016 Garuda

cover the amount of CO2 released for GA intra-

Indonesia telah membayar sebesar 53.091,06 EUR

European flights of the period Jan - Dec 2015. The

untuk menutupi jumlah CO2 yang dilepaskan untuk

flights are included AMS-LGW sector and LGW-

penerbangan Garuda Indonesia intra-Eropa periode

AMS for regular flights, as well as the BRU-AMS,

Jan – Des 2015. Penerbangan yang tercakup yaitu

KEF-ZAG for non- regular flight to flight delivery

dengan sector AMS-LGW dan LGW-AMS untuk

CRJ-1000. [FB]

regular flight, serta BRU-AMS, KEF-ZAG untuk nonregular flight untuk delivery flight CRJ-1000. [FB]


ERP

Soekarno Hatta Int’l Airport Emergency Exercise Latihan Penanganan Keadaan Darurat Bandara Internasional Soekarno-Hatta

en/ Soekarno-Hatta International Airport is the largest airport in Indonesia, which become complex with multi stakeholders and entities involved. To enhance vigilance and preparedness in terms of safety and security during emergency circumstances, Soekarno-Hatta International Airport Authority held Full Scale Airport Emergency Exercise themed “Within the Airport Emergency Exercise 2016, Together We Shall Improve Our Readiness to Deal with Emergency Situations in Soekarno-Hatta International Airport”.


in/ Bandar Udara International SoekarnoHatta adalah bandara terbesar di Indonesia dengan segala kompleksitas operational dan elemen yang ada di dalamnya. Dalam rangka meningkatkan kewaspadaan dan kesiapsiagaan terkait dengan keselamatan dan keamanan dalam penanganan keadaan darurat, maka Airport Authority Bandara International Soekarno-Hatta menggelar Penanggulangan Keadaan Darurat (PKD). Pada tahun 2016 ini, PKD Rajawali XI mengusung tema “Dengan PKD 2016, Kita Tingkatkan Kesiapan dalam Mengantisipasi Keadaan Darurat di Bandar Udara Internasional Soekarno-Hatta”.

The purposes of this exercise was to make

Kegiatan ini diselenggarakan agar seluruh instansi

all airport entities be more familiar with

dapat lebih familiar dan memahami tugas dan

and understand task and responsibilities of

fungsinya dalam menangani keadaan darurat serta

dealing with emergencies. In addition, it was

meminimalisir dampak kerusakan dan korban jiwa

expected that all stakeholders would enable to

yang mungkin timbul. Meskipun perkembangan

anticipate impact of damage and casualties

teknologi pesawat sangat pesat dengan sistem yang

that may arise. Engineering and design of the

semakin komprehensif, namun kecelakaan dalam

modern aircrafts and ground facilities now are

dunia penerbangan dapat terjadi kapan dan di mana

more advanced, yet accident could happen

saja. Oleh sebab itu, seluruh entitas yang terlibat

anytime and anywhere. Therefore, all entities

dalam operational dan manajemen bandara harus

that involved in Soekarno-Hatta International

dapat melakukan antisipasi serta melakukan mitigasi

Airport activities needs to prepare as well

dari risiko yang ada dari sebuah keadaan darurat.

as mitigate risk resulting from emergency situation.

Kegiatan yang dilaksanakan pada hari Kamis, 25 Februari 2016, ini melibatkan seluruh unit/instansi

Airport Emergency Exercise was held on

yang telah bergabung dalam Komite Penanggulangan

Thursday, February 25th, 2016, involving all

Keadaan Darurat seperti maskapai penerbangan

entities under Airport Emergency Committee

(Garuda, Sriwijaya, AirAsia, dan Lion), KNKT, Basarnas,

such as airlines (Garuda Indonesia, Sriwijaya,

KKP, Rumah Sakit, DVI, dan lainnya. Tujuan kegiatan

AirAsia Indonesia, and Lion), National Search

ini adalah menguji efektivitas dokumen Airport

& Rescue, Fire Fighting, Port Health, Disaster

Emergency Plan (AEP) dan pemahaman seluruh

Victim Identification (DVI) and many more.

anggota komite terhadap dokumen AEP. Skenario yang

The aim of this exercise was to verify the

diusung yaitu terbakarnya engine nomor 2 pesawat

effectiveness of Airport Emergency Plan

Air Baldi ketika proses taxi-in di Terminal 3 Bandara

(AEP) of Soekarno-Hatta International Airport

Internasional Soekarno-Hatta yang kemudian api

as well as to increase coordination among

menjalar dengan cepat ke badan pesawat. Berbeda

all units. The scenario of exercise was the

dengan latihan pada tahun-tahun sebelumnya yang

engine number 2 of Air Baldi aircraft burnt

hanya melakukan penanganan pada pesawat yang

while taxiing-in in Terminal 3 Soekarno-Hatta

mengalami kecelakaan, pada latihan kali ini juga

International Airport and the fire rapidly spread

melibatkan peran maskapai penerbangan dalam

to the aircraft fuselage. Management and

passenger and family handling.

handling of crews, passengers, and next of kin

were highlighted in this exercise rather than

Dalam kegiatan yang sekaligus dicatat sebagai

merely firefighting procedures, rescue and

Corporate Emergency Response Plan (ERP) Drill

airside emergency team. Airport and airline’s

ini, Garuda mendapat kepercayaan untuk menjadi

perspectives were affiliated and integrated

leader sector passenger and family handling serta

during the course of airport emergency

ERP procedures. Prosedur penanganan penumpang

exercise.

dan keluarga penumpang serta penanganan kondisi darurat secara keseluruhan mengacu pada Manual

This exercise was also recorded as Corporate

Garuda Indonesia. Dengan demikian, kegiatan ini

Emergency Response Plan (ERP) Drill, where

sekaligus menguji efektivitas ERP Manual, Local ERP

Garuda Indonesia was appointed to be a leader

Manual, serta FAC Manual Garuda Indonesia dalam Issue 25 Flight Safety Publication 55

ERP in passenger and family handling provision.

menangani kondisi darurat.

In addition, the exercise also to verify the effectiveness of Garuda’s ERP Manual, Local

Persiapan PKD 2016 meliputi rapat koordinasi, baik

ERP Manual, and FAC Manual

secara parsial (airline) maupun secara keseluruhan, serta gladi bersih. Selain itu, survei untuk menentukan

Preparation of this exercise consisted of

lokasi pos-pos tim penanganan kondisi darurat

coordination meeting (partial and full team)

menjadi poin penting untuk kelancaran alur proses

and rehearsal. Moreover, surveillance over

penanganan kejadian darurat pada saat latihan.

the location was conducted in determining

Tim-tim emergency yang terbentuk, sesuai dengan

flow process of the activities. The emergency

Local ERP Manual Garuda adalah site control center,

teams which was activated during the

emergency hall team, accident site team, emergency

emergency exercise were site control

operations team, documentation team, communication

center, emergency hall team, accident site

team, greeter meeter, family reception, notification

team, emergency operations team, greeter

team, documentation team, communication team,

meeter, family reception, notification team,

passenger verification team, dan resource team.

documentation team, communication team,

Masing-masing tim dipimpin oleh personil Garuda

passenger verification team, and resource

yang sebelumnya telah mendapat briefing dari tim

team. Each team got a brief from Emergency

Emergency Response Plan (JKTDVR). Sedangkan

Response Plan Unit (JKTDVR) and was led by

anggota tim terdiri dari beberapa instansi lain, seperti

Garuda Indonesia personnel. The member of

AirAsia, Lion, Sriwijaya, Gapura, JAS, ACS, dan lain-lain.

each team consist of other parties such as

Sebanyak 36 personil Family Assistants dari Kantor

AirAsia, Lion, Sriwijaya, Gapura, JAS, ACS, etc.

Pusat Garuda dan 45 personil dari Stasiun Cengkareng

36 Family Assistants from Garuda Head Office

turut terlibat.

and 45 personnel from Garuda Cengkareng (CGK) Station were involved in this exercise.

Hasil evaluasi setelah pelaksanaan exercise ini menunjukkan bahwa setiap unit memahami dan

Subject to continuous improvement, the

mampu melaksanakan tugas dan fungsi masing-

evaluation of exercise was performed to

masing. Hal ini ditunjukkan dengan alur komunikasi

identify opportunity and weakness, which

dan koordinasi yang terjalin di antara Site Control

then will be used to improve the existing

Center dengan tim yang ada di lapangan dan mampu

business process especially in the AEP and

memberikan update informasi kepada Command

ERP. Nevertheless, communication and

Center terkait dengan penanganan penumpang, crew,

coordination between available entities during

dan keluarga. Meskipun demikian, masukan, kritik, dan

the emergency was well-established. Each

saran tetap ada dan menjadi bahan perbaikan dalam

team were able to give update of information

penyusunan dokumen AEP and ERP. Hal ini sebagai

to the command center in terms of handling of

bagian dari continuous improvement agar prosedur

passenger, crew, and next of kin.

menjadi lebih efektif.

Within the exercise, voluntary GA’s Family

Melalui kegiatan ini, Family Assistant mengasah

Assistants rehearsed and recurrent their

kembali dan menguji kesiapan mereka sebagai

knowledge and readiness as the assistant

assistant bagi penumpang terdampak maupun

for victim or next of kin. Survivor Area, Family

keluarga penumpang. Survivor Area, Family Reception


Photo: Latifa Dini A.

Soekarno-Hatta Airport Emergency Exercise 2016 activities

Reception Area, and Greeter Meeter Area became

Area, dan Greeter Meeter Area menjadi lokasi

their main responsibility. Recurrent training for the

bertugas mereka yang utama. Family Assistance

Family Assistants actually is required once a year.

Center (FAC) Recurrent Training memang

However, due to several conditions, there are no

dipersyaratkan setahun sekali bagi para Family

periodic recurrent training for Family Assistants.

Assistants. Namun dengan segala keterbatasan

But, those 36 Family Assistants were recorded

pada internal Garuda Indonesia, FAC Recurrent

have earned recurrent training.

Training memang belum dilaksanakan secara rutin. Oleh karena itu, pada PKD 2016 ini, 36 personil

Roles and responsibilities of Family Assistants in

Family Assistants yang turut terlibat dicatat telah

case of emergency are significant. They shall be

mendapatkan FAC Recurrent Training.

able to manage and minimize the anger and panic of the victim and next of kin. Best practices require

Peran Family Assistant dapat dikatakan sangat

two Family Assistants to handle one victim/next

signifikan dalam kondisi emergency. Kepanikan

of kin in accordance with the requirement of the

dan kemarahan para penumpang dan keluarga

minimum number of Family Assistants in the

penumpang akibat emergency yang terjadi dapat

airline which is twice from the biggest aircraft

diminimalisir dengan mengerahkan 2 Family

capacity.

Assistants untuk setiap 1 korban/keluarga korban. Hal ini sejalan dengan best practices yang

In general, the exercise examined and verified the

memang mensyaratkan jumlah Family Assistants

readiness of the Family Assistants and Station

dalam suatu maskapai sebanyak 2 kali dari

Cengkareng personnel. Communication and

kapasitas pesawat terbesarnya.

fast coordination as the main keys in handling emergency exercise need to be maintained and

Secara keseluruhan, komunikasi dan koordinasi

improved not only among Garuda Indonesia

yang cepat memang menjadi poin penting dalam

operational personnel but also the coordination

penanganan kondisi emergency. Hal ini harus terus

and communication between parties. Good luck

ditingkatkan, baik dalam internal Garuda Indonesia

for the next exercise! [LF]

dan tentunya seluruh instansi yang terkait dalam penanganan keadaan darurat di bandara. [LF] Issue 25 Flight Safety Publication 57

Welcome On Board Tony Ariskamto (TA) VP Corporate Quality, Safety & Environment Mgt. tony_ariskamto@

Capt. Doddy Darmawan (DD) SM Incident Management d.darmawan@

Agus Ismaryanto (AI)

Joko Santoso (JS) SM Corp. Quality Assurance joko_santoso@

Indra Nur Arfianto (IA)

Mgr Security Standard & Compl. ismaryanto@

Mgr Emergency Response Plan indra.nur@

Fandi Ahmad (FA)

Dame HPTM Sitanggang (DS)

Mgr. Safety Reporting System fandi.ahmad@

Mgr. Ops. Risk & Hazard Mgt. dame.sitanggang@

David Wibisono (DW)

Noviandik Soehirno (NS)

Boy Umarsyah (BU)

SM Occupational Safety, Health & Env. d.wibisono@

SM Safety Information Mgt. noviandik@

Mgr IOSA Compliance b.umarsyah@

Ronidin (RN)

Capt. Dani Haikal I (DH)

Capt. Bernard P. Sitorus (BP)

Mgr Incident Investigation dh.iriawan@

Mgr FDM Management bp.sitorus@

Edi Muliadi (EM)

Betty Nila P. (BN)

Safety Analyst edi_muliadi@

Safety Analyst betty.np@

Mgr Airworthiness Audit ronidin@

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

Febrina Dhyani Putri (FB)

Garnida Pratiwi Ismulati (RY)

Moh. Budiono Santoso (MB)

Safety Analyst hastantri@

Safety Analyst febrina.d@

Safety Analyst garnida@

Safety Analyst m.budiono@

Stanley R.A. Nainggolan (ST)

Ika Kurnia Putri (IK)

Wildan Bagus Aditya (WA)

Raymond Octhario (RO)

Tri Atmojo Purnomo (TR)

Safety Analyst stanley@

Safety Analsyt ikakurnia@

Safety Analyst wildan@

Safety Analyst raymond.o@

Safety Analyst tri.atmojo@

Ike Yulandri (IY)

Mesara Gusdi (MS)

Latifa Dini Archam (LF)

Etty Hernaning Tias (ET)

Safety Analyst latifa.d@

Safety Analyst etty.h@

Fadhila Ovi R. (OV)

Hastantri B. Nugrahaeni (HB)

Secretary fadhila.ovi@

Safety Analyst ike.yulandari@

M. Kasyful Fuadi (KF) Safety Anayst m.kasyful@

Safety Analyst mesara.gusdi@

Eliezer Yarib (EZ) Safety Analsyt eliezer.yarib@

IESD

SIMPLE MEANS TO ACCESS YOUR SAFETY REPORT

http://safety.garuda-indonesia.com

anytime & anywhere

Integrated Electronic Safety Database (IESD) Corporate Quality, Safety & Environment Management (JKTDV) PT Garuda Indonesia (Persero) Tbk. Operation Center, Building I, 2nd Floor, Garuda City Soekarno-Hatta International Airport Tel. 62-21-25601742 Facs. 62-21-5501563 Email. [email protected]

Issue SAFE MAINTENANCE IN PRACTICE

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