Skytrain Avia Services: Emergency Procedures Manual

SKYTRAIN AVIA SERVICES
EMERGENCY PROCEDURES MANUAL
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TABLE OF CONTENTS
Title AIRCRAFT ACCIDENT / INCIDENT PROCEDURE 1. General 2. Definition 3. Accident / Incident Reporting Procedures 4. Reporting Official 5. Reporting Method and Distribution 6. Reporting Occurrences 7. Airmiss and ATC Incident 8. Reporting Unforecast Hazardous Meteorological Conditions 9. Aircraft Accident Signal 10. Notification of Local Authorities 11. Search and Rescue Procedures 12. Procedures and Action in Event of Fire on Apron BOMB THREAT 1. Introduction 2. Receipt of Bomb Threat Message 3. Action on Receipt of Threat by Phone 4. Action on Receipt of Threat in Written Form 5. Threat Report by Personal Contact 6. Action on Receipt of Threat Message 7. Aircraft in Flight, Recommended Action by Captain 8. Action for Bomb Threat, Aircraft Coming for a Landing - at Base or on the Ground, in Base 9. Aircraft on Ground by OCC 10. Aircraft on Ground - Action at Outstations 11. Aircraft in Flight - Action in Base 12. Aircraft in Flight - Action at Other Stations 13. Evaluation of Threat Message 14. Transmittal of Threat Message Page
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HIJACKING 1. Hijack, Aircraft on Ground - Action at Base 2. Hijack, Aircraft in Flight - Action at Base 3. Hijack, Aircraft on Ground - Action at Outstation 4. Hijack, Aircraft in Flight - Action at Outstation 5. Information Handling at Outstation APPENDIX
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AIRCRAFT ACCIDENT / INCIDENT PROCEDURE

1. GENERAL
Aircraft incident, accident and airmiss reporting procedures are designed to promote safety by early recognition and prompt rectification on unsafe practices thus eliminating potential causes. All procedures applicable to Pilot-in-command, divisional heads and Providers are included in this manual. Everybody concerned must make sure that the required reports are submitted without delay and that the necessary signals are sent if applicable. 2. 2.1 DEFINITION AIRCRAFT ACCIDENT
ACCIDENT - An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked in which : a. a person is fatally or seriously injured as a result of : being in the aircraft, or direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or direct exposure to jet blast. EXCEPT - when the injuries are from natural causes, self inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or b. the aircraft sustains damage or structural failure which : adversely affects the structural strength, performance of flight characteristics of the aircraft and would normally require major repair or replacement of the affected component. EXCEPT - for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or
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c. the aircraft is missing or is completely inaccessible. NOTE 1. A fatal injury is an injury resulting in death within thirty days of the aircraft. NOTE 2. A serious injury is one which : a. requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or b. results in a fracture of any bone (except simple fractures of fingers, toes, or nose); or c. involves lacerations which cause severe hemorrhage, nerve, muscle or tendon damage; or d. involves injury to any internal organ; or e. involves second or third degree burns, or any burns affecting more than 5 percent of the body surface. 2.2 AIRCRAFT INCIDENT
INCIDENT - An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation. The following events are defines as incidents : a. Flight control system malfunction or failure. b. Inability of any required crewmember to perform normal flight duties as a result of illness or injury. c. Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes. d. Inflight fire. e. Mid air collision (not otherwise classified as an accident). f. Damage to property other than the aircraft exceeding $25,000. g. For large, multiengine aircraft : (1) Inflight failure of electrical system requiring sustained use of an emergency bus to retain flight controls or essential instruments. (2) Inflight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of the flight control surfaces. (3) Sustained loss of power or thrust produced by two or more engines. (4) Evacuation of an aircraft using emergency egress systems.
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2.3 HAZARD - An event or situation that does no damage or injury, but clearly has the potential for damage or injury. 2.4 2.5 SAFETY - Is freedom from hazard; the absence of risk. RISK - As the probability of an event occurring and the severity if it does occur.
a. INFORMED RISK - This is the risk correctly identified and assessed as described above. b. UNINFORMED RISK - This is the risk we don't know we are taking. We have either not identified it or we have incorrectly measured it. c. POINTLESS RISK - This is the risk we take without reason. There is no possible benefit. This describes the pilot who flies under the bridge or does an aileron roll on takeoff. d. BENEFIT-DRIVEN RISK - This is the risk we take because the perceived benefits are so great that it is worth any risk. As an example, a pair of commercial pilots landed a cargo transport in freezing rain, low ceiling and marginal visibility. After they slipped and skidded their ice-covered plane to the parking ramp, someone asked them why they would even attempt an approach in such rotten weather.
3. 3.1
ACCIDENT / INCIDENT REPORTING PROCEDURES Aircraft Subject to Sky Aviation Accident / Incident Reporting Procedures
a. Sky Aviation aircraft (even on lease or charter). b. Aircraft on charter to Sky Aviation c. Any other aircraft of other companies when being handled by Sky Aviation. Note : Other procedures, not amounting to any omission of this manual's procedures must be followed - for aircraft of other companies handled by Sky Aviation.
This may be required by the handling agreements.
3.2
Reporting Forms
Accidents and incidents will be reported by either one or combination of the following as applicable : * Pilot-in-command - DGCA form or NTSC / KNKT form. * Pilot-in-command or Reporting Official - Sky Aviation OS form.
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4.
REPORTING OFFICIAL
The person delegated with the responsibility for reporting aircraft accident / incident is the Reporting Official. 4.1 The reporting official for all accidents / incidents occurring while the aircraft is in command of the Captain is the * Pilot-in-command (PIC) 4.2 The reporting official for all accidents / incidents occurring while the aircraft is not in command of a Captain will be * Mechanic in Charge; or * Duty Officer (Officer in Charge); or * Airport Manager. 4.3 If the reporting official is the Pilot-in-command, DGCA / NTSC form will be used. If the reporting official is non-flight staff, form OS will be used.
5.
REPORTING METHOD AND DISTRIBUTION
5.1 The initial report shall be made to officials as stated below by the quickest possible means : a. DGCA, KNKT and BASARNAS in cases of major incidents, accidents, airmiss and birdstrike. b. DO and CASO in all cases from all stations, fax : c. Company Secretary or Legal Affairs, in cases of damage to aircraft, injury to crew, passengers and ground personnel. d. OIC via OCC / MCC, fax : 5.2 Technical incident / accident which causes an aircraft to become unserviceable on the ground should be signaled to the OCC and the relevant officials (DO, DE, and CASO). 5.3 The CASO shall distribute copies of the incident / accident reports to the following where applicable : * DZ * DE, Chief Inspector and Engineering * DO Issue No : Revision No : Date : Page 7 of 32

6.
REPORTING OCCURRENCES
The following are examples of aircraft incidents / accidents which are reportable : 6.1 When any person suffers death or injury while in or upon or by direct contact with an aircraft or anything attached thereto. 6.2 When there is such damage to the aircraft as to make it unfit for immediate flight as a result of : a. fire; b. collision with vehicles equipment or obstructions. 6.3 When injury or damage is caused to person, property or other aircraft either on the ground or in flight. 6.4 When after engines are started for commencement of flight and before they are stopped after completion of flight it become necessary to shutdown an engine or feather a propeller. 6.5 When in flight any external part of the aircraft becomes detached or defect develops which adversely affects the handling characteristics of the aircraft. 6.6 When in flight the safety of the aircraft, its passenger or crew is jeopardized by any untoward incident, including : a. flying control system defect; b. tire or wheel failures; c. bird strikes / ingestions; d. lightning strikes; e. severe turbulence and hail strike; f. airmiss; g. fires in airframe, engine or cabin although no damage sustained; h. hostile acts by passenger; i. leaving the paved surface of runway during takeoff and landing; j. failures in airway facilities or ground navigation aids considered hazardous; k. cross in accuracies in weather forecasts at any point; l. aircraft jumping chocks; m. refueling incidents; n. aborted takeoff; Issue No : Revision No : Date : Page 8 of 32

o. any defects which seriously affect the aerodynamic stability or navigational control of the aircraft, including the automatic pilot putting the aircraft out of control, aircraft struck by lightning, etc. 6.7 When any forced or unpremeditated landing is made, or when an aircraft is overdue or missing. 6.8 When incidents or accidents as defined above involved aircraft in hangars, parked or undergoing maintenance or overhaul. 6.9 When there is any other incident or occurrence which may have not resulted in serious consequences, but in the interest of safety should be reported.
7.
AIRMISS AND ATC INCIDENT
7.1 When the PIC of an aircraft in flight considers that the presence of another aircraft has endangered his aircraft to the extent that a definite risk of collision has occurred or when by reason of the proximity of another aircraft he is obliged to execute unplanned maneuvers, he shall report the incident to the authority providing ATS as an "Airmiss". 7.2 When the PIC of an aircraft sights another aircraft, which does not directly endanger his own aircraft but which is significantly closer than he would expect it to be having regard to the type of ATS being provided in the airspace in which he is operating, he shall report the inadequate separation to the authority providing such service as an "ATC incident" and not as an airmiss report. 7.3 The PIC shall report an airmiss or an ATC incident immediately by R/T to the authority providing ATS giving the following particulars : a. airmiss report or ATC incident as appropriate; b. position and time (UTC); c. altitude as appropriate, state whether climbing, descending or in level flight altimeter setting; d. heading; e. weather conditions; f. brief details of incident/accident including fullest possible description of other aircraft to assist authorities in tracing it.
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7.4 In the case of an airmiss the PIC will complete in duplicate the Airmiss Reporting Form, which is in the OCC and shall at the next point of landing obtain and complete, if available, the appropriate airmiss form issued by relevant state authority. The provider or handling agent will then forward the state issued Airmiss Report Form or in its absence a copy of the Airmiss Report Form to the relevant Company OIC for transmission to the appropriate state authorities. The duplicate copy of the Airmiss Report Form will be dispatched by the PIC to the DO. The PIC will also record brief details of the Airmiss and action taken in the voyage report. 8. REPORTING UNFORECAST HAZARDOUS METEOROLOGICAL CONDITIONS
8.1 In the event that unforeseen hazardous meteorological conditions are encountered the PIC will immediately transmit a report by R/T to the authority providing the ATS to the aircraft at the time and will record details of the occurrence and action taken in the voyage report. Conditions particularly applicable are : a. whenever moderate or severe aircraft icing or severe turbulence is encountered; b. whenever in the opinion of the PIC meteorological conditions encountered are likely to affect the safety of other aircraft; c. whenever requests are made for specific meteorological data by the meteorological office. This information would be disseminated to other aircraft by the meteorological information without delay. 8.2 9. 9.1 The word "SECURITE" is spoken three times as prefix when transmitting AIRCRAFT ACCIDENT SIGNAL Aircraft Accident Signal Action
9.1.1 An aircraft accident signal is to be dispatched by the OIC as soon as possible, when: a. An aircraft accident occurs involving death or serious injury to persons; b. Substantial damage is caused to aircraft or property. Issue No : Revision No : Date : Page 10 of 32

In addition, the OIC should, if the facilities are available, immediately telephone and advise : Operations Head Office (MPC), Mataram Phone : If known, the following information should be given : a. Full passenger and crew list giving surname and followed by initial or first or other names, sex and stations of origin and intended destinations. b. Whether injured or dead (if not known, state UNKNOWN). If injured, give particular of injuries and address of hospital. 9.1.2 On service where no mandatory passenger manifests are carried the OIC will use the most rapid means to obtain details of uplifted passengers. 9.1.3 If unless immediate notification is desirable no signal is necessarily dispatched for incidents and minor accidents. 9.1.4 Aircraft accident signals will be sent by the quickest available route at the highest priority prefixed by the words "aircraft accident" to : MPC, Mataram Fax No. : 9.1.5 The OIC will also signal all stations along the route of the flight describing briefly the casualty situation. 9.2 Contents of Aircraft Accident Signal
The following are the contents with the signals against the code letters : CODE LETTER a. Type and registration letter of aircraft. b. Service number, last departure airport, next destination airport. c. Location of accident, in terms of latitude and longitude or bearing and distance from a prominent place, date (UTC) and conditions of light (e.g. day, dusk, dark, moon and dawn). d. Names of all crews preferably first or other names, particulars of injury or death and present location. The words "NO CASUALTY" should be included if there is no casualty.
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e. PASSENGERS Surnames followed by initials or first or other names, sex, particulars of injury or death, present location (hospital's names etc). "NO CASUALTY" should be included if there are no casualties, nationality, airport of embarkation and intended destination of all passengers must be included. State the contact addresses of those passenger who continue their travel by next available service to their destination. Number each passenger's name to avoid confusion. Indicate which passenger's are staff. f. Diplomatic bags, mail, ship's papers and OCS mail condition and present location. g. Nature of accident and apparent cause with particulars damage to aircraft. h. Details of death or injury to any other person or damage to property. Note : * The code letter must be included in the signal before the information to which it relates, e.g. "(G) landing overshoot hit lorry on perimeter track". * The OIC must not delay dispatch of the signal if any section is not known, he will include the words NOT KNOWN after the code letter of the relevant section. The missing information will be signaled immediately when available against the appropriate letter code. * Texts of subsequent signals to be dispatched by Provider at other airports should commence with the registration letter of the aircraft concerned and addressed to Sky Aviation OCC, Base.
10. NOTIFICATION OF LOCAL AUTHORITIES 10.1 The responsibility of notifying the local authorities of accident rests with the Provider or handling agent. Depending on local requirements and procedure he should notify the local officer controlling civil aviation, Embassy, legation or consulate according to the nationality of passengers involved. 10.2 The Provider or handling agent should ascertain whether local authorities intend to institute an investigation and advise Heads of Operations or Heads of Maintenance. 10.3 Heads of Operations or in his absence the Operations Manager will notify the KNKT (National Transport Investigation Committee).
11. SEARCH AND RESCUE PROCEDURES The ICAO has laid down the following procedures. Issue No : Revision No : Date : Page 12 of 32

11.1 SEARCH AND RESCUE PHASES Where an aircraft is known or believed to be in need of special consideration or assistance a SAR phase will be declared by the appropriate airways operations authority in accordance with the following standards. 11.1.1 UNCERTAINTY PHASE (INCERFA), when : a. Doubt exist as to the safety of an aircraft and its occupants, or b. An aircraft fails to report at : or The ETA at the next position reporting point or the next landing point; or The scheduled reporting time; or Departure after a call notifying readiness to taxi or takeoff; or The time advised by the pilot as the search required (SARTIME) and communication checks fail to reveal any news of the aircraft; or c. An aircraft is known or believed to be subject to irregular operation, namely when it is : *Not on its proper track or proper level; or *Not in normal communication; or *Not using normal navigation aid; or *Experiencing navigation difficulties *An aircraft or pilot limited to VFR operation operating under IFR; or d. Information was received that an aircraft on which no flight notification has been lodged is missing.
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11.1.2 ALERT PHASE (ALERFA), when : a. Apprehension exists as to the safety of an aircraft and its occupants; or b. An aircraft which has been given approach or landing instructions or information by ATC established at the intended landing point, fails to land within 5 minutes of the estimated landing time and communication with the aircraft cannot be established before the expiration of the 5 minutes period; or c. Following an UNCERTAINTY PHASE declared because of failure to report, subsequent communication checks or inquiries to other relevant sources fail to reveal any news of an aircraft; or d. Information has been received which indicates that it is having difficulty in maintaining height or may have difficulty in making a normal approach and landing; or e. An aircraft is known to be operating in other than normal circumstances or it is lost, and there is reason to believe that in consequence the safe conduct of the flight is in jeopardy.
11.1.3 DISTRESS PHASE (DESTRESFA), when : a. There is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger and requires immediate assistance; or b. Following the ALERT PHASE declared because of failure to report, the absence of news from widespread communications checks and unsuccessful inquiries point to the probability that an aircraft is in distress; or c. The fuel on board is considered to be exhausted or to be insufficient to enable an aircraft to reach safety unless a SARTIME has been notified; or d. Information is received which indicates that an aircraft is about to make or has made a forced landing or has ditched or crashed.
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Note : * Unless in the case of a crashed aircraft the advise is in the form of official notification. * Unless in the case of an aircraft which is reliably reported as being about to make or has made a successful precautionary landing, without injury to any person on board, at a position clearly established and readily accessible; or * Information is received which indicates the operating efficiency of an aircraft has been impaired to the extent that a forced landing is likely. 11.2 ACTION BY PROVIDER OR HANDLING AGENT ON NOTIFICATION OF UNCERTAINTY/ALERT/DISTRESS PHASE
11.2.1 UNCERTAINTY PHASE (INCERFA) * Alert the local organization (SPC) and MPC. * Liaise with the local authority (SARNAS, Kanwil Dephub, Airport Manager) and ensure that this authority takes all necessary and possible action. * Keep an accurate log of all events requests and signals etc. When the UNCERTAINTY (INCERFA) ends without the ALERT PHASE (ALERFA) following, notify the alerted MPC and SPC and revert to normal procedures. 11.2.2 AN ALERT PHASE (ALERFA) * Dispatch the following ALERFA signal by the highest priority and most rapid channel addressed to : Sky Aviation Main Post Control, Mataram CODE : MPC Mataram * Where information for any item is not available at the time state "NOT KNOW" after the code letter of the relevant section, every endeavor should be made to obtain these unknown information and to signal them using the appropriate code letter of the section.
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CODE LETTER A B C D E F G H ALERFA (Cable Prefix). Type and registration letters of aircraft. Service number, date, UTC, airport of last departure and next landing ETA. Actual or estimated position and UTC of last radio contact. Pilot in command's name. Number of persons on board including crew. Reasons for alert phase being declared. Action taken by the controlling authority.
* Liaise in every way possible with the authorities concerned and maintain a log of all events, requests, signals and information relating to the emergency. * Provided that the end of an alert phase is not followed by the declaration of Distress Phase dispatch a signal to Sky Aviation MPC Mataram by the highest advising that the ALERFA signal is cancelled. 11.2.3 DISTRESS PHASE (DESTRESFA) * Dispatch the following signal to : Sky Aviation Main Post Control, Mataram CODE : MPC Mataram Prefixed DESTRESFA, copies to airport along the route. * Where the information for any item is not available at the time, state NOT KNOWN after the code letter. * When the information is available, it should be sent in a subsequent signal quoting the appropriate code below : CODE LETTER A B C D DESTRESFA (Cable Prefix). Type and registration letters of aircraft. Service number, date, UTC, airport of last departure and next landing. Actual or estimated position and UTC of last radio contact. Revision No : Date : Page 16 of 32
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E F G H
Pilot in command's name. Number of persons on board including crew. Reason for Distress Phase being declared. Action taken by controlling authority.
* Place all company facilities and services under the direct control of the company official coordinating company activities. Liaise in every possible way with the authorities concerned and maintain a log of all events, requests, signals and information relating to the emergency. * Ascertain whether any radio active material is carried on the aircraft and if so advise the controlling authority of the details. Provided that the end of the Distress Phase is not followed by notification of an accident, dispatch a signal to Sky Aviation MPC Mataram by highest possible priority advising that the DESTRESFA is cancelled giving reasons briefly for the cancellation.
11.3
ALERT CONDITIONS - ACTION BY FLIGHT CREW
11.3.1 ALERT CONDITION - SECURITY GREEN * Normal security precautions to be taken when the aircraft is on the ground. Only authorized persons allowed access into the aircraft at transit and overnight stops. * The door to be kept closed. * Passenger liaison permitted by technical crew. * Visits to the aircraft permitted only to authorized persons. 11.3.2 ALERT CONDITION - SECURITY AMBRE * Maintain in-flight communication. * No passenger liaison with crew. * Passenger liaison by technical crew is prohibited except under permission of the Pilot in command (PIC). * Only authorized person whose duties are servicing the aircraft be allowed around or in the aircraft. * If aircraft nightstop, ensure that ground handling agent provide adequate guards for aircraft.
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11.3.3 ALERT CONDITION - SECURITY RED (MAXIMUM) * * * * Under certain circumstances, the PIC may locked the door for takeoff and landing. Maintain in-flight communication. No passenger liaison with crew. Only authorized person whose duties are servicing the aircraft be allowed around or in the aircraft. * If aircraft nightstop, ensure that ground handling agent provide adequate security guards for aircraft. * Advise crew to be on the alert at all times.
12.
PROCEDURES AND ACTION IN EVENT OF FIRE ON APRON
12.1 Introduction The inception of fire on the apron or in vicinity of aircraft or on/in any part of aircraft posses a threat to the safety of passengers, aircraft, cargo. Immediate action in suppressing or containing of fire by ground and flight personnel will prevent loss of life and property. 12.2 Procedures 12.2.1 It shall be the duty of every personnel to initiate suitable action in event of outbreak (peletusan) of fire or on detecting signs or indications of fire to raise alarm and/or to inform : a. b. c. d. Mechanic in charge; Duty Officer; Officer in charge (OIC) on OCC (Operations Control Centre); Duty Supervisor on Flight Operations Office.
12.2.2 The mechanic in charge, duty officer, officer in charge will inform : a. Airport Security and/or Airport Manager; b. Airport Fire Brigade (PKP-PK) c. Company Aviation Safety Officer. At outstation, the Provider or Sky Aviation senior officials to be informed. Issue No : Revision No : Date : Page 18 of 32

12.2.3 The evaluation of threat of fire, notifying the Airport Authority lies with the Mechanic in charge or PIC or Provider. In Base, Airport Authority Emergency Service can be called on .................... and request for CRASH CAR. The outbreak of fire on the apron would be made known to Fire Brigade by other authorities such as the ATC or other Airport officials. In this case, Sky Aviation staff under supervision of Mechanic in charge or Duty Officer shall prior to arrival of appropriate rescue team do whatever within their means to extinguish the fire. 12.2.4 Every effort will be made to extinguish fire of burning equipment or vehicle or any other object on the apron or in vicinity of aircraft and to remove such burning equipment or object to a distance not less than 300 feet from the nearest aircraft or to any area as may be assigned by ATC. 12.2.5 Any other object, equipment, vehicle or aircraft likely to be affected by fire will be removed to a safe distance, not less than 300 feet from the fire site or any area as assigned by ATC, and such removal to a safe distance may be accomplished by pulling, towing or pushing or in the case of aircraft, it may be taxied to a safe distance under its own power. Where towing of aircraft is undertaken, such operation will be done according to Towing Procedures laid down in Engineering Manual. 12.2.6 Any process carried out within 300 feet of the fire site, and which generates heat, sparks, fumes or flammable vapors must be stopped immediately. Such process includes fueling, defueling, charging of batteries, operation of APU or GPU or any other operation of internal combustion engine or motorized equipment. 12.2.7 If evacuation of aircraft is necessary, such evacuation will be achieved by deploying of steps or slides and effort will be made to assist evacuating passengers. Pax who have evacuated will be directed to a place not closer than 300 feet from the fire site. 12.2.8 Where it is necessary to off-load cargo to extinguish fire or trace source of fire or for reason of saving the cargo, such off-loading operation will be done under supervision of Dispatch Officers.
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12.2.9 At anytime during a fire breakout on the apron and/or evacuation of passengers is necessary, no boarding on aircraft is permitted and intending pax are to be redirected to the terminal or to a place of 100 feet from the fire site. Disembarking passengers of other aircraft will be directed through a route not passing closer than 100 feet within the fire site. 12.2.10 At anytime during occurrence of fire, security coverage is to be provided to prevent unnecessary gathering of crowd, pilferage or theft or unauthorized removal of items from aircraft or evacuating passengers. 12.3 Responsibility for safety of aircraft, passenger, crew and cargo 12.3.1 In the case of fire threatening the safety of aircraft while it is in command of the PIC, the ultimate decision on safety of passengers, aircraft and cargo and or passenger evacuation or off-loading of cargo lies with the PIC of the aircraft. 12.3.2 In the case of fire threatening the safety of aircraft while it is not in command of the PIC, such as while it is parked, being serviced or undergoing checks the decision of safety of aircraft and cargo lies with Mechanic in charge or Duty Officer of MCC or Airport Manager or Provider / Handling Agent. 12.4 Rendering of immediate assistance by Sky Aviation staff. 12.4.1 Sky Aviation staff provide assistance in extinguishing of fire or saving of life and property, prior to arrival of appropriate rescue teams. 12.4.2 In the case of passengers evacuation, the assistance of Airport's medical services may be required and therefore they should be called if necessary. 12.5 Major Fire 12.5.1 In the event of major fire involving aircraft, the procedures laid down for 12.5.2 All other procedures relating to reporting of investigation, inquiry and disciplinary shall, where applicable, be as in Company Emergency Procedure Manual.
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12.6 Transport Service 12.6.1 When transport vehicles are required during emergency, the Duty Officer (Mechanic in charge / Officer in charge) shall request for such vehicles from transport section phone number : At other stations, local plans have to be made for transport arrangement or for utilization of Company's vehicles. 12.6.2 Requisition for transport vehicles shall be as in normal procedures, if applicable. However, in an emergency, an "Emergency and Priority" basis shall apply. Resumption of Traffic 12.7 The resumption of traffic after a major fire and/or of fire incident involving aircraft shall be declared by Manager of Customer Services / Sales, after due consultation with Heads of Operations Division and Heads of Technical Division and officials of Airport Authority.
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BOMB THREAT
1. INTRODUCTION
Preventive measures on the ground lies mainly in the screening of passengers for any offensive weapons and the checking for stowaways onboard the aircraft. Screening passengers for an effective result is an extensive and time consuming process. The contemporary equipments for this purpose are not completely effective. Until such time when a fool proof system of preventing hijacking can be devised the following procedure is stipulated for action when information is received that hijacking might take place. 2. RECEIPT OF BOMB THREAT MESSAGE Anyone in Sky Aviation may become the recipient of a threat report. More often telephones are used, occasionally threat messages are given in person or in written form. 3. ACTION ON RECEIPT OF THREAT BY PHONE
3.1 To determine level of response actions to be taken, there should be available more information than the message of call itself. Use "TELEPHONE THREAT CALL CHECKLIST". Try to keep caller in conversation and obtain all particulars required in the checklist. Note: Divisions / Sections likely to receive threat calls will be sent sufficient number of copies of this Checklist. Division Heads should keep these within quick access of staff who may be answering telephone call. 3.2 Should the recipient be incapable in handling the call, it should be handed over to a senior ranking staff member if one is around in the immediate vicinity. Do not attempt to transfer call to another phone. Call the staff whom you want to take the call to come over. Keep conversation going while doing this. To assist you in attracting the attention of other Sky Aviation staff around you - FLASH THE THREAT CALL CARD. Issue No : Revision No : Date : Page 22 of 32

Note: THREAT CALL cards are about 3" x 5" with the words Threat Call boldly printed on it in red. Division Heads should place these cards within easy reach of every staff member likely to answer telephone calls. This should be kept together with THREAT CALL CHECKLIST. These cards are serialized and will be distributed by the Safety Division. 3.3 One of those noticing the "THREAT CALL" card initiate action to trace the call if this is possible in the telephone system in use and summon a senior staff to come over.
4.
ACTION ON RECEIPT OF THREAT IN WRITTEN FORM
4.1 Avoid further touching of the paper in order not to obliterate finger prints. 4.2 Keep in safe place for later handling over to Sky Aviation Security or POLRI.
5.
THREAT REPORT BY PERSONAL CONTACT
5.1 Staff members overhearing a person expressing a verbal threat should try to memorize the person so that a full account of accurate description can be given, including: * Age * Sex * Height * Weight * Color of hair * Color of eye * Complexion * Clothing and other peculiarities such as scars * Amputations * Tattoos * Unusual voice * Other characteristics Alert POLRI or Sky Aviation Security as soon as possible and keep the person under surveillance. 5.2 If the person uses a vehicle, observe all its detail. Furnish details to POLRI or Sky Aviation Security (if necessary). Issue No : Revision No : Date : Page 23 of 32

6.
ACTION ON RECEIPT OF THREAT MESSAGE
6.1 In Jakarta, recipient of the message will immediately notify : Operations Head Office - MPC (Main Post Control) Phone : (021) Request to speak to Officer in Charge (OIC). Officer in Charge (OIC) will coordinate until a MPC (Main Post Control) comprising the following officials meet at the MPC : DZ Director DO Head of Operations Division DE Head of Technical Division OS C A S O 6.2 In other stations, the Provider or Airport Manager or if these Sky Aviation officials are not established, the Handling Agent should be notified. 6.3 When notifying the above, all particulars you have got in the THREAT CALL CHECKLIST should be read out item by item. Preferably the highest ranking officer in the immediate office area should do the notification. Everything you know should be notified.
7.
AIRCRAFT IN FLIGHT, RECOMMENDED ACTION BY CAPTAIN
7.1 On receipt of advice of an explosive device initiate action to reduce the insideoutside pressure differential (if the aircraft air-conditioned) whilst maintaining the existing cabin pressure. 7.2 Evaluate the situation in consideration of the gravity of the threat message and decide whether to divert, return or follow schedule. 7.3 If nature of sabotage or location of bomb is unknown, have aircrew search for it dependant upon available information take whatever action is deemed most advisable including emergency safety procedures on the device. Consider using wet blankets, pillows and other padded materials to form blast wall. Issue No : Revision No : Date : Page 24 of 32

7.4 Instruct aircrew to have fire equipment ready for immediate use. 7.5 If considered necessary, advise passengers of the situation. 7.6 If steps not planned, instruct aircrew to have evacuation slides ready for use after landing to evacuate passengers quickly without hand baggage. If steps are available, they should be around at the disposal point and should be used in preference to the main entrance door for evacuation with hand baggage. 7.7 Captain will proceed there as quickly as possible after landing. 7.8 Endeavour to learn all ground arrangements through VHF. 7.9 When stopped passengers and aircrew must abandon aircraft using slides, as appropriate. 7.10 No person shall attempt to re-enter the aircraft except as directed by Sky Aviation Security or POLRI. 7.11 The Provider / Airport Manager will take charge of all operations. If they are not available, the Pilot-in-command will take charge. At Base Station the Officer in Charge will take charge.
8.
ACTION FOR BOMB THREAT, AIRCRAFT COMING FOR A LANDING AT BASE OR ON THE GROUND, IN BASE
Officer in Charge, OCC to inform the following : (a) Air Traffic Control (b) Airport Manager (c) POLRI (d) Officials listed in 6.1 above.
9.
AIRCRAFT ON GROUND BY OCC
9.1 OIC to take action as in Hijacking, para 1. 9.2 OIC to establish communication with MPC and Sky Aviation Security (if applicable). Issue No : Revision No : Date : Page 25 of 32

9.3 OCC to prepare deplaning of passengers. Contact Pilot-in-command as the case may be. Communicate through ATC Tower if aircraft doors are closed. Positioned steps to the aircraft. 9.4 OCC to consult with Security on passenger handling and frisking. Note: Passengers may evacuate with their hand baggage. Passengers should be kept isolated. Get transport to provide buses if necessary. Isolate hand luggage on the ground in an easily identifiable manner. 9.5 OCC to prepare offloading / unloading of baggage and cargo. Note: Aircraft may be towed away to bomb disposal area. Should this happen, continue unloading after the aircraft has been towed to bomb disposal area. Take passengers, one at a time where baggage is, for identifications (normally this will be at the airside end of "FINGER" at Base tarmac. Make sure baggage is not taken to less than 100 yards from any aircraft or building. 9.6 Steps to follow aircraft being towed at a safe distance. 9.7 Cargo should be kept isolated in a manner specified by security. 9.8 OCC to keep passengers isolated as Security requirements.
10.
AIRCRAFT ON GROUND - ACTION AT OUTSTATIONS
10.1 On receipt of notification of a bomb onboard warning, Provider or Handling Agent will notify : (a) Pilot-in-command (b) Air Traffic Control (c) Airport Manager (d) POLRI (e) Operations Control Center, Mataram 10.2 Provider or Handling Agent to adopt Company Emergency Procedure Manual as in para 8 and 9 to the extent permissible by the availability of equipment and facilities. Issue No : Revision No : Date : Page 26 of 32

Note: Provider or if established the Airport Manager must, immediately on receivingthis, work out a procedure in consideration of local contingencies (Airport Emergency Plan Bomb Threat).
11.
AIRCRAFT IN FLIGHT - ACTION IN HOMEBASE
11.1 OIC to take notification action as in Appendix. 11.2 OIC shall keep informing the following officials of the development until the MPC is formed : DO Head of Operations Division DE Head of Technical Division OS C A S O 11.3 If aircraft is coming in to land at Base, OIC to finalize arrangements of their required actions and communicate this to aircraft through OCC VHF, Base. (a) (b) (c) (d) Positioning of steps. Availability of marshaller. Door opening from outside or inside. Availability of GPU at night.
11.4 Once aircraft lands adopt procedures to be taken for aircraft on ground. 11.5 If aircraft proceeds to another station, OCC will notify the Provider / Handling Agent or Airport Manager.
12.
AIRCRAFT IN FLIGHT - ACTION AT OTHER STATIONS
12.1 On receipt notification of a bomb onboard warning involving an aircraft coming to or flying out of a station, the station Provider or if established the Airport Manager or the handling agent to notify : 12.1 If aircraft is to land at your station, finalise all preparation to handle aircraft as in Hijacking, para 3 and communicate arrangements briefly through ATC. 12.3 If aircraft is to land at another station, alert that Station, Station Provider or the aircraft handling agent existing there. Issue No : Revision No : Date : Page 27 of 32

12.4 Keep in constant communication with MPC and be prepared to communicate to aircraft any decisions of the MPC. 13. EVALUATION OF THREAT MESSAGE
13.1 Except for the initial action that will be carried out by Sky Aviation officials on the spot, following procedures as defined in the foregoing paragraphs, all subsequent and major actions will be decided by the MPC comprising the following : DZ President Director DO Head of Operations Division DE Head of Technical Division OS C A S O To deal with any of the following emergency situations : * Threat of hijacking / sabotage * Aircraft accidents * Curfew / strikes * Any other emergencies. Duties : * To assemble at the MPC whenever an emergency situation arises; * To obtain information, to evaluate and to decide on the best course of action to be taken; * DP, DO and DE will form a quorum to make a decision; * In the absence of the permanent chairman (DZ), anyone of the three other members present shall takeover the chair until the emergency is over. 13.2 The authority of the MPC is universal to aircraft on the ground and is only of advisory capacity to aircraft in flight. 14. TRANSMITTAL OF THREAT MESSAGE
Notification of threat message should be original and complete including voice analysis as noted down in the "Telephone Threat Call Checklist". Person on the receiving and during notification must use a copy of the checklist to copy down the message. All staff in divisions and sections likely to receive Threat Calls should be fully briefed in the techniques of analyzing voice. Issue No : Revision No : Date : Page 28 of 32

HIJACKING
1. HIJACK, AIRCRAFT ON GROUND - ACTION AT BASE
1.1 If any message threatening the safety of Sky Aviation aircraft is receipt, the recipient of the message will transmit the message by the quickest possible means to : Officer in Charge (OIC) Operations Control Center, Base Phone : 1.2 The Officer in Charge will notify the following immediately : Duty Mechanic Phone : Duty Mechanic to notify Head Technical Division (DE) and other senior officers of Technical Division as applicable and required. (a) Duty Officer Flight Operations, Base Phone : (b) Duty Officer will notify : Head Operations Division, Mataram Phone : (c) Sky Aviation Head Office, Mataram Phone :
2.
HIJACK, AIRCRAFT IN FLIGHT - ACTION AT BASE
2.1 Operations Control Center on receiving information of Sky Aviation aircraft being hijack will notify : (a) Officials listed in Bomb Threat, para 13.1 above. (b) Airport Security. (c) POLRI. Issue No : Revision No : Date : Page 29 of 32

2.2 Officer in Charge will coordinate until an Emergency Operations Committee comprising the following officials meet at the Main Post Control (MPC) : DZ Director DO Operations Manager DE Technical Manager OS C A S O
3.
HIJACK, AIRCRAFT ON GROUND - ACTION AT OUTSTATION
3.1 In the event of information received of a suspected hijacking the Provider or handling agent will alert the airport security or POLRI to conduct a thorough search of the aircraft and passengers for suspicious parcels or persons. 3.2 Notify Sky Aviation Operations Control Center, Mataram, by signal. 3.3 Adopt the procedures of the local regulations (Airport Emergency Plan) governing these matters and search passengers and aircraft for weapons following COMPANY EMERGENCY PROCEDURE MANUAL to be taken on receipt of threat to aircraft. 3.4 Service can operate after clearance by local authorities and confirmation from Mataram.
4.
HIJACK, AIRCRAFT IN FLIGHT - ACTION AT OUTSTATION
4.1 On receipt of indication of hijacking signal OCC and all enroute stations. 4.2 Signal passenger manifest with nationality if possible to OCC, Mataram Airport.
4.3 Notify Indonesian Embassy or the representative of the Indonesian government. 4.4 Relay all message received from aircraft to OCC and keep Mataram (MPC) informed of all actions taken.
Issue No :
Revision No :
Date :
Page 30 of 32

5.
INFORMATION HANDLING AT OUTSTATION
Statements or informations will only be released by the senior official i.e., Provider or as authorized by Sky Aviation, if possible only after consulting the following : Phone number : DZ (021) 808 788 54 DO (021) 808 788 54 DE (021) 808 788 54 OS (021) 808 788 54
Issue No :
Revision No :
Date :
Page 31 of 32

APPENDIX TELEPHONE NOTIFICATION 1. Sky Aviation officials to be informed by OCC in an emergency are as in para 5 above. 2. Any other staff who is to notify Sky Aviation officials in the event of emergency shall notify the person listed below : Name Capt. Atila Taran Capt. R. Sulistyo Chandra Irman Capt. Muhammad Iksan Endro Rastadi Function Director Operations Manager Maintenance Manager Chief Pilot Chief Inspector CASO Phone No (021) (021) (021) (021) (021) (021)
Issue No :
Revision No :
Date :
Page 32 of 32

Skytrain Avia Services: Emergency Procedures Manual

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SKYTRAIN AVIA SERVICES

EMERGENCY PROCEDURES MANUAL