Flight Dispatch Manual

FLIGHT DISPATCH MANUAL
CHAPTER 0
FOREWORD
FOREWORD
The FLIGHT DISPATCH MANUAL of PT. NAM AIR is published as guidelines of

measures to be taken by operations personnel, particularly the Flight Operations
Officers in dispatching an Aircraft to the safe destination airport.
The Manual is prepared in accordance with the International Standard set out in
the Civil Aviation Safety Regulations Part 121 and pursuant to the Convention on
International Civil Aviation Organization.
Any comments or suggestions for improvement relating to the contents of the

manual will be highly appreciated, and it should be directed to the Operations
Director of PT. NAM AIR.
Jakarta, August 2013
PT. NAM AIR
CAPT. DANIEL ADHITYA

OPERATION DIRECTOR
Revision : 00 Date : August 2013 Page : FW – 1

CHAPTER 1
GENERAL
TABLE OF CONTENT
1.1. DEFINITIONS ........................................................................ 1 – 2

1.2. DISPATCHER QUALIFICATION ................................................ 1 – 3
1.2.1. GENERAL .................................................................. 1 – 3
1.2.2. SEGMENT OF OPERATION ........................................... 1 – 3
1.2.3. KNOWLEDGE ............................................................. 1 – 3
1.3. MAINTAIN CURRENT QUALIFICATION ..................................... 1 – 5
1.4. REQUALIFICATION ............................................................... 1 – 6
1.5. DUTY TIME LIMITATIONS ...................................................... 1 – 7
1.5.1. GENERAL ................................................................... 1 – 7
1.5.2. DISPATCHER DUTY TIME LIMITATION .......................... 1 – 7
1.6. REST PERIOD REQUIREMENTS ............................................... 1 – 8
1.6.1. GENERAL .................................................................. 1 – 8
1.6.2. REST TIME REQUIREMENT .......................................... 1 – 8
Revision : 00 Date : August 2013 Page : 1-1

CHAPTER 1
GENERAL
1.1. DEFINITIONS
When the terms are used in the Flight Dispatch Manual, they will have the
following meanings.
DISPATCH CONCEPT – Means of sharing responsibilities between Flight

Dispatcher and Pilot in Command in achieving the higher degree of flight
safety.
FLIGHT DISPATCH – Is the process by which the Pilot in Command and the
Flight Dispatcher acknowledge that all the free-flight requirements have
been met.
FLIGHT FOLLOWING – Means maintaining current information on the

progress of a flight and monitoring all factors and conditions that might
affect.
OPERATIONAL CONTROL – Is the exercise of the authority over the

formulation, execution, and amendment of an operational flight plan in
respect of a flight.
OPERATIONAL FLIHGT PLAN – Is the company’s document provided for

execution of a flight taking all factors into consideration.

CHAPTER 1
GENERAL
1.2. DISPATCHER QUALIFICATION
1.2.1. GENERAL
Flight dispatcher employed by PT.NAM Air are trained and

licensed by Directorate General of Air Communications as
prescribed in Sub-part “P” of the Civil Aviation Safety Regulations.
PT.NAM Air Dispatchers are to perform all duties concerning

aerodrome information data and dispatch briefing (including
weather information and publication of current NOTAM, Flight
Planning (In respect of particular Aircraft type on qualification)
PT.NAM Air will attached a Dispatcher to out Station, where no

dispatcher qualified representative available to dispatch a
specified aircraft type.
1.2.2. SEGMENT OF OPERATION
The Company shall not use any person, nor a person may serve
as flight dispatcher to dispatch a Company aircraft operation
unless the Company has determined that person is familiar with
all essential operating procedures and information for that
segment of operation over which he exercises dispatch
jurisdiction.
However, a flight dispatcher who is qualified to dispatch aircraft

through one segment of operation may dispatch aircraft through
other segment (s) of operation after coordinating with flight
dispatcher who are qualified to dispatch aircraft through those
other segments.
1.2.3. KNOWLEDGE
In performing his duties a Dispatcher must have fully knowledge

of
a. Aircraft Performance, a general description of the aircraft

operating, characteristic and principle and method determining
runway limitation for takeoff and landing.
b. Weight and balance computation, including determining of

center gravity of the aircraft during takeoff and landing.
c. Flight planning, including the selection of departure airport,

track and flight level, destination airport, alternate airport,
flight time analysis and fuel requirements.

CHAPTER 1
GENERAL
d. NOTAM system
e. ATC procedures and local regulations
f. Navigation and use of navigation aid, including instrument

approach procedures
g. Communication system, including the characteristic of those

system and appropriate normal and emergency procedures.
h. Meteorology, including various types of weather information

and forecast interpretation of weather data forecast of en-
route, terminal area and other weather conditions, use of
actual and prognostic weather chart for various altitudes.

CHAPTER 1
GENERAL
1.3. MAINTAIN CURRENT QUALIFICATION
A Flight Dispatcher of PT.NAM AIR shall not conduct or serve as dispatcher

unless within the preceding 12 calendar months.
A. Has satisfactorily completed ground training / refreshing (Including

Dispatch Resource Management).
B. Has satisfactorily completed the specified operating familiarization,
including observing operating from the flight deck in the aircraft type
he/ she will be qualified to dispatch.
In order to maintain and/or to update the proficiency, dispatcher shall

have a periodical recurrent and proficiency check at regular interval.
The task of performing the proficiency check may be delegated to the

Company Dispatcher Instructor (Checker) or as Instructed by Directorate
General of Air Communications. These activities should be recorded at
Operations Department.

CHAPTER 1
GENERAL
1.4. REQUALIFICATION
To regain his/her qualification, disqualified Flight Operations Officer license

holder is successfully attended the Re-qualification program (by refreshing
with specified period of 6 (Six) mounts.
Details of Flight dispatcher Re-qualification program, refer to Operations
Training Manual

CHAPTER 1
GENERAL
1.5. DUTY TIME LIMITATIONS
1.5.1. GENERAL
The Company established the daily duty period for Dispatcher so
that it begins at a time that allows him to become thoroughly
familiar with existing and anticipated weather conditions at
aerodromes and along the routed before he/she dispatches any
airplane.
He shall remain on duty until each airplane dispatched by him has
completed its flight, or has gone beyond his jurisdiction, or until he
is relieved from duty by another qualified Flight Dispatcher.
1.5.2. DISPATCHER DUTY TIME LIMITATION
Refers to CASR section 121.465, except in case of where

circumstances or emergency condition beyond the control of the
Company require otherwise, PT.NAM AIR will schedule a Flight
dispatcher for 8 (Eight) and half (08:30) hours but not more than
10 (ten) hours of duty in twenty four (24) consecutive hours.

CHAPTER 1
GENERAL
1.6. REST PERIOD REQUIREMENTS
1.6.1. GENERAL
A Flight Dispatcher must be relieved of any duty for at least twenty
for (24) consecutive hours during any seven (7) consecutive days
or for the equivalent time period within any calendar month.
1.6.2. REST TIME REQUIREMENT

If a Flight dispatcher is scheduled for more than 10 hours duty in
24 consecutive hours, the Company shall provided him a rest
period of at least 8 (eight) hours at or before the end of 10 (ten)
hours of duty (Refer to CASR Section 121.465.b).

CHAPTER 2
DUTIES AND RESPONSIBILITIES
TABLE OF CONTENT
2.1. GENERAL ................................................................................ 2 – 2
2.1.1. OBJECTIVES .................................................................. 2 – 2
2.1.2. PROCEDURES IMPLIMENTATION ...................................... 2 – 2
2.1.3. DISPATCHER DUTIES ...................................................... 2 - 2
2.2. MAIN DUTY ............................................................................. 2 - 3
2.3. RESPONSIBILITIES.................................................................... 2 - 4
2.4. FLIGHT DISPATCHER SUPERVISOR ............................................. 2 - 5
2.5. DISPATCHER STRUCTURE CHART .............................................. 2 – 6
2.6. FUEL POLICY ......................................................................... 2 – 7
2.6.1. DEFINITIONS ................................................................ 2 – 8
2.6.2. APPLICATION ................................................................ 2 – 9
2.6.3. DOMESTIC FLIGHT FUEL POLICY ...................................2 – 11
2.6.4. INTERNATIONAL FLIGHT FUEL POLICY ........................... 2 - 12

CHAPTER 2
2.1 GENERAL
2.1.1 OBJECTIVES
Conducting, preparation, establishment of flight safety, crew

assignment including their transportation, execution and monitoring
completion of the flight are in accordance with government and
Company regulations.
2.1.2 PROCEDURES IMPLEMENTATION
Procedures that use in Operational control are ICAO Annex 6 part 1,

CASR and Company regulations
2.1.3 DISPATCHER DUTIES

a. Making decisions as to scheduled operation, delayed operation,
rerouting or cancellation of flight.
b. Pre-flight crew briefing
 Composition
 NOTAM
 Duty time limitation
 Meteorological Briefing
 Fuel Requirement
 Carriage of Dangerous goods
 Flight plan
 Company Orders
 Navigational Aids
c. Provision of flight plan to ATC

d. Calculation of Maximum Take-off and Landing weight.
e. Calculation of Payload.

CHAPTER 2
2.2 MAIN DUTY
The main duty of Flight dispatcher is to execute the assigned flight under
the responsibility of the Captain. Flight execution implies safety, schedule
regularity, passenger comfort, good care of cargo and baggage; all factors
between which no precedence can be indicated.
It is the duty of the dispatcher to perform services to the best of their
knowledge and ability, and to behave in a manner appropriate to the
Company’s instructions and reputation. At times their duties may go
beyond those of flight execution only, or the normal scope of their
profession.
This Manual does not cover all aspects of the Flight dispatcher’s duties in
general sense.

CHAPTER 2
2.3 RESPONSIBILITIES
The Pilot in Command, the Flight Dispatcher or Operations Manager are
jointly responsible for the Pre-flight planning, delay, and dispatch release
of a flight in compliance with the CASR part-121 and Operation
Specifications.
THE FLIGHT DISPATCHER IS RESPONSIBLE FOR:
a. Dispatching each flight under his responsibility

b. Monitoring the progress of each flight
c. Issuing necessary information for safety of the flight
d. Canceling or Re-Dispatching a flight if in his opinion or the opinion of

the Pilot in Command, the flight cannot operate or continue to operate
safety as plan or release.
e. Before beginning the flight, dispatcher will inform Pilot in command all
available current reports or information on airport conditions and
irregularities of navigation facilities that may effect to the flight safety.
f. During the flight, dispatcher shall inform Pilot in command any

additional information of meteorological condition and irregularities
facilities that may effect to the safety of the flight.
g. The Operator is responsible for the preparation and accuracy of a load

manifest from before each takeoff. The form must be prepare and sign
by Dispatcher who have the duty of supervising the loading of aircraft
and preparing the load manifest forms or by other qualified persons
authorized by the Operator.
h. Dispatcher is responsible for the correct handling of various

documents; he will not restrict himself to hand them to handling agent,
but accompany this functionary through the various government
agencies in order to expedite the distribution in accordance with his
specific instructions.

CHAPTER 2
2.4. FLIGHT DISPATCHER SUPERVISOR
The Flight Dispatcher Supervisor is responsible to the Chief Flight

Dispatcher for exercising Operational over his responsibility and providing
the dispatching.
The Flight Dispatcher Supervisor shall perform the function and fulfill the
duties and responsibilities of the Flight Dispatcher in his absence
The Flight Dispatcher Supervisor, working with the other members of the
management team, is responsible for communicating policy decisions and
Company information to the Flight Dispatchers.
The Flight Dispatcher Supervisor is responsible for ensuring that each shift
in the Dispatch center is adequately manned.
The Flight Dispatcher Supervisor works closely with the Dispatchers to
ensure that members on their teams are available when needed.

CHAPTER 2
2.5. DISPATCHER STRUCTURE CHART
CHIEF FLIGHT
DISPATCHER
FLIGHT DISPATCHER
SUPERVISOR
2.7. FUEL POLICY

FLIGHT DISPATCHER FLIGHT DISPATCHER

CHAPTER 2
2.6. FUEL POLICY
2.6.1 DEFINITIONS
Planned Operating conditions
Anticipated meteorological conditions, weights, routings, altitudes, ATS

procedures as specified in the operating manuals should be based on such
as longest distance of standard Instrument departure, standard Arrival,
applicable climb, cruise and descend procedures in conjunction of runway
in use.
In principle the optimum altitude must be planned except that for short
distance flights the cruise altitude selected should allow for a minimum
horizontal cruise segment of 5 (five) minutes. For long distance flights the
Optimum altitude step schedule must be followed in flight planning.
Where the applicable data and/or procedures are not known, conservative
assumptions should be made.
Taxi Fuel
A standard quantity of fuel to cover APU consumption for engine starts and
ground maneuvers until start of takeoff. The amount may be increased
when required by local conditions.
Trip Fuel
Fuel required to fly from aerodrome of departure to the planned
destination, based on “Planned Operating Conditions”. The amount shall
include fuel for takeoff, climb, cruise, descent, approach and landing.
Route reserve Fuel (RR)

A quantity of fuel to cover deviations from the “Planned Operating
Conditions”. The quantity of fuel consists of :
a. 5 % of trip fuel for Domestic operations.

b. 10% of trip fuel for International Jet operations.
Company fuel
This amount is computed as the fuel required to fly for 6 Minutes, at

destination on:
`
a. Holding speed
b. 1500 feet, ISA + 20
c. Maximum Landing weight
The flight plan shall be prepared inclusive 6 minutes company fuel. A hand
made correction of fuel and endurance figures should be made on
Company flight plan, if a new flight is requested, based on the associated

CHAPTER 2
lower weight. Initial payloads should be based on tanking of 6 minutes

company fuel.
Alternate fuel
Fuel required flying from planned destination to the planned alternate base
on “Planned Operating Conditions”. The “Alternate fuel” includes fuel for
go-around at destination, climb, cruise, descent, approach and landing at
Alternate. Calculation is based on LR Cruise, planned landing weight and a
realistic flight level.
If two Alternates are required, the “Alternate fuel” must be planned for the
longer distance alternate.
Holding fuel
Holding fuel is a legal amount of fuel, which is to be regarded as a final
quantity.
Extra fuel
Fuel uplifted in addition to minimum block fuel.
Pilot in Command will take the decision whether or not, and how many
extra fuel will be tanked.
Final decision should be discussed with Flight dispatcher on duty or by

his/her own decision with acceptable reason if there is no qualified Flight
dispatcher.
Block fuel
The total amount of fuel aboard the aircraft before starting the engines.
Take-off fuel
Take-off fuel is the block fuel minus taxi fuel.

CHAPTER 2
2.6.2 APPLICATION
a. General
A flight shall not be commenced unless, taking into account both
meteorological conditions and any delays that are expected in flight,
the airplane carried sufficient fuel and oil to ensure that it can safely
complete the flight. In addition, a reserve fuel shall be carried to
provide for contingencies.
b. Minimum fuel Required

The minimum fuel required for departure illustrated as follow:
• Taxi
• Takeoff
• Climb
• Cruise
• Descent to 1500 feet
• Deceleration and Approach
• Missed Approach (at Destination)
• Climb (to Alternate)
• Cruise (Long Range)
• Descent to 1500 feet
• Deceleration
• Approach
• Holding at Destination
• Holding at Alternate

CHAPTER 2
c. When Alternate airport is available
AIRCRAFT DOMESTIC INTERNATIONAL

OPERATION OPERATION
• Taxi • Taxi
• Trip • Trip
• Route reserve 5% • Route reserve 10%
• Alternate • Alternate
• Added fuel to fly for • Added fuel to fly for
JET AIRCRAFT 45 Minutes at 30 Minutes at
holding speed at holding speed at
1500 feet above the 1500 feet above the
alternate airport alternate airport
under standard under standard
temperature temperature
condition. condition
Note : For international operations, fuel on board should be

adhered with local regulation, and taking into account
whichever is higher.
d. When Alternate Airport is not Available
AIRCRAFT DOMESTIC & INTERNATIONAL

OPERATIONS
JET AIRCRAFT • Taxi
• Trip
• Route reserve 5 %
• Added fuel to fly for 2 (two) hours at
normal Cruise consumption.
Note :For International operations, fuel on board should be

adhered with local regulation, and taking into account
whichever is higher.
Revision : 00 Date : August 2013 Page : 2 - 10

CHAPTER 2
e. When Alternate Not Required
AIRCRAFT DOMESTIC INTERNATIONAL

OPERATION OPERATION
• Taxi • Taxi
• Trip fuel • Trip fuel
• Route reserve 5% • Route reserve
JET AIRCRAFT • Alternate • Alternate
• 45 Minutes holding • 10% of trip fuel
fuel consumption • 30 ‘Minutes
holding speed at
1500 feet at
destination
airport.
2.6.3 DOMESTIC FLIGHT – FUEL POLICY
A.TRIP FUEL:
1.Takeoff & climb to cruise level fuel .................................. Kg/Lbs
2.Cruise Fuel ................................................................. Kg/Lbs
3.Descent Fuel ................................................................ Kg/Lbs
4.Approach Fuel .............................................................. Kg/Lbs
TRIP FUEL: Subtotal: ................................ Kg/Lbs
B.Contigency 5% of trip Fuel.......................................... Kg/Lbs
C.ALTERNATE FUEL:
1.Missed Approach Fuel (10 Minutes) ................................. Kg/Lbs
2.Climb Fuel to Alternate .................................................. Kg/Lbs
3.Cruise Fuel to Alternate ................................................ Kg/Lbs
4.Appoach Fuel to Alternate ............................................. Kg/Lbs
ALTERNATE FUEL: Subtotal: ............................ Kg/Lbs
D.HOLDING FUEL
45 Minutes at 1500 feet
TAKEOFF FUEL Subtotal:................................ Kg/Lbs
E.START & TAXI FUEL ..................................................... Kg/Lbs

FUEL REQUIRED Subtotal: .............................. Kg/Lbs
F.EXTRA FUEL / CORRECTION FUEL ................................ Kg/Lbs

REQUIRED BLOCK FUEL: Total : ........................ Kg/Lbs
Note: If no Alternate available, add fuel for 2 (two) hours to

fly at normal Cruise consumption.

CHAPTER 2
2.6.4 INTERNATIONAL FLIGHT – FUEL POLICY
A.TRIP FUEL:
1.Takeoff & climb to cruise level fuel ........................................ Kg/Lbs
2.Cruise Fuel ........................................................................ Kg/Lbs
3.Descent Fuel ....................................................................... Kg/Lbs
4.Approach Fuel ..................................................................... Kg/Lbs
TRIP FUEL: Subtotal: ....................................... Kg/Lbs
B.Contigency 10 % of trip FueL ............................................ Kg/Lbs
C.ALTERNATE FUEL:
1.Missed Aproach Fuel (10 Minutes).......................................... Kg/Lbs
2.Climb Fuel to Alternate ......................................................... Kg/Lbs
3.Cruise Fuel to Alternate ........................................................ Kg/Lbs
4.Appoach Fuel to Alternate ..................................................... Kg/Lbs
ALTERNATE FUEL: Subtotal: ................................... Kg/Lbs
D.HOLDING FUEL
30 Minutes at 1500 feet
TAKEOFF FUEL Subtotal:....................................... Kg/Lbs
E.START & TAXI FUEL ............................................................ Kg/Lbs

FUEL REQUIRED Subtotal: ..................................... Kg/Lbs
F.EXTRA FUEL / CORRECTION FUEL ....................................... Kg/Lbs

REQUIRED BLOCK FUEL: Total : ............................... Kg/Lbs
Note:If no Alternate available, add fuel for 2 (two) hours to fly at

normal Cruise fuel consumption.

CHAPTER 3
DISPATCH BRIEFING
TABLE OF CONTENT
3.1. DISPATCH BRIEFING .............................................................. 3 – 1

3.1.1. APPLICABILITY................................................................. 3 – 2
3.1.2. AT HOME BASE OR SLIP STATION .................................... 3 – 2
3.1.3. DURING TURN AROUND OR TRANSIT STATION ................. 3 – 2
3.1.4. PATTERN OF BRIEFING .................................................... 3 - 3
3.2. DISPATCH RELEASE ................................................................ 3 – 4
3.3. WEATHER BRIEFING .............................................................. 3 – 4
3.4. DISPATCH RELEASE UNDER IFR .............................................. 3 – 5
3.5. DISPATCH RELEASE OVER WATER ........................................... 3 – 5
3.6. CONTINUING FLIGHT IN UNSAFE CONDITIONS .......................... 3 – 5
3.7. BRIEFING – ENROUTE FACILITIES ............................................ 3 – 6
3.8. NOTICE TO AIRMEN – NOTAM .................................................. 3 – 6
3.9. FLIGHT SAFETY BRIEFING ....................................................... 3 – 7
3.10. DISPATCH FLOWCHART .......................................................... 3 – 8

CHAPTER 3
DISPATCH BRIEFING
3.1. DISPATCH BRIEFING
3.1.1 APPLICABILITY
Flight dispatcher should give an overall briefing to Pilot in
Command, and if applicable to other flight deck crew, regarding
operational information for that particular flight.
Such briefing is required to familiarize the crew with all the

operational aspects of safety and efficient way.
3.1.2 AT HOME BASE OR SLIP STATION

At Flight dispatcher office or Dispatch office, or if some reason it is
considered inconvenient, at selected location has direct access to
flight operation office by any means of communication where
disturbance from general public can be kept at minimum level.
3.1.3 DURING TURN AROUND / TRANSIT STATION

On the aircraft, taking environmental radar as outlined above into
consideration. Briefing should be kept short and to the point. There
is no need to read out all Information, emphasize only highlights
pertinent to the flight.
All necessary and related documents are to be prepared in advance

while other relevant data such as the part of meteorological
report/forecast should be kept bound/stapled until PIC’s signature
for his/her approval.
3.1.4. PATTERN OF BRIEFING
THIS BRIEFING SHOULD, AS MUCH AS POSSIBLE, FOLLOW THE

APPLICABLE PATTERN:
A. AIRCRAFT
Registration, configuration, estimate time arrival, parking
position, serviceability, possible particulars on crew, estimate
time departure and expected delays, consequences cargo.
B. ROUTINGS
Flight number, Scheduled time and airports of departure /
arrival, including alternate airports and next routing.
C. CREWMEMBERS
• Name and duty positions of the assigned crewmembers,
including specific restriction on crewmembers qualification or
rating.
• Additional crew, such as observer or DGAC Inspector duty.

CHAPTER 3
DISPATCH BRIEFING
D. ENVIRONMENT
Applicable items of NOTAM, supplements and briefing book on
departure, destination, en-route and destination alternate(s) and
route, weather , departure, en-route, applicable chart and
segments, volcanic ash warning, etc., destination, en-route and
diversion alternate.
E. FLIGHT PLAN
ETD/PROGS/ETA on which flight plan is based, load into, Zero
fuel weight, selection of flight level, if applicable, selection of
route and possible alternatives, selection of Alternate(s) ATC
clearance, adequate airport NOTAM and other destination,
suitable airport for the required time period of validity, fuel
penalties trip fuel, fuel destination-alternate, fuel from to en-
route alternate.
F. TAKE-OFF AND LANDING DATA CARDS

Departure weather including time and new, Runway in use,
possibility of restrictions R/W conditions (including possible
contamination), noise abatement procedures.
G. SPECIAL INFORMATION
Particulars on Taxi routing, SID, flight permit, special cargo, pilot
report from previous flight, de-icing (if required), etc.

CHAPTER 3
DISPATCH BRIEFING
3.2. DISPATCH RELEASE
a. Except as provided in paragraph (c) of this section, the dispatch release

may be in any but must contain at least the following information
concerning each flight:
1) Company and organization name.

2) Make, model and registration mark of the aircraft being used.
3) Flight number and date of flight
4) Name of crewmembers, company personnel on board and pilot
assigned as Pilot in command.
5) Schedule time, airway, and departure, destination and alternate
airports.
6) Minimum fuel required.
7) A statement of the type of operation (e.g. IFR / VFR).
b. The dispatch release must contain, or have attached to it, weather

reports, available weather forecast, or a combination of those reports,
of destination and alternate airports that are the latest available at the
time the release is signed. It may include any additional available
weather reports or forecast that the pilot in Command considers
necessary or desired.
c. PT NAM AIR operating under the rules of this part shall comply with the
dispatch release form required for scheduled operations under this
section.
3.3. WEATHER BRIEFING
Pilot will be responsible for obtaining the best information available

regarding the weather condition affecting the area, routes and landing
points with which the flight plan is likely to be concerned.
Sources of information, in order or preference are:
• Aerodrome meteorological briefing center.

• Rote and terminal area weather forecast.
• Actual conditions at destination and points en-route obtained by
radio.

CHAPTER 3
DISPATCH BRIEFING
3.4. DISPATCH RELEASE UNDER IFR
A flight dispatcher may not dispatch or release an aircraft for operations

under IFR, unless appropriate weather reports or forecast, or any
combination of those reports and forecast, indicate that the weather
conditions will be at or above the authorized minimum at the estimated
time of arrival at the airport or airports to which dispatched or released.
3.5. DISPATCH RELEASE OVER WATER
a. The flight dispatcher shall not dispatch or release an aircraft for a flight
that involves extended overwater operation unless appropriate weather
reports or forecast or any combination of those reports and forecast.
Indicate that the weather conditions will be at or above the authorized
minimums at the estimated time of arrival at any airports to which
dispatched or released or to any required alternate airport.
b. PT NAM AIR shall conduct extended overwater operations under IFR

unless it shows that operating under IFR is not necessary for safety.
c. PT NAM AIR shall conduct other overwater operations under IFR if the
Director determines that operation under IFR is necessary for safety.
d. Each authorization to conduct extended overwater operations under

VFR and each requirement to conduct other overwater operations
under IFR will be specified in the operations specifications of PT NAM
AIR.
3.6. CONTINUING FLIGHT IN UNSAFE CONDITIONS
a. The Pilot in command shall not fly or continue to fly toward any
airport to which it has been dispatched or released if, in the opinion
of the Pilot in command or the Flight Dispatcher the flight cannot be
completed safety, unless in the opinion of the Pilot in command,
there is no safer procedure.
b. If any required instrument or items of equipment for particulars

operation becomes inoperative en-route, the Pilot in command shall
comply with the approved procedures, such as COM.

CHAPTER 3
DISPATCH BRIEFING
3.7. EN-ROUTE FACILITIES BRIEFING
Briefing will then be obtained on the latest information relating to :

• Serviceability and availability of ATC communication and navigation
facilities.
• Route and Aerodrome restrictions and limitation, etc.
• State regulation for the route to be flown.
Pilots are responsible for satisfying themselves with all current NOTAM
information.
3.8. NOTICE TO AIRMEN – NOTAM
Aeronautical information, which is essential to the safety, regularity and

efficiency of air navigation, shall be made available to flight operation
personnel including flight crews and service responsible for pre-flight
information.
It is the policy of PT.PT NAM AIR that pilots are responsible for making
themselves familiar with aeronautical information and items of current
NOTAM. In addition to NOTAM all available information shall be used to
optimize flight safety, :
• NOTAM from the DGAC / airport authority.

• NOTAM as published in Jeppesen bulletins in respective navigations
bags.
• AREA Standard Operating Procedure (SOP) when flying to destinations
where circumstance are irregular request shall be made for particular
information from any source that can supply the necessary information
(e.g. Handling company, airport authorities, civil aviation authority,
other airlines, or through diplomatic channels).

CHAPTER 3
DISPATCH BRIEFING
3.9. FLIGHT SAFETY BRIEFING
Flight safety briefing, will be conducted by the Pilot in Command or his

delegate.
Before commencement of a Flight, every crewmember has to obtain a

short flight safety briefing conducted by the Pilot in Command, to check
and refresh his/her knowledge regarding flight safety procedure for the
aircraft and flight concerned.
Details` of flight safety briefing are contained in SOP of Particular aircraft

type.

CHAPTER 3
DISPATCH BRIEFING
3.10. DISPATCH FLOWCHART
START
COLLECTING ANALIZE
SUPPORTING OPERATIONAL PRODUCE FPL - OPERATIONAL
DATA CONDITION FPL
- ATC FPL
- Aircraft Status - Aircraft reliability

- Aeronautical Info - Fac. PoD,PoA, Flight Scenario:
- Weather - Ordinary
Alternate, Apt, - Re-clearance
- Aircrew Enroute - ETOPS if
- Payload - Aircrew Available Available
- etc. - Determine Rls
Time, Flt Time,
Block Time
- Load To Carry
- etc.
LOAD CONTROL
FLOPS DOC
RELEVANT DATA CREW BRIEFING
FOLDER
RELEASE

CHAPTER 4
FLIGHT PLANS
TABLE OF CONTENT
4.1. GENERAL ................................................................................ 4 – 2
4.2. OPERATIONAL FLIGHT PLANNING ............................................. 4 – 3
4.3. ATC FLIGHT PLAN ................................................................... 4 – 4
4.3.1. FILLING ATC FLIGHT PLAN ............................................. 4 – 4
4.3.2. REPETITIVE FLIGHT PLAN .............................................. 4 – 5
4.3.3. INCIDENTAL CHANGES .................................................. 4 – 5
4.3.4. DELAYED FLIGHT ............................................................ 4 – 5
4.3.5. EARLY DEPARTURE.......................................................... 4 – 6
4.3.6. EXTRA FLIGHT ................................................................ 4 – 6
4.3.7. TRAINING FLIGHT AND TEST FLIGHT ................................ 4 – 6
4.4. OVERFLIGHT CLEARANCE ........................................................ 4 – 7
4.5. SIGNING OF THE FLIGHT PLAN LOG ......................................... 4 – 8
Revision : 00 Date : August 2013 Page : 4–1

CHAPTER 4
FLIGHT PLANS
4.1. GENERAL
The basic rule is that for all PT.NAM AIR flight plans for the stretch to be
flown shall normally be prepared by the station of departure, under the
responsibility of Flight dispatcher.
However, remote station may issue operational flight plans for flight
departing from other airport (this is called remote flight planning).
The Dispatcher at the remote station shall, where necessary, update the
operational flight plan according to the latest available information, and be
sure that PIC is in possession of the following additional information:
• The latest meteorological information

• The latest NOTAM
• A copy of the ATC flight plans.
The law requires that a flight shall not be commenced until the Pilot in
Command has satisfied himself that:
• The aircraft airworthy.
• The instruments, equipment and documents for the particular aircraft
and type of operation to be taken area, on onboard and in good order.
• The aircraft maintenance log and the maintenance release certificate
are completed and signed.
• The available information appropriate to the intended operation,
including all available current weather reports and forecast, indicate
that the flight can be completed as planned.
• The load to be carried is distributed and secured in accordance with
pertinent instructions and safety regulations.
• The flight can be conducted safety in accordance with the operating
limitations as laid down in this manual and in the AOM.
• The operations flight plan has been completed.
To indicated, that all items mentioned above have been checked the Pilot
in Command is required by law to sign the following statement printed on
the flight plan:
“I certify that I have satisfied myself that all factors which from
the basic of flight preparation are in accordance with the pertinent
regulation laid down by Indonesian Civil Aviation as cover C.O.M of
PT. NAM AIR”.

CHAPTER 4
FLIGHT PLANS
4.2. OPERATIONAL FLIGHT PLANNING
The operational flight plan is a document having legal status and should
contain flight level and track can be derived.
All PT.NAM AIR flights should be provided with a company flight level plan
or handling agent that is can provide the operational flight plan. For the
flight with 2 (persons) cockpit crew, the operations flight plan shall be
prepared in 3 (three) folds and distributed:
• One copy for the Pilot in command

• One copy for Flight Dispatcher
• One copy for destination airport.
To avoid any possible miss-interpretation of the operational flight plan, the

Pilot in command should distribute copies of the operational plan after the
operational flight plan has been signed by Dispatcher.
When it is not possible to deposit a copy of the operational flight plan with
PT.NAM AIR or its representative, the copy shall be left with aerodrome
authority or on record in a suitable at the point of departure.
The Pilot in Command should ascertain that operational plan figures are
checked and that plan is acceptable according to the Company Operations
Manual.

CHAPTER 4
FLIGHT PLANS
4.3. ATC FLIGHT PLAN
The flight dispatcher normally prepares all ATC flight plan for PT.NAM AIR
flights on duty or Pilot in Command. It is Company policy, that all flights is
executed under IFR irrespective of weather conditions, this implies that for
every line flight an IFR clearance has to be obtained and that IFR flight
plan must not be cancelled.
No clearance, requiring to maintain own separation and to remain in VMC

for the cruise portion of the flight, shall be accepted.
For limited portions of climb, descent and approach an exception may be

made by day, when non-acceptance of such clearance would result in
unacceptable fuel penalties or delays, provided; Weather conditions are
such that flight in uninterrupted VMC is possible throughout such portion
of flight
• Effective service is available

• Known Traffic information is provided by appropriate ATS unit and can
be assessed by Pilot in Command relative to his own flight.
• Separation from other traffic involved, i.e. either closed to relevant
procedural separation standards or such traffic is in sight and positively
identified.
4.3.1. FILLING ATC FLIGHT PLAN
Prior to operating a flight, an IFR flight plan for the entire flight shall
be submitted to ATC. Change to the (file) flight plan shall be notified
as soon as practicable.
In the event of the delay 30 minutes or more in excess of the

estimated off block time for controlled flight, the flight plan shall be
notified as soon as practicable.
The flight plan may submit for each flight individually or for routine
flight on a respective basis. The distinction between the types of
flight plan by: non-stored (repetitive flight plan).
Individual flight plans must be submitted to ATC at least 30 minutes

prior to departure depending on local or region regulations.
Note: In some countries submission of the flight plan is required 3

hours or more in advance when Air Traffic Management
(ATM) measures are in force on the intended routing.

CHAPTER 4
FLIGHT PLANS
Notify ATC about either early or delayed departure in excess of 30

minutes notification. Flow of Air traffic control delays are not
required to notify.
4.3.2. REPETITIVE FLIGHT PLAN
Certain states including Indonesia, and scheduled airlines use the

so-called Repetitive flight plan (RPL), where ATC flight plans for
schedule line flight are store by all ATC unit concerned, and
therefore need not to be filled or transmitted as for individual flight.
RPL list are submitted to the appropriate authorities, and are kept
up-to-date for permanent changes. The validity period is the winter
or summer schedule.
Note: As a policy RPL’s are normally submitted for flight which

standard routing(s) and flight level(s) can be establish. This will
limit RPL’s to Flight up to approximately 3:00 hours block time.
The RPL is based on the following criteria:

• Times are off block times (UTC) and total elapse times.
• Cruising speeds (TAS) are rounded –off to nearest 5
Kt.
• Cruising level(s) and routings as selected for prevailing
conditions (on the company flight plan both cruising
levels and routings may optimized for forecast
condition).
4.3.3. INCIDENTAL CHANGES
 Changes of route, flight number, aerodrome of departure

and/or destination.
This requires cancellation of the stored flight plan for the day,
followed by submission of an individual ATC flight plan.
 Change of aircraft, speed and / or cruising level.

This requires notification at the ATC unit at the aerodrome of
departure as soon as possible and or later than 30 minutes
before departure, with the exception that change of cruising
level alone may notified by radiotelephony on initial contact with
aerodrome control tower.
4.3.4. DELAYED FLIGHT
Expected delays, other than ATC reasons, of 30 minutes or more in

excess of the estimated of block time shall be reported in due time
to ATC unit of the aerodrome. Failure of this action may result in
cancellation of the stored flight plan by one or more ATC units
concerned.

CHAPTER 4
FLIGHT PLANS
4.3.5. EARLY DEPARTURE
Early departure should be reported to the ATC unit as soon as new

ETD is known.
4.3.6. EXTRA FLIGHT
An individual ATC flight plan shall be filled for all Extra flight.
4.3.7. TRAINING FLIGHT AND TEST FLIGHT
In addition to individual ATC flight plan, a particular clearance to

obtain slots of operating area and time is required from airport
authorities to perform training flight or test flight.

CHAPTER 4
FLIGHT PLANS
4.4. OVERFLIGHT CLEARANCE
Requirements for entry or over flight clearance can be found in the

Jeppesen Manual under the entry requirements chapter. Application for
entry or over flight clearance required the following information:
• Country addresses
• Departure and destination airports.
• Type of aircraft.
• Aircraft registration.
• Owner or Operator.
• Pilots name and nationalities.
• Passenger names and their nationalities.
• Date and time of departure.
• Points to entry and exit.
• Times of entry and exit on designated boundaries.
• Route.
• Flight level.
• Purpose of flight.
• Staying over.
• Returning date and time.

CHAPTER 4
FLIGHT PLANS
4.5. SIGNING OF THE FLIGHT PLAN LOG
The law requires that a flight shall not be commenced unless the Pilot in
command has satisfied himself that:
• The aircraft is airworthy.
• The instruments equipment and documents for the particular aircraft
and type of operation to be undertaken are on board and in good order.
• The aircraft technical log is completed and signed.
• All available information appropriate to the intended operation including
all available current weather reports and forecast indicated that the
flight can be completed as planned.
• The load to be carried is distributed and secured in accordance with the
pertinent instructions and safety regulations.
• The flight can be conducted safety in accordance with the operating
limitations as laid down in this manual and in the Flight manual.
When the items mentioned above have been checked, the Pilot in
Command is required by law to sign the statement printed on the Flight
plan.

CHAPTER 5
OPERATION CONTROL SYSTEM
TABLE OF CONTENT
5.1. GENERAL ................................................................................ 5 – 2
5.2. CAPTAIN–FLIGHT DISPATCHER JOINT RESPONSIBILITY .............. 5 – 3
5.3. OPERATIONAL FACTORS TO BE CONSIDERED ............................ 5 – 4
5.4. SCHEDULING ........................................................................... 5 – 5
5.4.1. AIRCARFT MOVEMENT ................................................... 5 – 5
5.4.2. CREW SCHEDULING ........................................................ 5 – 5
5.5. OVERDUE FLIGHT ................................................................... 5 – 6
5.6. INCIDENT – ACCIDENT PROCEDURES ....................................... 5 – 7
5.7. EMERGENCY FUCNTIONS ........................................................ 5 – 8

CHAPTER 5
5.1. GENERAL
This section contains the policies and procedures governing the company’s
Flight dispatcher’s functions. The information provided herein is to serve a
source of guidance and reference to both Dispatcher and Flight
crewmember in their conduct to the Company’s flight.
All operations will be conducted under ICAO Annex 6, except training,

maintenance and Ferry flights.
The Company employees licensed as Flight dispatcher qualified and

currents to represent the Company by exercising operational control of all
Flight dispatchers assigned to Dispatch Centre will report to the Flight
Operation Director of PT. NAM AIR.

CHAPTER 5
5.2. CAPTAIN – DISPATCHER JOINT RESPONSIBILITY
The Captain and Flight Dispatcher are the representatives of management

in the conduct of all Flight operations.
The Pilot in Command and Flight Dispatcher are jointly responsible for:
1) Monitoring the progress of each flight.
2) Issuing necessary information for the safety of flight.
3) Cancelling or Re-dispatching a flight if, in his opinion the flight cannot
operate or continue to operate safety as planned or released.
They shall independently analyzed all factors affecting the flight, and they
shall ensure that flight is operated safety and in accordance with company
policy as well as Government regulations.

CHAPTER 5
5.3. OPERATIONAL FACTORS TO BE CONSIDERED
a. Airport
Operational control will have information available to ensure that any
airport listed in the flight release is property equipped and is adequate
for the proposed operation.
b. Gross take-off weight

Operations control will have airport analysis available to assist the Pilot
in Command in the calculation of take-off weight restrictions and/or
limitations.
c. Operating notice bulletins

Operations control shall have a complete set of current operations
Notice at hand so the Pilots in command may have clarification or
explanation of any applicable operations Notice.
d. Route / Airport certification.

Operations control shall the Pilots in command by providing, if
requested available information on route and Airport.
e. Familiar with Weather Conditions.

1) Before briefing a Pilot in command or issuing Dispatch release for a
flight, the Dispatcher must be thoroughly familiar with the reported
and forecast weather conditions for the route to be flown, including
departure, destination and alternate airports.
2) The pilot in command must also ensure that for all operations,
especially extended over water operations, complete weather
information has been obtained along with appropriated NOTAM and
or Operations Notices regarding weather or ATC delays so that :
a) Take off destination and alternate airports to be listed in the

flight plan meet required weather minimums.
b) En-route weather is adequate for safe flight.
c) Possible ATC delays are accounted for and provided for in the
release.
d) Inoperative Runway lights.
Night Operations are not authorized at an airport where the runway edge
lights are inoperative unless adequate substitute lighting is provided. The
substitute lighting must provide the pilots a visual reference to the line of
forward motion during the take-off roll.

CHAPTER 5
5.4. SCHEDULING
5.4.1. AIRCRAFT MOVEMENT

The company’s aircraft movement will allow sufficient time for the
proper servicing of the aircraft. They will be developed considering
the prevailing winds en-route, the cruising speed of the aircraft and
specific knowledge of local airport facilities.
5.4.2. CREW SCHEDULING

The Operation Director have established procedures to ensure that
all flight crew and all company personnel are qualified and current
and will remain so for the duration of the schedule.
Should changes in an individual’s status occur, the chief pilot will

notify all interested parties, including Operation Control by earliest
possible means.

CHAPTER 5
5.5. OVERDUE FLIGHT
1) If any flights fails to contact Operations control on schedule time, and if

the Dispatcher has reason to believe the flight may have experience
difficulties, an attempt to locate the aircraft shall be initiated.
2) In attempting to locate the aircraft, the following sources should be

checked.
a) Station from which the aircraft departed.
b) Appropriated Air/Ground Communications center.
c) The control tower at the airport of destination or alternate.
d) If the tower cannot very safe landing, check with the appropriate Air
traffic control center, which would have been established
communication with the aircraft.
e) If no tower is available at the destination or alternate, contact the
appropriate ATC center directly.
3) If ninety (90) minutes has elapsed since the latest ETA, immediately
notify the Operation Director.

CHAPTER 5
5.6. INCIDENT / ACCIDENT PROCEDURES
Information regarding an accident or incident may come from many

sources. Operations Control should be sure to gather completed
information including the name and telephone number of any providing
information.
Complete information regarding the correct handling of emergencies,

including accident or incident can be found in Emergencies procedure
section of the Emergency response Plan.

CHAPTER 5
5.7. EMERGENCY FUNCTIONS
A. Unsafe Operations
The Operation Director and the Chief Pilot may suspend any operations
they consider unsafe.
B. Pilot Notification.
1) If a Dispatcher becomes aware an emergency situation, he shall
immediately notify the Pilot in Command of the flight(s) concerned,
certain the decisions of the Pilot in command and record such
decision.
2) If the cannot communicate with the pilot, the dispatcher shall notify
the Operation Director and take any action that they consider
necessary under the circumstances.
3) Whenever emergency authority is exercised, the pilot in command

or the dispatcher shall keep the appropriate ATC ground station fully
informed of the progress of the flight. The person declaring the
emergency shall forward a written report of any deviation through
the Operation Director within ten (10) days after the flight is
completed, or in the case of operations outside of Indonesia, upon
return to the home base.
4) No pilots in command may continue a flight toward any airport

which it has been dispatched / released if, in the opinion of the pilot
in command or the duty dispatcher, the flight cannot be completed
safety unless, after evaluating the situation, no safer option is
available. In the case continuing on will be considered an exercise of
the emergency authority and must be documented and reported as
outlined in the previous paragraph.

CHAPTER 6
DISPATCH RELEASE AUTHORITY
TABEL OF CONTENT
6.1. BASIC RULES........................................................................... 6 – 2
6.2. FLIGHT DISPATCER DUTIES ...................................................... 6 – 3
6.3. DISPATCH RELEASE ................................................................. 6 – 5
6.4. WEATHER ANALYSIS FOR DISPATCH RELEASE ........................... 6 – 7
6.5. OPERATIONS AUDIT CODE ........................................................ 6 – 8
6.5.1. DESTINATION ALTERNATE .............................................. 6 – 8
6.5.2. TAKE OFF ALTERNATE .................................................... 6 – 8
6.6. ROVISIONS OF OPERATIONS CONTROL ...................................... 6 – 9
6.6.1. OPERATION CONTROL CENTER ........................................ 6 – 9
6.6.2. DISPATCH TO/FROM REFUELING OR
PROVISIONAL AIRPORTS .............................................. 6 – 9
6.6.3. TAKEOFF FROM UNLISTED AND ALTERNATE AIRPORT ........ 6 – 9
6.6.4. CANCELLATION OF FLIGHT ............................................ 6 – 9

CHAPTER 6
6.1. BASIC RULES
Nothing in division of duties as laid down in the following paragraphs,

relieves any crewmember from the responsibility of rendering assistance
which may be required ensure the safe and efficient completion of journey.
The duties and responsibilities outlined in these paragraphs are in addition

to be duties and responsibilities, emanating from legal other company
regulations. Conflict between different sets of rules should be brought to
the attention of the Operations Director.
Knowledge, skill, physical and mental fitness should always be kept at the
highest possible level within the requirements of the functions concerned.
Members of company flight crew will be in possession of valid license

application to their functions in accordance with the law of the country in
which aircraft are registered.

CHAPTER 6
6.2. FLIGHT DISPATHCER DUTIES
The dispatcher services as a coordinating center for the collection of all

available information on which plans and decisions are based for the most
safe and efficient operational control of company aircraft.
The dispatcher on duty is the only person responsible for the operational
control of company flights. He shares his responsibility with the pilot in
command. His decisions are based upon safety, passenger comfort,
scheduled operations and economics.
The flight Dispatcher is responsible for:

1. Evaluating the weather for present conditions and future trends, as it
will affect the areas of the system over which he will exercise control.
2. Checking the Dispatch information file and company manuals for

current instructions and policies.
3. Checking field conditions and NOTAMS for current conditions of en-

route and terminal facilities.
4. Discussing with the dispatcher being relieved any operational plans

for his shift (which duty in the time shift).
5. Verifying the proper fuel loads for the flights under his jurisdictions,
giving consideration to the relative cost of fuel at the various stations.
He/she will also notify appropriate personnel concerning the fuel
requirements.
6. Verifying that the flights under his/her control have been planned
within the applicable structural and performance limitations.
7. Issuing dispatch release for individual flight after selecting suitable

alternates and considering above factors.
8. Monitoring the progress of flights under his/her control and record

Operational trip document.
9. Keeping him current and qualified in all related to company dispatch

procedures, Operations specifications, the Company operations
manual, CASR 121 and Company aircraft.
10. Coordinate the availability and positioning of crewmembers.
11. Coordinate with reservation of cargo agent / Representatives any last

minute changes in schedules, equipment, delays, cancellations of
flight, etc.

CHAPTER 6
12. Coordinate with the Director of Maintenance as to the availability and

maintenance status of flights.
13. Coordinate with stations as necessary in order to facilities the safe

“on time” operation of flights.
14. Obtain and Log all required information in the Daily Log.
15. Keep the operations Summary current.
16. Issue pertinent information to stations involved about delays, change

of equipment, re-routing, cancellation. Etc.
17. Filing and keep copy Flight document (Load manifest, Operational
Flight Plan, Dispatch release, weather forecast) at least three month

CHAPTER 6
6.3. DISPATCH RELEASE
A. When required.
1) Anytime a flight or series of flight is originated which to operate

under flight operation rules, a Dispatch release is required. A
dispatch release will be issued for all Company flights operated
under the flight operation authorization, in compliance with CASR
121 and the Company’s operations specifications.
2) Anytime a flight operating under flight operation rules lands at an

intermediate airport specified in the original release and remains in
the blocks for more than six (6) hours, the Dispatch release must be
reissued, or revalidated, by the dispatch prior to departure.
3) The dispatch release for domestic scheduled flight may contain

several en-route stops if ground time for the stops is not excess of
one hour.
B. Authority for dispatching.

The Flight dispatcher on-duty is the only person having authority to
dispatch a flight. The Dispatch release will be issued under the
authority of the Dispatcher on-duty.
The flight dispatcher may delegate the authority to sign the dispatch
release, but he/she may not delegate his authority to dispatch. In order
to be valid, a Dispatch release must have the full concurrence of the
Pilot in command.
The Flight dispatcher and the Pilot in command shall each have the
authority to delay a flight when either determines the conditions to be
unsuitable the may each initiate a change to the dispatcher release,
however only in concurrence with one another. Only the dispatcher
may cancel a flight.
C. The dispatch release must contain or has attached to it at least the

following information for each flight.
1) Registration mark of the Airplane.
2) Flight number.
3) Departure airport, intermediate stops, destinations airport and
alternate airports.
4) A statement of the type of flight rules (VFR or IFR).
5) Minimum fuel supply.
D. Amendment of Dispatch release

a) The Pilot in command shall not change an original destination or
Alternate airport that is specified in the original dispatch release

CHAPTER 6
to another airport while the aircraft is en-route, unless the other

airport is authorized for that type of aircraft and the appropriate
requirements in section 6.3.(A, B, and C) of this Manual.
b) The person who amends a dispatch release en-route shall record
that amendment.
Departure and destination alternate airports are specified on sections

6.5.1 and 6.5.2

CHAPTER 6
6.4. WEATHER ANALYSIS FOR DISPATCH RELEASE
Dispatch release requirements.
1) The dispatcher will provide the pilot in command with all available
weather reports / forecast, including weather phenomena if any, as
required by obtaining the report from the flight service stations source.
2) To ensure compliance with CASR 121, weather charts and report will be
maintained in flight operations control. These data will display or detail
pertinent information regarding adverse weather phenomena including,
but no limited to, clear air turbulence, thunderstorms, SIGMET and
AIRMET.

CHAPTER 6
6.5. OPERATIONS AUDIT CODE

(CASR 121 CROSS REFERENCE)
6.5.1. DESTINATION ALTERNATE
a. No person may dispatch an aircraft unless all required alternates

are listed in the dispatch release. Additionally, when the weather
conditions forecast for the destination and first alternate airports
are marginal at least one additional alternate must designated.
b. The company has listed airports for alternates that require

special qualifications and the Dispatcher will responsible for
bringing it to Pilot in command as attention and ensuring either
that the Pilot in command or first Officer are qualified or that the
forecast weather conditions will allow the PIC to land at the
airport. Refer to PT.NAM AIR Aerodrome data.
6.5.2. TAKE-OFF ALTERNATE
a. If the weather conditions at the departure airport are below

landing minimums, the aircraft may not be release without a
specified takeoff Alternate on Dispatch release.
b. Additionally, the takeoff alternate weather conditions must meet

the alternate airport weather requirements.

CHAPTER 6
6.6. PROVISIONS OF OPERATIONS CONTROL
6.6.1. Operations Control Center
Flight Following (Flight watch) and flight operations services shall be

provided by operations control center operating for 24 hours.
Operations controller when advising a diversion to an aircraft in

flight, shall give the best airport available regarding continuation of
flight, flight operations services, ground handling, contact person,
the alternate fuel and all others relevant information.
In case of an emergency, both the PIC and Operations Control

Centre have responsibility to take any steps necessary to ensure the
safety of the flight.
6.6.2. Dispatch to / from refueling or provisional airport
No dispatcher may dispatch a flight to or from a refueling or

provisional airport unless the airport meets the requirement for a
regular and the flight is dispatched in aerodrome with the
requirement of a regular airport.
6.6.3. Take-off from unlisted and alternate airports
No dispatcher may dispatch a flight, nor may the pilot in command

take-off from any airport that is not approved by DGAC unless:
a. The airport related facilities are adequate for the operation of the
airplane.
b. It is possible to comply with all applicable operation limitations.
c. The flight is dispatched according to approved dispatching rules

applicable to operation from an approved airport.
6.6.4. Cancellation of Flight
When a flight is cancelled, the appropriate ATC unit responsible at

departure aerodrome shall be informed in due time to cancel the
stored flight plan concerned.

CHAPTER 7
FLIGHT FOLLOWING
TABLE OF CONTENT
7.1. REPORTING ............................................................................. 7 – 2
7.2. COMPOSITION OF CALL SIGNS ................................................. 7 – 2
7.3. LISTENING WATCH AND SELCAL WATCH..................................... 7 – 2
7.4. RECORD OF COMMUNICATIONS ............................................... 7 – 2
7.5. USE OF COMPANY CHANNEL ..................................................... 7 – 3
7.6. DISTRESS COMUNICATION ....................................................... 7 – 3
7.7. URGENCY COMMUNICATION ...................................................... 7 – 4
7.8. COMMUNICATION FAILURE........................................................ 7 – 5

CHAPTER 7
FLIGHT FOLLOWING
7.1. REPORTING
The time and level of passing a designated reporting point or otherwise

given reporting point, shall be reported by radio as soon as possible
through the Company frequency on:
• HF : …………… KHZ
Or
• VHF: …………… MHZ
7.2. COMPOSITION OF CALL SIGNS
For normal schedules flight the radio telephony (RTF) call sign shall consist
of the ….. abbreviation of the Company followed by the flight identification
number.
7.3. LISTENING WATCH AND SELCAL WATCH
During flight the aircraft station shall operate and maintain continues
listening on the Radio frequency of the appropriate ATC unit. The aircraft
station shall not cease listening watch, except for reasons of safety,
without informing the control radio station.
SELCAL or a similar automatic signaling device normally satisfies the

requirement to maintain listening watch. Where, on the basic of regional
air navigation agreements, this is not the case, aircraft will also need to
maintain an aural guard.
7.4. RECORD OF COMMUNICATIONS

(RADIO LOG)
A telecommunication log serves a protection, should the operator’s watch

activities be investigated. It may be required as legal evidence.
An aircraft station, when using RTF in direct communication with an
Aeronautical station need not maintain a communication log.
When working, however, with another aircraft or a Non-aeronautical

station, a radio log must be kept. On the back page of the flight plan, a
radio/communication log is provided for the Pilot’s said and convenience.
This space may be used to note clearance, weather and company
messages as received.

CHAPTER 7
FLIGHT FOLLOWING
7.5. USE OF COMPANY CHANNEL
All communications on Company channel shall, in principle, be initiated by

the pilot. First contact will be made when the aircraft position coming up
within VHF range of the Company ground station. After the aircraft has
transmitted its message, the ground station may send its information.
Company ground stations equipped with a radio HF device may directly

contact the aircraft in case of an urgent message.
Other Company ground stations shall ask the appropriate ATC unit for
requesting the aircraft to contact the ground station.
A Company ground station shall, however, not try to contact an aircraft in

takeoff or landing and approach phases of the flight.
Call signs of ground stations will consist of the Company abbreviation

followed by the name of the place or airport, whichever is the easiest way
to pronounce.
7.6. DISTRESS COMMUNICATION
An aircraft is in a distress condition, when it is threatened by serious

and/or imminent danger and required immediate assistance.
The RTF distress signal is the word “MAYDAY” preferably spoken three
time on the air- ground frequency in use.
Other ways of indicating a distress condition are:
• The activation of appropriate SSR mode and code, mode A or B and

code 7700.
• Transmitting the distress message on one of the following

emergency frequency :
- VHF : 121.50 MHZ ;
- HF : 6364 KHZ or 2182 KHZ.
If circumstance and time permit, the following information should be given

in the distress message:
• Name of addressee station.
• Identification of the aircraft.
• Nature of distress condition.

CHAPTER 7
FLIGHT FOLLOWING
• Intentions of Pilot in command.
• Present position, level and heading.
Distress communications have absolute priority over all other radio traffic,
other station shall not transmit on the frequency concerned until the
distress communication is ended or transferred to another frequency,
unless a station has render assistance.
As soon the distress condition is ended, the aircraft or the controlling

station shall cancel the distress phase.
7.7. URGENCY COMMUNICATION
This type of communication concerns the safety of an aircraft or other

vehicle or of a person on board or in sight not requiring immediate
assistance. The RTF urgency signal in the word “ PAN “, preferably spoken
three times on the air-ground frequency in use.
The following information should be contained in the urgency message:
• Name of station addressed.
• Identification of the aircraft.
• Nature of distress condition.
• Present position, flight level and heading.
• Any other useful information.
Urgency communications have priority over all other communication,

except distress communication; other station shall not interference with
the transmission of urgency traffic.

CHAPTER 7
FLIGHT FOLLOWING
7.8. COMMUNICATION FAILURE

Complete Radio failure.
Whenever complete radio failure during the flight occurs, the aircraft shall:
 Continue to fly in visual meteorological condition;
 Land at the nearest suitable aerodrome;
 Follow the specific communication failure from the Airport procedure.
 If the aircraft is equipped with ATC transponder equipment and

is operating in an area covered by secondary surveillance radar
station code 7600 indicating a radio communication failure, or
code 7700 indicating an emergency should be selected.
 Reports its arrival by the most expeditious means to the

appropriate air traffic control unit.
 If in IMC or when weather conditions are such that it does not

appear feasible to complete the flight in accordance with the
above, the aircraft shall.
 Proceed according to the current flight plan to the specified

clearance limit there after according to the intentions specified in
the current flight plan.
 Arrange the flight so as to arrive over the appropriate designated

navigational aid serving the aerodrome of intended landing at or
as closely as possible to the time of arrival resulting from the
current flight plan; and
 After arrival over the navigational aid specified above commence

descent at, or as closely as possible to expected approach time
last received and acknowledged, or if no expected approach time
has been received and acknowledged, or as closely as possible to
the time of arrival resulting from the current flight plan.

CHAPTER 8
SCHEDULE IRREGULARITTIES
TABLE OF CONTENT
8.1. RE-PLANNING DURING FLIGHT ................................................. 8 – 2
8.1.1. GENERAL ....................................................................... 8 – 2
8.1.2. SAFETY REQUIREMENTS .................................................. 8 – 2
8.1.3. RESPONSIBILITIES.......................................................... 8 – 2
8.2. PROCEDURES ........................................................................... 8 – 3
8.2.1. DELAY DEPARTURE.......................................................... 8 – 3
8.2.2. RECALL .......................................................................... 8 – 3
8.2.3. FLIGHT DIVERSION ......................................................... 8 – 4

CHAPTER 8
8.1. RE-PLANNING DURING FLIGHT
8.1.1. GENERAL
The following information provided for the necessary insight into the
procedures to be followed when considering a delay or diversion,
weather due to weather conditions or technical or commercial
reasons.
The decision weather or not delays or divert an aircraft, to which

extent or to where, will be governed by some principle rules
regarding the protection or reliability and economical considerations
for the Company’s day-to-day operations.
8.1.2. SAFETY REQUIREMENTS
 The performance of flights in accordance with standards for the,

regularity, punctually and service adequacy of all operations, is
of prime and equal importance to both the clients demands and
the Company’s economic circumstances.
 Deviation from these standards is permitted only to serve local

commercial interest in exceptional cases, or to complying force
major circumstances.
 In effecting these deviations, the interest of the majority of

clients should be served, but never to the extent to cause major
injury to the interest of other groups or clients or to the
Company’s economic circumstances.
8.1.3. RESPONSIBILITIES
 Within the prescribed limitations the head of an establishment is

responsible for the proper application of these rules with respect
to the acceptance of schedule deviations en-route for local
commercial reason,
 These matters will always be handling in concern with the person

as Dispatcher on-duty who responsibility to operations Director
and the Captain of the flight involved who is ultimately
responsible for the safety and the operational feasibility as a
whole.
 If the head of an establishment intends measures beyond the
prescribed limitations, the action will always be subject to the
decision of movement control if time circumstance permit.

CHAPTER 8
8.2. PROCEDURES
8.2.1. DELAYED DEPARTURE
No station Director (person as dispatcher duty officer) is changed

the dispatcher and/or Pilot in command with the establishment’s
responsibility for on time flight handling, in practice he will decide
whether intentionally delayed departure with the responsibilities and
limit laid down above for the purpose of meeting local commercial
interest are justified.
The responsibilities to delay beyond these limitations, in exceptional

cases, rest with the head of the establishment or sub establishment
concerned. In every case time and circumstance permit he has
obtain the approval from movement control.
8.2.2. RECALL
The measure of recalling a flight is a matter, which can only be

administrated with the extreme caution and only in extreme
circumstances.
Since the time factor in almost any case will prevent prior direction
from movement control, the head of an establishment is solely and
completely responsible for any such decision, bearing in mind the
far reaching effect of this measure on the reliability and economy of
operations.
8.2.3. FLIGHT DIVERSION
Since time will almost in any case permit, prior consultation the
decision to intentionally divert a flight for commercial reasons, e.g.
over flying stations where no load in committed or an intermediate
landing for reasons to the central direction of movement control, if
the procedure is not separately covered.
If not specified separate instructions, flights should principally divert

to the nearest alternate. This involves the least cost to the Company
with a view to its obligation to carry the passengers immediately
affected to their destination, if necessary by other means of
transport.
From both the majority of its customers and the Company’s own
point of view, it is not desirable to lay down further strict
procedures by which the diversion, caused by operational factors, to
the nearest alternate is made an imperative action.

CHAPTER 8
That is to say that, under certain circumstances, if continuation of

the flight to another alternate or to the next scheduled stops is
operationally feasible, this action may be preferable with a view to
securing connections or to meet other commercial requirements.
If time an circumstances permit, Movement control’s directions will

be included in the decision.
In case of in-flight diversions due to operational factors time and

communications may force the Captain to take a decision, based on
all the factors know to him, without consultation with a station or
with Movement Control.

CHAPTER 9
WEIGHT AND BALANCE
TABEL OF CONTENT
9.1. LOAD AND CENTER OF GRAFITY ............................................... 9 – 2
9.2. STANDARD LOAD SHEET AND LOAD MESSAGE ......................... 9 – 3
9.2.1. INTRODUCTION ............................................................. 9 – 3
9.2.2. COMPLETION OF LOAD SHEET ........................................ 9 – 3
9.2.3. TRAFFIC LOAD AND WEIGHT DISTRIBUTION ................... 9 – 4
9.2.4. EQUIPMENT IN COMPARTMENT ...................................... 9 – 4
9.2.5. SEATING CONDITION ..................................................... 9 – 4
9.2.6. BALANCE CONDITION .................................................. 9 – 4
9.3. RESPONSIBILITY FOR LOAD SHEET ......................................... 9 – 5
9.4. LOAD SHEET FORMS .............................................................. 9 – 6

CHAPTER 9
WEIGHT AND BALANCE
9.1. LOAD DISTRIBUTION AND CENTER OF GRAFITY
The Dispatcher is responsibility to arrange:
1) That the aircraft all-up takeoff weight is such that its performance can
meet the prescribed performance requirements in the conditions
expected to be encountered during flight.
2) That the all-up takeoff weight is accurate and that the center of gravity
of the loaded aircraft is within limits prescribed and will remain so
during the course of the flight including all foreseeable contingencies.
3) That the disposable load of the aircraft is distributed in accordance with

the load sheet or if no load sheet is required, in accordance with the
provisions of the flight manual.
4) That the load is property secured, special attention should be paid the
securing of any part of the load carries compartment to ensure that it
does not impede access to emergency exits and that it is securely
lashed down no weighty items should be stowed loose in overhead
stowage.
5) That the carriage of explosives or dangerous goods is property

authorized and that due precautions have been taken in its stowed.
6) The maximum structural weight for taxing, takeoff, landing and Zero
fuel are specified by the manufacturer in the aircraft flight manual.
7) The takeoff and landing weights must further comply with the aircraft
performance and if applicable with noise regulations.

CHAPTER 9
WEIGHT AND BALANCE
9.2. STANDARD LOAD SHEET AND LOAD MESSAGE

9.2.1. INTRODUCTION
Both the Load sheet and load message are compiled on the same
form (Load message sheet portion in the load sheet).
9.2.2. COMPLETION OF LOAD SHEET
The completion of the load sheet is normally the ground staffs duty.
In very exceptional cases, when no competent ground staffs is
available, the load sheet shall be completed by a crewmember and
be checked by the preceding station. On such occasions generally
the preceding station will have prepared a skeleton load sheet.
One copy of the load sheet shall be deposited with PT.NAM AIR or
its designated representative at the departure airport. Where this is
not possible, the copy shall be left with the aerodrome authority or
on record in a suitable place at the point of departure.
The following provides guidance on the completion of the load

sheet, figures or passenger and dead load already on board, may be
copied from the load sheet of the preceding station:
 Heading.
 Operating weight Column.
 Allowable Traffic Load calculation.
 Maximum weight for ramp, takeoff, landing and Zero Fuel
(see AOM of each aircraft type).
 Fuel : Additional fuel figures to
maximum Weights.
 Allowed Traffic load : Subtract Over Weight from the
lowest Allowed Ramp weight.

CHAPTER 9
WEIGHT AND BALANCE
9.2.3. TRAFFIC LOAD AND WEIGHT DISTRIBUTION
Indicate number of passengers per destination and totalized their

weight in the Totals line.
Indicate the weight of baggage, cargo and mail per destination and
per compartment. In the cargo load sheet a line for the cargo
weight will be found only.
In the TR line the weight of the transit load, copied from the
proceeding load sheet, can be inserted.
9.2.4. EQUIPMENT IN COMPARTMENTS
The weight of items, which are not included in the basic weight,
pantry weight, crew weight, or the weight of the traffic load, should
be specified as E.I.C (Equipment in Compartment).
The weight of E.I.C shall be included in the balance computation

together with the totals for the traffic load per compartments.
9.2.5. SEATING CONDITIONS
Specify per cabin section the number of passengers, children (not

infants) and crew and weight of the cargo loaded in the cabin, on
behalf of the balance computation.
If seat allocation is applicable, the seating conditions shall be

completed in accordance herewith. If free seating is applicable, the
distribution must be assumed to be in proportion to the number of
seats available per section or seating patterns must be use.
9.2.6. BALANCE CONDITION
 Basic index.
 Loaded Index.
 % M.A.C.
The number of the balance Chart used shall be started on the Load
Sheet under Notes 1.
 Last minutes Changes (L.M.C).
 Correct the balance condition, if affected.

CHAPTER 9
WEIGHT AND BALANCE
9.3. RESPONSIBILITY FOR LOAD SHEET
If departure airport where no PT.NAM AIR representative or Ground station

available, it is the duty of the Pilot to complete the load sheets for the
aircraft other than those with dispatcher.

CHAPTER 9
WEIGHT AND BALANCE
9.4. LOAD SHEET FORM

CHAPTER 10
DOCUMENT
TABLE OF CONTENT
10.1. GENERAL DECLARATION ........................................................ 10 – 2
10.2. DECLARATION OF HEALTH .......................................................10 – 3
10.3. CARGO MANIFEST ................................................................ 10 – 4
10.4. PASSENGER MANIFEST .......................................................... 10 – 5
10.5. FLIGHT DOCUMENTS ............................................................ 10 – 6
10.5.1. INTRODUCTION ........................................................... 10 – 6
10.5.2. SHIP’S PAPERS ........................................................... 10 – 6
Revision : 00 Date : August 2013 Page : 10 – 1

CHAPTER 10
DOCUMENT
10.1. GENERAL DECLARATION
The general declaration forms part of the journal and is a document for
both the inward and outward clearances of the aircraft with customs,
public health and immigration authorities.
The general declaration can be prepared by the ground staff, except for
the part declaration of health, which shall be prepared by the flight crew.
Apart from the specification of crew, passenger and cargo, the general
declaration can be used as declaration of health and for stating details of
de inspecting or sanitary treatment.
Requirements for items to be entered may vary from country to country,

two types of the general declaration may be found:
 The clearance copy, which is stamped by the customs authorities at the

departure station.
 The health copy, which is destined for the health authorities at the next
point of landing.
Sometimes a crew specification from stating crew particular only, replaces

the general declaration. Cases where a general declaration is required will
be published in the L I M.

CHAPTER 10
DOCUMENT
10.2. DECLARATION OF HEALTH
In the declaration of the health column of the general declaration, any

illness occurred during flight (not airsickness) or effects of accident should
be declared.
The captain is responsible for completion and signing the declaration of

health if so required as published in the L I M.

CHAPTER 10
DOCUMENT
10.3. CARGO MANIFEST
All cargo carried by the aircraft must be listed in the cargo manifest
completely including its weight, nature of goods and total collies.

CHAPTER 10
DOCUMENT
10.4 PASSENGER MANIFEST
A Passenger manifest is a list comprising of Passenger embark at a certain

station for carriage to their destinies.
For every flight must prepare a Passenger Manifest such as schedule flight,
charter flight, extra flight, etc. Consequently each station along the route
will prepare a new Manifest.

CHAPTER 10
DOCUMENT
10.5. FLIGHT DOCUMENTS
10.5.1. INTRODUCTION
The pilots in command shall ensure that the following documents

are correctly completed and signed:
 Aircraft technical log book.
 Operational flight plan.
 Load sheet.
 ATC fight plan
 Passenger manifest.
 Air waybill and cargo manifest.
 Any other documents or records required by local legislation
or by the customer.
10.5.2. SHIP’S PAPER
The Pilot in command shall ensure that the following documents

are carried on board the aircraft.
On all Flights.
 Copy of certificate of Airworthiness.
 Copy of certificate of Registration.
 Certificate of Maintenance.
 Copy of Aircraft Radio license.
 Copies of Insurance Cover Note.
 Air waybill.

CHAPTER 11
FORM
TABLE OF CONTENT
11.1. OPERATIONAL FLIGHT PLANING FORMS .................................... 11 – 2
11.2. DISPATCH RELEASE FORM .......................................................11 – 3
11.3. CARGO MANIFEST ................................................................ 11 – 4
11.4. NOTOC ................................................................................. 11 – 5
11.5. TAKE –AND LANDING DATA .................................................... 11 – 6
11.6. FAMILIARIZATION FLIGHT FORM ............................................ 11 – 7
11.7. FLIGHT DISPATCH LOG ........................................................... 11 – 8

CHAPTER 11
FORM
11.1. OPERATIONAL FLIGHT PLAN
11.2. DISPATCH RELEASE FORM

CHAPTER 11
FORM
11.3. CARGO MANIFEST

CHAPTER 11
FORM
11.4. NOTOC

CHAPTER 11
FORM
11.5. TAKE-OFF AND LANDING DATA

CHAPTER 11
FORM
11.6. FAMILIARIZATION FLIGHT FORM

CHAPTER 11
FORM
FOO OPERATING FAMILIARIZATION FLIGHT
DATE : A/C TYPE :

NAME : ROUTE :
FLIGHT NR :
ACTION
SUBJECT / ITEMS REMARKS
Y N
1.FLIGHT PREPARATION
A. Flight Documents
- ATC Flight Plan / Clearance
- Flt. Planing (Opr.Flt.Plan)
-Weather forecast
-Notam
B. Crew Briefing
C. Dispatch release (Procedures)
2.RAMP ACTIVITY
A. Aircraft availability
B. Aircraft preparation
- A/C Documents
- A/C Manuals
- Load Planing
3. IN FLIGHT (FLT.DECK OBSERVE)

A. Before pushback / during Taxi
- Record Actual Takeoff weight
- Record Temp. indicator
- Record Fuel Quantity Ind.
- Record Time of Pushback
- Record Taxi fuel consumption
B. During Takeoff & Climb
- Record time of line up
- Observed VSI
- Observed wind component
- Observed Nav. Aid (VOR, DME)
- Observed Temp. Ind.
- Observed Directional Gyro
- Climb Performance (Discuss)
C. Cruise
- Record time & fuel at TOC
- Record FL and speed
- Cruise Performance (Discuss )
D. Descent and Approach
- Record time & fuel at TOD
- Calculate Est. of LDW
- Observed ILS Procedures
- Observed Speed
E. Landing & Parking
- Observed Pilot Comm.
- Record fuel & time at Touch
- Record Time of Parking
- Record fuel after shut down
- Landing Performance (Discuss)
4. POST FLIGHT
A. De-briefing
B. Documents keeping
5. AIRPORT FACILITIES
A. Airport Cat.
B. Briefing Office
C. Tower / ATC , Met Office
D. Emergency Facilities
PILOT COMMENTS / SUGGESTION FLT. DISPATCHER CHIEF FOO
11.7. FLIGHT DISPATCH LOG

CHAPTER 11
FORM
FLIGHT DISPATCH LOG
Name :
NAM AIR License Nr :
START END
DATE TOTAL Remarks / Location
(UTC) (UTC)
Approved by Prepared by
( ) ( )

AMENDMENT RECORDS
AMENDMENT RECORDS
ISSUE REVISION EFFECTIVE ENTERED ENTERED

REMARK
NUMBER NUMBER DATE DATE BY
0 0 14-Aug-2013 14-Aug-2013 M.YUSRI.S
Revision : 00 Date : August 2013 Page : AR - 1

CONTROL PAGE
CONTROL PAGE
Page Revision Effective Date
Control Page Cp-1 00 14/08/2013

List Of Effective Pages Lep-1 00 14/08/2013
ISSUE - REVISION NUMBER : 00
This Flight Dispatch Manual which is part of Company Manual of NAM AIR has
been reviewed and found to meet all applicable requirements set forth in the Civil
Aviation Safety Regulation (CASR).
Jakarta,
On behalf of Director of Airworthiness and Aircraft Operations
Revision : 00 Date : August 2013 Page : CP - 1

LIST OF EFFECTIVE PAGES
PAGE ISSUE-REV. DATE PAGE ISSUE-REV. DATE
Chapter - 0 3 00 14-Aug-2013
4 00 14-Aug-2013
CP-1 00 14-Aug-2013
AR-1 00 14-Aug-2013 Chapter - 2
LEP-1 00 14-Aug-2013
LEP-2 00 14-Aug-2013 1 00 14-Aug-2013
LEP-3 00 14-Aug-2013 2 00 14-Aug-2013
FW-1 00 14-Aug-2013 3 00 14-Aug-2013
SC-1 00 14-Aug-2013 4 00 14-Aug-2013
SC-2 00 14-Aug-2013
MD-1 00 14-Aug-2013 Chapter - 3
MD-2 00 14-Aug-2013
TOC-1 00 14-Aug-2013 1 00 14-Aug-2013
TOC-2 00 14-Aug-2013
TOC-3 00 14-Aug-2013 Chapter - 4
TOC-4 00 14-Aug-2013
TOC-5 00 14-Aug-2013 1 00 14-Aug-2013
2 00 14-Aug-2013
Chapter - 1 3 00 14-Aug-2013
4 00 14-Aug-2013
1 00 14-Aug-2013
2 00 14-Aug-2013
Chapter - 5 7 00 14-Aug-2013
8 00 14-Aug-2013
1 00 14-Aug-2013 9 00 14-Aug-2013
2 00 14-Aug-2013 10 00 14-Aug-2013
3 00 14-Aug-2013 11 00 14-Aug-2013
4 00 14-Aug-2013 12 00 14-Aug-2013
Revision : 00 Date : August 2013 Page : LEP - 1

5 00 14-Aug-2013
Chapter - 9
Chapter - 6
1 00 14-Aug-2013
1 00 14-Aug-2013 2 00 14-Aug-2013
2 00 14-Aug-2013 3 00 14-Aug-2013
3 00 14-Aug-2013 4 00 14-Aug-2013
5 00 14-Aug-2013
Chapter - 7 6 00 14-Aug-2013
7 00 14-Aug-2013
1 00 14-Aug-2013 8 00 14-Aug-2013
2 00 14-Aug-2013 9 00 14-Aug-2013
Chapter - 8 Chapter - 10
1 00 14-Aug-2013 1 00 14-Aug-2013
2 00 14-Aug-2013 2 00 14-Aug-2013
3 00 14-Aug-2013 3 00 14-Aug-2013
4 00 14-Aug-2013 4 00 14-Aug-2013
5 00 14-Aug-2013
6 00 14-Aug-2013

Chapter - 11 7 00 14-Aug-2013
8 00 14-Aug-2013
1 00 14-Aug-2013 9 00 14-Aug-2013
2 00 14-Aug-2013
3 00 14-Aug-2013 Chapter - 14
4 00 14-Aug-2013
5 00 14-Aug-2013 1 00 14-Aug-2013


6 00 14-Aug-2013 2 00 14-Aug-2013
7 00 14-Aug-2013 3 00 14-Aug-2013
8 00 14-Aug-2013
Chapter - 15
Chapter - 12
1 00 14-Aug-2013
1 00 14-Aug-2013 2 00 14-Aug-2013
2 00 14-Aug-2013
3 00 14-Aug-2013 Chapter - 16
4 00 14-Aug-2013
5 00 14-Aug-2013 1 00 14-Aug-2013
Chapter - 13
1 00 14-Aug-2013
2 00 14-Aug-2013
4 00 14-Aug-2013
5 00 14-Aug-2013
6 00 14-Aug-2013

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FLIGHT DISPATCH MANUAL

The FLIGHT DISPATCH MANUAL of PT. NAM AIR is published as guidelines of

Any comments or suggestions for improvement relating to the contents of the

Jakarta, August 2013

PT. NAM AIR

CAPT. DANIEL ADHITYA

Revision : 00 Date : August 2013 Page : FW – 1

1.1. DEFINITIONS ........................................................................ 1 – 2

Revision : 00 Date : August 2013 Page : 1-1

DISPATCH CONCEPT – Means of sharing responsibilities between Flight

FLIGHT FOLLOWING – Means maintaining current information on the

OPERATIONAL CONTROL – Is the exercise of the authority over the

OPERATIONAL FLIHGT PLAN – Is the company’s document provided for

Revision : 00 Date : August 2013 Page : 1-2

1.2. DISPATCHER QUALIFICATION

Flight dispatcher employed by PT.NAM Air are trained and

PT.NAM Air Dispatchers are to perform all duties concerning

PT.NAM Air will attached a Dispatcher to out Station, where no

1.2.2. SEGMENT OF OPERATION

However, a flight dispatcher who is qualified to dispatch aircraft

In performing his duties a Dispatcher must have fully knowledge

a. Aircraft Performance, a general description of the aircraft

b. Weight and balance computation, including determining of

c. Flight planning, including the selection of departure airport,

Revision : 00 Date : August 2013 Page : 1-3

e. ATC procedures and local regulations

f. Navigation and use of navigation aid, including instrument

g. Communication system, including the characteristic of those

h. Meteorology, including various types of weather information

Revision : 00 Date : August 2013 Page : 1-4

1.3. MAINTAIN CURRENT QUALIFICATION

A Flight Dispatcher of PT.NAM AIR shall not conduct or serve as dispatcher

A. Has satisfactorily completed ground training / refreshing (Including

In order to maintain and/or to update the proficiency, dispatcher shall

The task of performing the proficiency check may be delegated to the

Revision : 00 Date : August 2013 Page : 1-5

To regain his/her qualification, disqualified Flight Operations Officer license

Revision : 00 Date : August 2013 Page : 1-6

1.5. DUTY TIME LIMITATIONS

1.5.2. DISPATCHER DUTY TIME LIMITATION

Refers to CASR section 121.465, except in case of where

Revision : 00 Date : August 2013 Page : 1-7

1.6. REST PERIOD REQUIREMENTS

1.6.2. REST TIME REQUIREMENT

Revision : 00 Date : August 2013 Page : 1-8

2.1. GENERAL ................................................................................ 2 – 2

2.1.1. OBJECTIVES .................................................................. 2 – 2

2.1.2. PROCEDURES IMPLIMENTATION ...................................... 2 – 2

2.1.3. DISPATCHER DUTIES ...................................................... 2 - 2

2.2. MAIN DUTY ............................................................................. 2 - 3

2.4. FLIGHT DISPATCHER SUPERVISOR ............................................. 2 - 5

2.5. DISPATCHER STRUCTURE CHART .............................................. 2 – 6

2.6. FUEL POLICY ......................................................................... 2 – 7

2.6.1. DEFINITIONS ................................................................ 2 – 8

2.6.2. APPLICATION ................................................................ 2 – 9

2.6.3. DOMESTIC FLIGHT FUEL POLICY ...................................2 – 11

2.6.4. INTERNATIONAL FLIGHT FUEL POLICY ........................... 2 - 12

Revision : 00 Date : August 2013 Page : 2-1

Conducting, preparation, establishment of flight safety, crew

2.1.2 PROCEDURES IMPLEMENTATION

Procedures that use in Operational control are ICAO Annex 6 part 1,

2.1.3 DISPATCHER DUTIES

 Duty time limitation