Document No : BT-CM-02.

08
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

(PT BATAM TEKNIK)

AIRCRAFT MAINTENANCE PROCEDURE

MANUAL
DOCUMENT No. BT-CM-02.08
Issue 2 Revision 2, issued dated 19 December 2023
 Page : 0-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

PART 0 - GENERAL

Part: 0 Paragraph 0.1

 Page : 0.1-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

INTRODUCTION

This manual defines procedures that will be utilized in compliance with the aviation authority
requirements, company policies/procedures and technical manuals to perform at Base
Maintenance and Line Maintenance activities to the aircraft customers under their company
Fleet Management Programs.

This manual contains guidelines & information mainly pertaining to the Maintenance activities
with acknowledgment from Batam Aero Technic Management as stated in Management
Commitment.

This manual is part of the company procedures manual level 2 which applicable to Base
Maintenance & Line Maintenance activities to handle aircraft customers of Batam Aero Technic.
This manual is identified by Quality Department as document number BT-CM-02.08 Below is
shown the description of the manual document number as follow:

BT – CM – 02. 08

Designated control number for Aircraft

Maintenance Procedure Manual

Designated document number in Level 1,2,3

Abbreviated of Company Manual Batam Aero

Technic.

Stand for company name Batam Aero Technic

The procedures in this manual cover company requirements and policies/procedures prescribed
in AMOQSM and others document level 1. It is the responsibility of Manual Holder to know the
information contained and maintain it. The information contained in this manual is proprietary
to Lion Group. It is strictly prohibited to reveal its contents to persons not associated with Batam
Aero Technic business, without written authority from Batam Aero Technic Accountable
Manager.

This manual fulfills the needs of correct and concise information for day to day aircraft
maintenance activities. Under certain circumstances, it may be necessary to deviate from the
requirements/procedures stated in the manual. When such situation arises, the deviation shall
be approved by Head of Quality with acknowledgement and concurrence of the aircraft
customers.

Part: 0 Paragraph 0.1

 Page : 0.2-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

TABLE OF CONTENTS

PART 0 - GENERAL ................................................................................................................ 0-1

INTRODUCTION................................................................................................................0.1-1
TABLE OF CONTENTS .......................................................................................................0.2-1
MANAGEMENT COMMITMENT .......................................................................................0.3-1
LIST OF ISSUE / REVISION .................................................................................................0.4-1
LIST OF EFFECTIVE PAGES ................................................................................................0.5-1
DISTRIBUTION LIST...........................................................................................................0.6-1
DEFINITIONS AND ABREVIATIONS ...................................................................................0.7-1
PART 1 - AIRCRAFT MAJOR MAINTENANCE ........................................................................... 1-1
GENERAL ..........................................................................................................................1.1-1
AIRCRAFT ARRIVAL...........................................................................................................1.2-1
PRELIMINARY INSPECTION...............................................................................................1.3-1
MAINTENANCE PERFORM................................................................................................1.4-1
FINAL INSPECTION ...........................................................................................................1.5-1
MAINTENANCE RELEASE ..................................................................................................1.6-1
MAINTENANCE RECORD ..................................................................................................1.7-1
PART 2 - AIRCRAFT MINOR MAINTENANCE ........................................................................... 2-1
GENERAL ..........................................................................................................................2.1-1
AIRCRAFT PREFLIGHT, DAILY, WEEKLY AND SERVICE CHECKS ..........................................2.2-1
AIRCRAFT ON TRANSIT .....................................................................................................2.3-1
PART 3 - TECHNICAL HANDLING ............................................................................................ 3-1
AIRCRAFT TECHNICAL LOG HANDLING PROCEDURE ........................................................3.1-1
AIRCRAFT TECHNICAL MANUAL PUBLICATION AND LIBRARY SYSTEM ............................3.2-1
AIRCRAFT COMPONENT AND PART HANDLING DURING MAINTENANCE ........................3.3-1
TOOLS AND EQUIPMENT .................................................................................................3.4-1
NON-ROUTINE ITEMS / AIRCRAFT MAINTENANCE DEFECT HANDLING ...........................3.5-1
DAMAGE ASSESSMENT, RECTIFICATION AND HANDLING................................................3.6-1
DEFECT DEFERRAL............................................................................................................3.7-1
CABIN MAINTENANCE DEFECT HANDLING ......................................................................3.8-1
CABIN MAINTENANCE DEFECT RECTIFICATION ...............................................................3.9-1
CABIN DEFERRED MAINTENANCE HANDLING ................................................................3.10-1
CABIN INTERIOR EQUIPMENT HANDLING ......................................................................3.11-1
PART 4 - SPECIAL HANDLING ................................................................................................. 4-1

Part: 0 Paragraph 0.2

 Page : 0.2-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

TEST FLIGHT .....................................................................................................................4.1-1

ENGINE RUN UP ...............................................................................................................4.2-1
AIRCRAFT REFUELING & DEFUELING................................................................................4.3-1
AIRCRAFT JACKING...........................................................................................................4.4-1
AIRCRAFT STRUCTURE REPAIR .........................................................................................4.5-1
AIRCRAFT PAINTING ........................................................................................................4.6-1
AIRCRAFT WATER AND WASTE ........................................................................................4.7-1
CRITICAL TASKS / REQUIRED INSPECTION ITEM...............................................................4.8-1
ROBBING PROCEDURE .....................................................................................................4.9-1
GROUND COCKPIT COMMUNICATION ...........................................................................4.10-1
AIRCRAFT PUSHBACK PROCEDURE ................................................................................4.11-1
AIRCRAFT TOWING PROCEDURE ...................................................................................4.12-1
PART 5 - REPORTING ............................................................................................................ 5-1
WORK TURN OVER REPORT .............................................................................................5.1-1
DAILY ACTIVITY REPORT ...................................................................................................5.2-1
TECHNICAL DELAY REPORT ..............................................................................................5.3-1
ACCIDENT / INCIDENT REPORT ........................................................................................5.4-1
HAZARD REPORTING ........................................................................................................5.5-1
NOTIFICATION OF MAINTENANCE DATA INACCURICIES AND AMBIGUITIES ...................5.6-1

Part: 0 Paragraph 0.2

 Page : 0.4-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

LIST OF ISSUE / REVISION

Retain this record page in this manual. Upon receipt of new revision, removed the affected
pages and insert the revised pages. Write issue number, revision number, issue date, insertion
date, name and signature of person incorporating the revision on the appropriate record of
revision column.

Issue 1 Revion 0 dated 03 February 2022

 Re-issued new format manual from BMPM & LMPM
Issue 2 Revion 0 dated 17 january 2023
 Chapter 2.3 Aircraft on Transit
Additional with handling for Tail Prop, pitot static & latches of engine cowling for ATR.
 Chapter 2.4 Aircraft on Night Stop
To be deleted.
 Chapter 3.3. Aircraft Component & part Traceability
Sub Chapter 3.3.2.1 Issuing component or material part and Sub chapter 3.3.2.2 Loan Tools
to be cover by to MTSPM.
 Chapter 3.4 Lost or damage Tool and Equipment to be added.
 Chapter 3.7 Defect Deferral to be added
 Chapter 3.8 cabin Maintenance Defect handling to be added
 Chapter 3.9 Cabin Maintenance Defect Rectification to be added
 Chapter 3.10 Cabin Deferred Maintenance Handling to be added
 Chapter 3.11 Cabin Interior Equipment Handling to be added
 Chapter 4.10 Ground Cockpit Communication to be added
 Chapter 4.11 Aircraft Pushback Procedure to be added
 Chapter 4.12 Aircraft Towing Procedure to be added

Issue 2 Revion 1 dated 26 April 2023

 Revision Chapter 4.10 Ground Cockpit Communication According with ICAO Annex 2
 Chapter 3.4 Tools and Equipment Procedure to be added
Issue 2 Revion 2 dated 19 December 2023
 Chapter 5.2.3 Additional of maintenance data entry in daily activity at hangar Batam (BTH)
 Replacement Trax system with EMRO system at relevant chapter (Ch. 1.6, Ch. 3.2, Ch. 3.4,
Ch. 3.5, Ch. 3.10, Ch. 4.9 and Ch. 5.2)

Part: 0 Paragraph 0.4

 Page : 0.5-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

LIST OF EFFECTIVE PAGES

Chapter Number Page Number Issue number Revision Number Date

Chapter 0
0.1 0.1-1 2 0 17 January 2023
0.2-1 2 0 17 January 2023
0.2
0.2-2 2 0 17 January 2023
0.3 0.3-1 2 0 17 January 2023
0.4 0.4-1 2 2 19 December 2023
0.5-1 2 2 19 December 2023
0.5-2 2 2 19 December 2023
0.5
0.5-3 2 2 19 December 2023
0.5-4 2 2 19 December 2023
0.6 0.6-1 2 0 17 January 2023
0.7 0.7-1 2 0 17 January 2023
Chapter 1
1.1 1.1-1 2 0 17 January 2023
1.2-1 2 0 17 January 2023
1.2
1.2-2 2 0 17 January 2023
1.3 1.3-1 2 0 17 January 2023
1.4-1 2 0 17 January 2023
1.4
1.4-2 2 0 17 January 2023
1.5 1.5-1 2 0 17 January 2023
1.6 1.6-1 2 2 19 December 2023
1.7 1.7-1 2 0 17 January 2023
Chapter 2
2.1 2.1-1 2 0 17 January 2023
2.2 2.2-1 2 0 17 January 2023
2.3 2.3-1 2 0 17 January 2023
Chapter 3
3.1-1 2 0 17 January 2023
3.1-2 2 0 17 January 2023
3.1 3.1-3 2 0 17 January 2023
3.1-4 2 0 17 January 2023
3.1-5 2 0 17 January 2023
3.2 3.2-1 2 2 19 December 2023
3.3-1 2 0 17 January 2023
3.3
3.3-2 2 0 17 January 2023
3.4 3.4-1 2 2 19 December 2023

Part: 0 Paragraph 0.5

 Page : 0.5-2
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

Chapter Number Page Number Issue number Revision Number Date

3.4 3.4-2 2 2 19 December 2023
3.5-1 2 2 19 December 2023
3.5-2 2 2 19 December 2023
3.5
3.5-3 2 2 19 December 2023
3.5-4 2 2 19 December 2023
3.6-1 2 0 17 January 2023
3.6 3.6-2 2 0 17 January 2023
3.6-3 2 0 17 January 2023
3.7-1 2 0 17 January 2023
3.7
3.7-2 2 0 17 January 2023
3.8 3.8-1 2 0 17 January 2023
3.9 3.9-1 2 0 17 January 2023
3.10-1 2 2 19 December 2023
3.10
3.10-2 2 2 19 December 2023
3.11 3.11-1 2 0 17 January 2023
Chapter 4
4.1 4.1-1 2 0 17 January 2023
4.2-1 2 0 17 January 2023
4.2 4.2-2 2 0 17 January 2023
4.2-3 2 0 17 January 2023
4.3-1 2 0 17 January 2023
4.3-2 2 0 17 January 2023
4.3
4.3-3 2 0 17 January 2023
4.3-4 2 0 17 January 2023
4.4-1 2 0 17 January 2023
4.4
4.4-2 2 0 17 January 2023
4.5-1 2 0 17 January 2023
4.5-2 2 0 17 January 2023
4.5
4.5-3 2 0 17 January 2023
4.5-4 2 0 17 January 2023
4.6-1 2 0 17 January 2023
4.6
4.6-2 2 0 17 January 2023
4.7-1 2 0 17 January 2023
4.7
4.7-2 2 0 17 January 2023
4.8 4.8-1 2 0 17 January 2023
4.9-1 2 2 19 December 2023
4.9 4.9-2 2 2 19 December 2023
4.9-3 2 2 19 December 2023

Part: 0 Paragraph 0.5

 Page : 0.5-3
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

Chapter Number Page Number Issue number Revision Number Date

4.10-1 2 1 26 April 2023
4.10-2 2 1 26 April 2023
4.10-3 2 1 26 April 2023
4.10-4 2 1 26 April 2023
4.10-5 2 1 26 April 2023
4.10-6 2 1 26 April 2023
4.10-7 2 1 26 April 2023
4.10-8 2 1 26 April 2023
4.10 4.10-9 2 1 26 April 2023
4.10-10 2 1 26 April 2023
4.10-11 2 1 26 April 2023
4.10-12 2 1 26 April 2023
4.10-13 2 1 26 April 2023
4.10-14 2 1 26 April 2023
4.10-15 2 1 26 April 2023
4.10-16 2 1 26 April 2023
4.10-17 2 1 26 April 2023
4.11-1 2 0 17 January 2023
4.11-2 2 0 17 January 2023
4.11
4.11-3 2 0 17 January 2023
4.11-4 2 0 17 January 2023
4.12-1 2 0 17 January 2023
4.12 4.12-2 2 0 17 January 2023
4.12-3 2 0 17 January 2023
Chapter 5
5.1-1 2 0 17 January 2023
5.1
5.1-2 2 0 17 January 2023
5.2-1 2 2 19 December 2023
5.2
5.2-1 2 2 19 December 2023
5.3-1 2 0 17 January 2023
5.3
5.3-2 2 0 17 January 2023
5.4 5.4-1 2 0 17 January 2023
5.5-1 2 0 17 January 2023
5.5
5.5-2 2 0 17 January 2023
5.6 5.6-1 2 0 17 January 2023

Part: 0 Paragraph 0.5

 Page : 0.6-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

DISTRIBUTION LIST

The Aircraft Maintenance Procedures Manual (AMPM) distributed either in soft copy (internal
network) in address http://192.168.180.210/batmis/ with username and password : ID No. or
in hard copy (Paper) formats.

The manual distribution arrangements to include manual format are carried out by Technical
Publication to manual holder as following below :

COPY
HOLDER FORMAT
NUMBER
Original Quality Assurance BAT Soft Copy & PAPER

Copy No. 1 DGCA DGCA Network

Copy No. 2 Board of Director/Accountable Manager BAT Internal Network

Copy No. 3 All Department BAT Internal Network

Copy No. 4 Customer – Lion Air Internal Network

Copy No 5 Customer – Wing Air Internal Network

Copy No. 6 Customer – Angkasa Super Service Internal Network

Copy No. 7 Customer – Batik Air Internal Network

Copy No. 8 Customer – Angkasa Aviation Academy Internal Network

Copy No. 9 Customer – Super Air Jet Internal Network

Part: 0 Paragraph 0.6

 Page : 0.7-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

DEFINITIONS AND ABREVIATIONS

A/C REG : Aircraft Registration

AFML : Aircraft Flight Maintenance Log
AMEL : Aircraft Maintenance Engineer License
AMOQSM : Approved Maintenance Organization and Quality System Manual
APU/GPU : Auxiliary Power Unit / Ground Power Unit
ATA : Air Transportation Association ; Actual Time Arrival
ATD : Actual Time Departure
CBM : Cabin Base Maintenance
CML : Cabin Maintenance Log
CMM : Component Maintenance Manual
CPM : Company Procedure Manual
CSN : Cycle Since New
CSO : Cycle Since Overhaul
DMI : Deferred Maintenance Item
ERI : Electric, Radio and Instrument
ESN : Engine Serial Number
ETA : Estimated Time Arrival
ETD : Estimated Time Departure
FDC : Flight Dispatch Control
SRM : Structure Repair Manual

Part: 0 Paragraph 0.7

 Page : 0-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

PART 1 - AIRCRAFT MAJOR MAINTENANCE

Part: 1 Paragraph 1.1

 Page : 1.1-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

GENERAL

Aircraft major maintenance is any maintenance or modification on aircraft that have been
temporarily removed from the flight schedule. The types of maintenance are scheduled checks
from ‘A’ Checks/Phase Check and above the ‘A’ Checks/ Phase Check, modifications of aircraft
or aircraft systems by service bulletin, airworthiness directive, or engineering order, special
inspections required by the airline, FAA, or other operational conditions, painting of aircraft,
and aircraft interior modifications.

Generally, aircraft major maintenance is performed in base maintenance area, but for the ‘A’
Check/Phase Check, it can be performed in line maintenance area that has been approved and
listed on Capability List BT-CM-01.04

Part: 1 Paragraph 1.1

 Page : 1.2-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT ARRIVAL

PURPOSE
This procedure describes how to prepare and ensure technical handling for aircraft arrival.

PROCEDURE
Base Maintenance
1. Preparation for Aircraft Arrival (Hangar).
Personal In Charge (PIC):
a. Checks/coordinates to related department for the availability of the hangar
capacity to determine the proper slotting.
b. Ensures the required Tools & Equipment have been available and/or positioned
to the reserved space/slot for the aircraft.
c. Prepares and makes the allocated space and floor are free from any foreign
object damage.
d. Coordinate to the assigned PPC function personnel that all the Gant/barn charts
are available for technical personnel/section head on aircraft arrival.

2. Aircraft Arrival
Tow Truck Driver:
a. Upon arrival of the customer aircraft at the airport terminal should be towed into
the Batam Aero Technic facility.
b. Park the aircraft on the designated area that required washing and cleaning prior
to the induction to the hangar.
c. Tow the aircraft inside the hangar and make sure it has secured by enough
chocks on the wheels.

3. Ground-to-Cockpit Communications
Suitable Qualified Person:
a. Uses communication headset during aircraft arrival and towing to the Batam
Aero Technic facility.
b. This type of communication will be engaged during process to avoid accident,
damaged, stoppage, functional check such as landing gear retraction/extension
test, run-up and others.
c. Engineer/mechanic in-charge is responsible that the unit is always can be
operate normally

Line Maintenance
1. Preparation for Aircraft Arrival
Engineer/Mechanic:
a. Checks Aircraft Movements Board for aircraft assignment and other
flight/technical handling details.
b. Evaluates Maintenance Message.
c. Prepares and makes available at the arrival bay necessary resources such as
tools, servicing equipment for the specific type and hydraulic/engine oil (as
required).

Part: 1 Paragraph 1.2

 Page : 1.2-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

d. Ensures assigned parking bay is clear from all obstructions including FOD and
checks the ground for left over oil, hydraulic fluid, etc. If the bay is not clean,
informs the airport authority immediately. Ensures the aero bridge is fully
retracted and the wheels are correctly parked within the white boxes (refer to
Applicable Apron Regulation).
e. Ensures the necessary ground equipment such as wheel chocks and other
necessary aircraft ground support equipment are located on the designated
location.

2. Aircraft Arrival
Suitably Qualified Person (engineer/mechanic) performs ground to cockpit
communication:
a. Uses communication headset to advice flight crew in cockpit of ground team’s
presence and communication with the flight crew. For aircraft with APU
unserviceable, allows one of two engines to remain running until the ground
power unit is connected and powering the aircraft.
b. Head set man informs the flight crew that the wheel chocks are in position.
c. Head set man asks the flight crew about the aircraft condition.

Part: 1 Paragraph 1.2

 Page : 1.3-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

PRELIMINARY INSPECTION

SCOPE
This procedure is only for major maintenance.

PROCEDURE
1. Quality Control Inspector in Base Maintenance & Line Maintenance perform
preliminary inspection using Preliminary Inspection Form (BT-ASF-023).
2. If any defect/damage is found, the finding shall be written and issue preliminary defect
report using Maintenance Defect Rectification Report Form (BT-RRF-010) by Engineer
before maintenance performed.
3. Any damaged/findings found not included in the customer work scope document must
coordinate to PPC function to communicate with customer.

DOCUMENTS AND RECORD

1. Preliminary Inspection Form (BT-ASF-023)
2. Maintenance Defect Rectification Report Form (BT-RRF-010)

Part: 1 Paragraph 1.3

 Page : 1.4-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

MAINTENANCE PERFORM

PURPOSE
Maintenance is the process of ensuring that a system continually performs its intended
function at its designed-in level of reliability and safety. Maintenance must be
performed by appropriately trained and qualified maintenance personnel. Each
maintenance task must thereafter be certified by appropriate engineer.

PROCEDURE
1. PIC and/or PPC function ensure that all tools & equipment required during the
work process/activity are available and in good condition. It is prohibited to use
personal tools when perform maintenance.
2. During perform maintenance, personnel shall use approved and current technical
data, this explained in detail on chapter 3.2.
3. Manpower who will be assigned to cover each task are sufficient and capable as
required in skill requirements. The Leader of respective group ensures the task
cards assigned to them on the daily basis have been reviewed and evaluated to
another requirement such as tools, document reference, and material/part.
4. Engineer in charge ensures completed task/work sheet at the end of the shift are
proper accomplished such as data, signature, stamp and ensure the availability of
appropriate references documents.
5. During maintenance, if engineer found any discrepancy or defect, shall perform
defect handling in accordance with chapter 3.4.
6. If engineer cannot perform the task, inform to PPC function for task deferral
process.
7. Major defect that not covered in the aircraft document manuals will be referred
to engineering for proper evaluation and coordination to the aircraft
manufacturer, and then engineering publication will issue to cover of it.
8. Engineer will coordinate to other group if the task will perform related to other
group to avoid redundancy such as panel opening, functional and others, in
accordance with chapter 5.1.
9. PPC function will monitor the progress of the on-going check done to the aircraft
and make a daily report to all departments concerned.
10. The contents of work packaged may consist AD’s, SB’s, CPCP, SSIP, EA, EI, Hard
time component removal and others will be handled base on the publication
coverage, worksheet and task card.
11. The painting requirement based on the content of the work packaged. This
process will undertake of the qualified/skill personnel with a proper document
references, approved materials, tools and equipment (refer to special process).
12. The engine removal/installation based on the content work packaged. This task is
also undertaking with full consideration of personnel skill, materials, tools,
equipment and proper documents references. Run up requirement is based on
the approved procedures (if required). (refer to special process)
13. Other special process is as called by task card reference in which the facility is not
capable will be subcontracted to the certified/uncertified maintenance
contractor.

Part: 1 Paragraph 1.4

 Page : 1.4-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

14. After the maintenance, the aircraft might need Test Flight. The PIC will
responsible in preparing all the aircraft requirements for the intended test flight
such as preflight check, refueling, technical personnel onboard and others. (refer
to special process)
15. The safety program is being implemented by the company should be adhered by
the all personnel.

Part: 1 Paragraph 1.4

 Page : 1.5-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

FINAL INSPECTION

PURPOSE
Final Inspection is performed after maintenance package for major inspection is
carried out.
This procedure describes the final inspection before Return to Service (RTS) by
authorized personnel.

PROCEDURE
1. Once completion of all tasks content on the package (routine/no routine, repair or
others), prior to aircraft power ON, PIC ensure that all panels are secured and closed
properly as preparation of the system required functional checks.
2. It is the responsibility of engineer to ensure the availability of the documents
references if all functional system check carried out.
3. If it is necessary, customer service should properly coordinate the test flight to the
Air Carrier customer for their pilot crew availability.
4. The PIC will responsible in preparing all the aircraft requirements for the intended
test flight such as preflight check, refueling, technical personnel on board and
others.
5. If there are any deferred items prior to the certification of the whole packaged,
should be discuss to the customer Technical representative and Quality Department
for proper disposition.
6. Quality Control Inspector in Base maintenance or Quality Control Inspector in Line
maintenance reviews the all packaged and ensures the maintenance was compiling
based on the regulatory requirements, using Final Inspection Form (BT-ASF-022) has
included in maintenance package.

DOCUMENTS AND RECORD

Preliminary Inspection Form (BT-ASF-023)

Part: 1 Paragraph 1.5

 Page : 1.6-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

MAINTENANCE RELEASE

PURPOSE
Maintenance release is used to state that the aircraft is in airworthy condition and safe
for operation after following a maintenance return to service, that work has been
performed in accordance with Maintenance Program/Aircraft Maintenance Manual.

This procedure is to ensure the aircraft maintenance has been completed and declared
serviceable prior to its release, and must be provided by the pertinent documents in
compliance to the regulatory and company procedures.

PROCEDURE
Before release return to service, authorized/certifying personnel shall:
1. Ensure all task card and work order has been accomplished, both in documentation
in hard copy and EMRO. All maintenance are carried out properly.
2. Certifying personnel who will sign-off the RTS form, must check the aircraft and
review its work package, to ensure no unknown condition exist which makes the
aircraft become un-airworthy and ensure the administration is correct.
3. No Airworthiness Directives exceeding its limitation.
4. Any finding must be rectified and recorded in Aircraft Maintenance Logbook or
transferred to Deferred Maintenance Item prior to release return to service.
5. If the defect rectification requires co-operation of different ratings (Airframe,
Engine, Electric or Avionics), the appropriate engineer whose action will rectify the
defect, will sign-off the return to service.
6. Engineer certifies aircraft maintenance return to service and should be record in
the customer Air Carrier (AFML).
7. Aircraft return to service is done by signing 'return to Service' block as appropriate
in the customer technical log indicating date, name & authorization number, and
Batam Aero Technic CASR 145 approval number.
8. The release to service ‘Certifies that the work specified, except as otherwise
specified, was carried out in accordance with CASR 145 and in respect to that work
the aircraft is considered ready for release to service’.
9. Reference should be made to Batam Aero Technic CASR 145 approval number.

Part: 1 Paragraph 1.6

 Page : 1.7-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

MAINTENANCE RECORD

PURPOSE
This procedure provides guideline for job cards and work package reporting and
handling that have been performed.

PROCEDURE
1. All of Work Package that have been done and any finding (if any) send to PPC
function & Technical Record for proper accountability as part of the aircraft
schedule check documents.
2. All check document with form Summary of accomplishment Work (BT-PCF-017)
3. Keeps the Work Package including inspection finding (if any) in the filling per
company established procedures.
4. Details for reporting and record of this procedure is covered under PPC function &
Technical Record Manual.
5. All the original documents pertain the scheduled check of the involved aircraft will
be turned over to the customer Air carrier within two weeks or in accordance
agreement with customer. An advance, copy of document has been providing to
the customer upon aircraft delivery.
6. The proper documentation and recording will base on the applicable company
procedures.

Part: 1 Paragraph 1.7

 Page : 1-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

PART 2 - AIRCRAFT MINOR MAINTENANCE

 Page : 2.1-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

GENERAL

Aircraft minor maintenance is performed in line maintenance work area. The kind of work done
by line maintenance is any maintenance that can be done on the aircraft in service without
taking them out of service; i.e., without removing them from flight schedule.
This includes from daily, transit, weekly or preflight checks, depend on customer’s air carrier
Maintenance Program.

Note: ‘A’ checks/ Phase Check can be performed in Line Maintenance’s work area but it is
described on chapter Aircraft Major Maintenance.

If maintenance is required by an aircraft in service and such support is not available at the
aircraft’s current location, maintenance may be deferred – all other requirements being met.
The deferral will be handled by customer and they will schedule the work for another outstation
or the home base wherever the appropriate time, facilities, and man-power exist. These
deferrals must be in accordance with MEL and CDL requirement.

Daily checks are completed prior to the first flight of the day for each aircraft. Transit or
turnaround maintenance shall be performed on all transit aircraft if required as stated on each
customer’s Maintenance Program.

During meantime (while loading and unloading baggage and cargo) will be followed by servicing
and maintenance activities. Servicing consist of refueling that describe on Chapter 4.3, adding
potable water that describe on Chapter 4.7.1, and etc.

Part: 2 Paragraph 2.1

 Page : 2.2-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT PREFLIGHT, DAILY, WEEKLY AND SERVICE CHECKS

PURPOSE
This procedure describes how to handle the different checks to be performed by
appropriate qualified person on aircrafts. The checks are to be performed in accordance
with the Maintenance Program (MP), as applicable, delivered by the customer.
Therefore, the checks are specific to an airline and to an aircraft type.

PROCEDURE
1. Mechanic or Engineer performs Aircraft Arrival as per the procedure Aircraft Arrival
Handling on chapter 1.2 (except for preflight).
2. Mechanic or Engineer performs the check in accordance with applicable Task Card
based on the customer Air Carrier Maintenance Program.
3. During the check, the engineer reviews customer technical log (AFML & CML) for
defect reported by crew.
4. In addition, aircraft defects identified during the check are entered in the customer
technical log system as per procedure Aircraft Technical Log Handling procedure.
Cabin maintenance defects are recorded in the CML.
5. Engineer reviews the aircraft defects, if any, and handles them (defect rectification
or deferred maintenance).
6. In case of unexpected service delay due to technical reason, Engineer sends a
Chronology Report to inform customer and the Group Leader.
7. Once the maintenance check is completed in compliance with the applicable Task
card, and defects, if any, have been properly handled, engineer signs off the return
to service in the AFML.

Reminder: This is the responsibility of the engineer releasing the aircraft to service to
make sure that the technical log book is properly handled and defects are properly
rectified or deferred before the aircraft is released to service.

8. Depending on customer, an authorized engineer signs the Airworthiness Release in

reference to customer procedures.
9. AFML sheets are distributed in accordance with customer procedure. One of the
AFML sheet is sent to the Technical records with the tasks cards attached.
10. For AOG aircraft, any daily check or weekly check must be performed before
overdue to maintain airworthiness. In case there is any step on daily or weekly check
can’t be done due to AOG situation (e.g one part is robbed), some remark must be
written on AFML. The only case that daily and weekly check can’t be performed is if
aircraft under preservation program or under heavy maintenance check.

Part: 2 Paragraph 2.2

 Page : 2.3-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT ON TRANSIT

PROCEDURES
Engineer/ mechanic:
 Check the AFML and CML, review the aircraft defects, if any, and handles them
(defect rectification or deferred maintenance)
 Service aircraft engine and hydraulic fluid, and record fluid uplift in the AFML.
 Ensures servicing of aircraft toilets and potable water system.
 Performs aircraft transit check if applicable for this aircraft type
 Station where aircraft transit is responsible to tear off certain copies of yellow copy
of AFML (as prescribed by the customer policy) after completion of maintenance
tasks and to perform the maintenance release of the aircraft for the next intended
flight. They shall be sent to PPC function base station at CGK (via LM doc) the day
after.
 Tail Prop installation on tailskid and storage Tail Prop in Cabin area (ATR only).
“Arrival Check” is used as guidance for check based as following:

A. Fuselage
 Check fuselage, access / service panels, navigation / communication antennas
and radome from ground level for obvious damage and security.
 Check crew oxygen thermal discharge indicator disk (green) for presence.
 Check fuselage and APU drain mast and drain areas for fluid leakage.
 Check condition of Empennage area from ground level for obvious damage and
security.
 Check static ports TAT, Pitot static probes and AOA sensors for obvious damage.

B. Wings
 Check wing lower surfaces, flight control surface, wing tip and tank vents for
obvious damage and fuel leakage (from ground level).

C. Engines
 Check Intake and Exhaust area for missing parts.
 Check Engine and IDG/CSD oil level added as required.
 Check all latches of engine cowling already locked at structure

D. Control Cabin
 Check Aircraft log book. Make sure all write-ups have been cleared or deferred
by authorized personal only.
 Check engines oil quantity and added as required.

E. Final check
 Remove the gear (Main) ground lock pin (if installed) and put into the LG
ground lock pin box in the cockpit before door closing.
 Make sure all doors access panel is closed, lock and secure before push back.
 Make sure Tail Prop handover to flight attendant before Passenger Door Closed
delegated only to the authorize ground staff (ATR only).

Part: 2 Paragraph 2.3

 Page : 2-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

PART 3 - TECHNICAL HANDLING

Part: 3 Paragraph 3.1

 Page : 3.1-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT TECHNICAL LOG HANDLING PROCEDURE

PURPOSE
This procedure provides the instructions to handle customer aircraft technical log book.
However, the detailed explanations to properly use the customer technical log book are
contained in the customer Air Carrier approved Company Maintenance Manual or
equivalent reference, including the actual approved forms and filling instructions as per
customer FTIM.

In the following procedure, term AFML is equivalent to customer aircraft technical log,
and include aircraft technical log (AFML) and cabin maintenance log (CML).

PROCEDURE
FLUID RECORD
The Engineer records the fluid information, as per customer procedure, after the
servicing has been performed:
 Fuel record
 Additional oil & hydraulic record

MAINTENANCE DEFECT RECORD ON AFML

This procedure explains how to perform the AFML record associated to the procedure
aircraft maintenance defect handling.

During the course of operations, a defect can be identified and recorded.

 By the PIC: in this case the PIC is responsible to report the defect through a
PIREPS as per their customer procedures (discrepancies block), or
 By the engineer (preflight, transit, daily or service check, out of phase
maintenance, special inspections, etc.): in this case the individual is responsible
to record the defect in the discrepancies block and to tick the “MA” block
(Maintenance Action block)
 When a defect is mentioned by crew or maintenance team, the engineer shall
check on previous technical log book pages if the same problem has already
occurs, to identified as repetitive problem.
 Defect that identified as repetitive problem should be notified to Specialist
department for further deep monitoring, evaluation and troubleshooting.
 Problem occurrences more than 3 (three) times within 30 days maintenance
should be deferred on DMI and report to customer. refer to customer policy
 The defect rectification is recorded by the engineer in the “action taken block”.

The following information must be recorded in the AFML:

- The reference of the Work Order, Task card, EO, or EA number,
- The ATA code (6 digits),
- The aircraft maintenance manual
- Reference to SRM Chapter (page / block / revision date) or appropriate approved
data (e.g. manufacturer Repair Approval Sheet),

Part: 3 Paragraph 3.1

 Page : 3.1-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

- Details of maintenance performed,

- Detail of removed / installed components, as appropriate,
- If applicable, dimension or test figures within a specific tolerance, the exact
dimension or test figures shall be recorded (it is not normally sufficient to state
that the dimension or the test figure is within tolerance),
- If applicable, detail of RII or duplicate inspection,
- Return to Service information. The deferral of a maintenance task is also
recorded by the engineer in the “action taken” block, by put these information:
- Reference to the approved maintenance data used to support the deferral (e.g.
MEL, CDL,
- AMM, SRM, EO, EA, NSRIL etc.)
- Reference of the DMI Log Number
- Reason of deferral
- MEL Category / Interval given by reference data
- Due date
- Maintenance action(s) taken, if applicable
- Return to Service information

SCHEDULED MAINTENANCE
This procedure explains how to perform the AFML record associated to the procedure
Work Package Handling. The record is performed in the “discrepancies” and “action
taken” blocks, as follows:
Example 1 – A phase check:
Discrepancies block: “Ref. W/O No…… Phase check XX to be carried out”
Action taken: “Phase check XX carried out, Ref. W/O No…. . xxx item deferred, refer
to DJCS”
Example 2 – Component replacement :
Discrepancies block: “Ref W/O No…. Engine #2 to be replaced”
Action taken: “Engine #2 replaced IAW AMM Chapter 71-00-01 rev 53. ERU
performance test 9 Ref. AMM 71-00-00 rev 53 carried out”

CRITICAL TASK / REQUIREMENT INSPECTION ITEM:

This procedure explains how to perform the AFML record associated to the procedure
Critical Task/RII.

If a task or any step of the rectification procedure requires an inspection as “Critical

task / Requirement Inspection Item”, the assigned inspector will sign and stamp
directly on the task card (if applicable) and the customer technical log on the RII block,
while the engineer will sign and stamp the RTS block.

SPECIAL INSPECTIONS
This procedure explains how to perform the AFML record associated to the procedure
Special Inspection Due to Unusal Condition.

A special inspection is required when an unusual condition is encountered by an

aircraft. Unusual

Part: 3 Paragraph 3.1

 Page : 3.1-3
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

conditions are defined in the aircraft maintenance documentation.

Following list contains examples of conditions usually considered as “unusual

conditions”:
 Hard Landing/high drag/side load landing,
 Landing gear down limit speed exceeded,
 Main Landing gear shimmy/vibration,
 Landing gear operation above design speed condition,
 Nose landing gear steering exceeded/excessive manoeuvre.
 Exceeding maximum Nose gear towing angle,
 Nose landing gear towing over load or over run,
 Tire over speed condition,
 Flat spot tire,
 Wheel bearing failure/damage,
 Tire burst of thread throw,
 High energy stop condition (brake emergency application, overheat),
 Aborted take-off,
 Brake seizure condition,
 Flap / slat down over speed limit condition,
 Unusual turbulence, stall, buffet, or operation speed above the design speed
limit (VMO),
 Airframe vibration condition,
 Lightning strike or static discharge,
 Bird strike, hail strike or FOD strike,
 Slush ingestion,
 Tail strike or skid condition,
 Over weight taxi, landing, etc.
 Galley spill,
 Mercury spilled condition,
 Acid spilled condition,
 Hydraulic fluid reaction with titanium,
 Excessive cabin pressure leakage,
 Cold soak fuel frost,
 Cabin over pressure condition,
 Cabin depressurization condition,
 Extreme dust condition,
 Volcanic ash condition,
 Engine failure,
 Hot air duct rapture condition,
 Drag engine nacelle,
 Nacelle or strut relief door open,
 Ice or snow condition (cold weather condition).

The following information must be recorded in the AFML:

 Details of maintenance performed,

Part: 3 Paragraph 3.1

 Page : 3.1-4
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

 Reference to the approved data (page / block / revision date),

 Reference to removed / installed component (PN / SN),
 ATA code (6 digits),
 If applicable, reference to the Work Order, Task Card, EO or EA,
 If applicable, dimension or test figures within a specific tolerance, the exact
dimension or test figures shall be recorded (it is not normally sufficient to state
that the dimension or the test figure is within tolerance),
 If applicable, detail of RII or duplicate inspection,
 Return to Service information.

ONE TIME RELEASE / ONE-OFF AUTHORIZATION

This procedure explains how to perform the AFML record associated to the procedure
“One Time Release Procedure / One-Off”.

The mention “ONE TIME RELEASE” and the associated authorization number shall be
filled in the action taken block of the AFML, in addition to other data as detailed in
previous paragraphs.

TEST FLIGHT / FERRY FLIGHT

This procedure explains how to perform the AFML record associated to the procedure
Test Flight And/ Or Ferry Flight Requisition.

Example:
Action Taken: “Replaced elevator tab mechanism, IAW AMM 27-31-34 rev 53.
Performed elevator power-off by test flight Normal”.

ATTACHMENT TO THE AFML SHEET

Attachments are the following to customer procedur.

ADDITIONAL INSTRUCTIONS
 Any errors made during writing on the aircraft log, the incorrect item shall be
crossed out by one horizontal line and write name with signature of the
responsible person. Any use of eraser is prohibited.
 Recording of transferring pages number between the old AFML to the new one
AFML, the pages number should be written on Action Taken column and record to
customers procedure.

DISTRIBUTION OF THE AFML SHEETS

All LM (Engineer/Mechanic) personnel must check the amount of AFML that is
allowed to be at in aircraft, as for AFML that is permitted are:
 AFML currently in use
 The last used AFML
 AFML as stock / spare

A part from the three AFML above, it must be sent down and sent to the LM Document
for personnel CGK main base or sent to the pooling station for non-pooling stations

Part: 3 Paragraph 3.1

 Page : 3.1-5
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

or sent to the main base CGK for pooling stations and their delivery together with
sending AFML copies.

For all non-pooling station personnel, for yellow and blue AFML copies (Lion Air,
Wings Air, and Batik Air), please tear them off at the non-pooling station. Then please
send it to the pooling station respectively (shipping 2 times a week every Monday and
Wednesday).

Shipping and receiving process of AFML / Task Card documents from non-pooling to
the pooling station is responsible of the LM Chief / LM Leader / Technical Record /
PPC function in each station.

For all pooling station personnel, please tear off the AFML copies (pink, yellow, blue,
green) and send them to the CGK main base every week on the day that has been
determined. If there is a technical record in the pooling station, then sending AFML /
task cards from the pooling station to the CGK main base becomes a task and the
responsibility of the technical record which in its implementation also follows notice
or the rules of the technical record.

Shipping and receiving process of AFML / Task Card documents from pooling station
to the mainbase CGK are responsible both of LM Chief / LM Leader / Technical Record
/ PPC function at each pooling station and LM document / Technical Record on the
CGK Main base.
For all CGK Main base personnel, please tear the AFML copies (pink, yellow, blue,
green) send it to the LM Document, then the technical record will responsible for
deliveries to Balaraja which are scheduled every Monday, Wednesday, and Friday.

In Base Maintenance, the copies AFML will be sent to Technical Record with the work
package.

Part: 3 Paragraph 3.1

 Page : 3.2-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

AIRCRAFT TECHNICAL MANUAL PUBLICATION AND LIBRARY SYSTEM

PURPOSE
To ensure that Batam Aero Technic Aircraft Technical Manual Publications are kept
current as reference and used by aircraft maintenance personnel while performing the
assigned task / work in accordance with engineering procedure manual.

SCOPE
Line Maintenance and Base Maintenance

PROCEDURE
BAT uses ‘server-based’ computer and electronic data storage for electronic
recordkeeping and publication and distributions of electronic manuals.
 Electronic manual system is available at EMRO system, File Management System
(FMS) http://192.168.180.210/helpdesk/news/, Data Server \\10.10.0.241\manual
for base maintenance, and via manufacture web, under access authorization
restrictions.
 A ‘READ-ONLY’ version of all the manuals published under this electronic manual
system is available in accordance with distribution from technical publication.
 Technical Publications will make the required user name and password available to
the authorized users.
 Sufficient office facility shall be connected to network server and ensure manuals are
current.
 Every authorized user can access, navigate, retrieve and print any manual content
easily using the computer or comparable device provided.

Part: 3 Paragraph 3.2

 Page : 3.3-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

AIRCRAFT COMPONENT AND PART HANDLING DURING MAINTENANCE

PURPOSE
This procedure uses to ensure proper control, identification and monitoring of aircraft
spares movements during maintenance. For procedure of distribution material and
tools refer to BT-CM-02.07 MTSPM.

PROCEDURES

HANDLING OF REMOVED UNSERVICEABLE COMPONENT/PART

• Engineer fills Rotable Control Tag (Unserviceable tag section) with sufficient details
including the reason for removal and securely attaches the Rotable Control Tag (hard
copy Form BT-MTF-001 Green colour copy) to the component.
• Engineer securely attaches the Unserviceable Tag (Red tag, BT-MTF-010) to the
component.
• Part or material shall be immediately placed in the appropriate unserviceable area.
• Where applicable any surplus oil or fuel must be drained off.
• All blanks and adapters must be fitted. The unserviceable component/part shall be
properly protected.
• Then engineer gives the removed unserviceable part / material to the Material
Provision & Storage Department for processing.
• If the part replacement happens in remote line station, the part shall be sent to Main
Store at the earliest opportunity.
• If a component is found defective at installation, a report shall be issued by the
engineer (Safety Hazard Observation Report - BT-SS-001) and sent to SMS
Department for investigation.

PART HOLDING
 During maintenance, there will be probability for part to be removed from aircraft,
such as for troubleshooting. It may be necessary to remove a part to try to isolate a
defect.
 In such a case, the removed part must be tagged with Holding Tag (BT-MTF-002).
Sufficient information must be mentioned on the tag, including aircraft registration,
reason for removal and cross-reference to AFML/ WO.
 Engineer / mechanic securely attached Part holding Tag to the component/part.
 Engineer ensures the Holding component/part is properly protected and shall be
immediately placed in the appropriate serviceable area. In Line Maintenance, the
part/ component must be given to Field Store and Hold until decision is made about
its serviceability.

PART REPLACEMENT
• For part replacement, engineer in Line Maintenance will coordinate with customer
to follow-up action taken of depending on the result of the troubleshooting to make
appropriate decision regarding the holding part.
• Depending on Engineer decision coordination with related department:

Part: 3 Paragraph 3.35

 Page : 3.3-2
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

o If the part is considered serviceable, an engineer should be back the part to fitted
an original aircraft.
o If the part is considered unserviceable, an engineer will issue an unserviceable
tag, mentioning the reason of un-serviceability from information provided by
engineer. The component is then put in U/S area and sent to Store at the earliest
opportunity.
 In Base Maintenance, PIC will coordinate with PPC function for part replacement and
the availability of the replacement unit.
 PIC assigns to their group the corresponding task/job card requiring a component
replacement.
 PIC together with the assigned inspector check the unit to be installed for the proper
documentation and physical damaged, if any.
 Ensure the proper tools & equipment is completely and in good condition prior to
precede the task.
 Check the expendable materials are correct and complete (if any).
 Ensure the supplement dirty sheets are available as reference during replacement
and accomplishing of task completion by reflecting the signature and stamped as
required by assigned mechanic and inspector respectively.
 Ensure the required test/functional checks are performed as preference manual.
 After completion of the unit replacement, ensure the removed unit are properly
identified and protected.
 PIC or engineer in-charged check the accomplished document was complete of the
required data prior to turn over to assigned planner for proper administration until
the completion of schedule check.

COMPONENT REMOVED FROM AN AIRCRAFT INVOLVED ABNORMAL OCCURRENCES

(SUCH AS ACCIDENTS, INCIDENTS, HEAVY LANDINGS OR LIGHTNING STRIKES)
 In such case Batam Aero Technic does not issue a release to service or RCT.
 It is BATAM AERO TECHNIC Policy not to issue Return to Service for any component
subjected to extreme stresses, high temperature, and immersion or if it was removed
from an aircraft involved in an accident/incident.

AIRCRAFT COMPONENT NEED TO BE INSPECTED FOR WEIGHT, CONDITION AND

PRESSURE OF THE FIREX
The Procedure to check Fire Extinguisher for condition, weight and pressure:
 To perform inspection PPC function will raise WO
 Licensed engineer performs the job
 The new Inspection Decal (BT-MTF-004) form shall be signed and stamped by
licensed engineer and replace the old one

Part: 3 Paragraph 3.35

 Page : 3.4-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

TOOLS AND EQUIPMENT

This procedure is to ensure of tools/equipment borrowing and guidance if any tools /

equipment Lost or Damage during carry out of the maintenance activity to substantially
reduce or eliminate aircraft accidents or incidents, including possible damage to aircraft
component /equipment, caused by the improper accountability of tools.

TOOLS AND EQUIPMENT BORROWING

 Engineer, mechanic requests a specific tools required according to the work order or
task card.
 Tools store keeper shall input all the data into EMRO and release the part after
checked by the requestor.
 In case EMRO system is down, Tools slip form (BT-RRF-035) will be used for back up.
It shall be updated once the EMRO system is back to line.
 Engineer or mechanic shall inspect it for a condition and validity of calibration or
interval inspection.
 If a calibration or interval inspection is overdue or an improper condition is found,
that tool or equipment shall not be accepted and report to store keeper for replace
by the valid one.

Note : For detail store procedure handlings: refer to Material and Tool Store
Procedure Manual (MTSP) chapter 2.3.2 Tools and Equipment.

LOST OR DAMAGE TOOL AND EQUIPMENT

After completion of all maintenance, a general verification is carried out to ensure the
aircraft or component is clear of all tools, equipment and any other extraneous parts and
material, and that all access panels removed have been refitted. Toolbox inventory list is
used for verification that aircraft or component is clear of all tools after completion of
maintenance.

In case if there is a missing or damaged tool, the mechanic, engineer and/or PIC
responsible to immediately action :
 The Mechanic inform the engineer and/or PIC, which initiates a Form BT-LMF-008
Material, Tool, Equipment Chronology Report.
 If the tool is lost during a maintenance operation, the the mechanic, engineer and/or
PIC must record and responsible to inform immediately:
 Aircraft Type / Registration;
 customer name;
 Working zone where the tool was loosed;
 Tool information (designation - P/N - Batch number);
 Contact crew and/or customer, who should follow up the investigation.

The mechanic, engineer and/or PIC continuous the investigation until the customer
confirm by information return, the lost tool is not on-board an aircraft/component.

Part: 3 Paragraph 3.4

 Page : 3.4-2
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

After investigation, The mechanic, engineer and/or PIC shall issue a report to store
detailing context of tool damage or loss and actions taken with form BT-LMF-008.

Part: 3 Paragraph 3.4

 Page : 3.5-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

NON-ROUTINE ITEMS / AIRCRAFT MAINTENANCE DEFECT HANDLING

PURPOSE
This procedure describes the proper handling, controlling and monitoring of the non-
routine items or any defect found during the maintenance check of the customer Air
carrier aircraft.

As a reminder, in the course of routine line maintenance, defects could have been
identified:
 through flight crew (pilots) reports during operations,
 during aircraft remain overnight,
 during pre-flight / transit / daily or weekly check,
 During the performance of out of phase maintenance

PROCEDURE
Minor Maintenance
The detailed steps of the general procedure are the following:
1. Defect are identified during the course of routine line maintenance (through pilot
reports, aircraft defects identified during preflight, transit, daily or service check, out
of phase maintenance, special inspections, etc.).
2. The defect is first reported by the flight crew or the engineer in the customer
technical logbook, as per procedure Aircraft Technical Log Handling Procedure
(customer procedures).
3. If the defect is identified as a structural damage, then the engineer must refer to and
perform the procedure Damage Assessment & Repair Procedure (refer to chapter
3.5).
4. If the defect is not a structural damage, the engineer performs an assessment of the
defect as defined in the aircraft documentation (AMM, TSIM etc.).
5. If a troubleshooting needs to be performed, the Engineer informs the CUSTOMER,
which ensure the monitoring of trouble shooting. Support can be requested by the
Engineer to the Specialist Department for the performance of trouble shooting.
6. If the defect is identified as a “cabin maintenance item”, then engineer must refer to
customer procedure.
7. Engineer assess if all the resources to perform the defect rectification are available
(time, tools, qualified personnel, spares, etc.).
8. If the appropriate means are available, the engineer performs the defect
rectification:
 The engineer performs the rectification as prescribed by the aircraft maintenance
documentation.
 In case of unexpected service delay due to technical reason, Engineer sends a
Chronology Report to inform CUSTOMER and the Group Leader, as described in
the procedure chapter 5.3 “CHRONOLOGY REPORT”.
 The details of the rectification are recorded in the AFML
 Following defect rectification, an appropriately engineer issues a return to service
as follow:

Part: 3 Paragraph 3.4

 Page : 3.5-2
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

o The return to service of the aircraft is recorded and executed on the

customer technical log system.
o AFML sheets are distributed in accordance with customer procedure
o The appropriate AFML sheet is sent to the PPC function with the tasks cards
attached as well as the Rotable Control Tag of installed components, as
applicable.
o Technical records will ensure that the maintenance performed will be
properly recorded in the EMRO.
 If the defect can not performed, refer to part 3.6 for defect deferral
 Once the maintenance is performed, and if the defect is part of the list of
reportable defect as hazard, then Occurrence report is filled (Internal Occurrence
Report form – refer to SMSM 4.2.2.3) by the Engineer.
 Engineer returns any unserviceable spares, whether ex-stores or removed from
aircraft.
 If defect requires major rectification and heavy maintenance, Group Leader or
Chief Main Station arranges for defect to be hand over to Base Maintenance
Department.

Major Maintenance
The authorized engineer/designee inspector is responsible in the generation of non-
routine remarks to the aircraft during the aircraft induction to the hangar facility.

1. During Preliminary Inspection and maintenance and/or Pilot Reports,

inspector/engineer might find any discrepancies.
2. Any discrepancy found during the aircraft inspection should be written in the non-
routine card form (Maintenance Defect & Rectification Report) individually by the
authorized engineer/assigned inspector.
3. Before the discrepancy is written on Maintenance Defect & Rectification Report,
the discrepancy shall be discussed with to the customer Air Carrier Technical
Representative for the approval and proper disposition.
4. The discrepancy is normally generated by authorize engineer/inspector designe,
assigned mechanic while doing his assigned task to the aircraft found/encountered
some abnormality should alert the inspector for evaluation and generation of
Maintenance Defect & Rectification Report.
5. All generated of Maintenance Defect & Rectification Report should be discussed
by the engineer/inspector to project coordinator of the involved group for proper
evaluation and disposition.
6. The accomplished Maintenance Defect & Rectification Report shall explain details
the findings, the reference manual, authorize engineer/inspector assigned name,
signature and stamp number.
7. The accomplished Maintenance Defect & Rectification Report should turn over to
the assigned controller for proper coordination to the PIC.
8. The PIC and related department will discuss the generated Maintenance Defect &
Rectification Report to the customer Air Carrier Technical Representative for
proper disposition.

Part: 3 Paragraph 3.4

 Page : 3.5-3
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

9. The generated Maintenance Defect & Rectification Report may involve repair,
replacement, test and others.
10. If the finding is requiring repair and the limit is not covered by the Manufacturer
reference manual it should refer to the engineering evaluation (refer to
Engineering Procedure manual for detailed procedures).
11. The assigned PPC function is responsible that all generated Maintenance Defect &
Rectification Report are controlled by each assigned number.
12. The generated Maintenance Defect & Rectification Report should be prepared by
a separate master list starting the total numbers for monitoring purposes using
Summary Of MDRR Form (BT-PCF-006).
13. Upon completion of the normal work package contains in the schedule
maintenance check of the involved aircraft, the controller review all the open items
on Maintenance Defect & Rectification Report for proper evaluation of the project
committee consist of Project coordinator/Managers in Base Maintenance,
Manager- Quality department, customer Air carrier Technical Representative for
proper disposition prior to aircraft certification to return to service.
14. Any deferred items which have been agreed by the coordinating committee should
be covered by certification letter from customer Air Carrier.
15. All the closed items will be part of the whole packaged of the schedule
maintenance check shall be turned over to the customer Air Carrier aircraft
documentation.
16. The duplicate copies will be filed in accordance to the company established
procedures (refer to the AMO & Quality System Procedure Manual).

MAINTENANCE HAND OVER TO BASE MAINTENANCE

When aircraft defect requires major rectification and or extensive aircraft ground
time:
1. Group Leader or Chief contacts customer representative for the hand-over of the
defect to Base Maintenance for further rectification.
2. Engineer record the work already undertaken in customer Air Carrier Aircraft Logs
(AFML and CML).
3. Engineer raise on the customer Air Carrier AFML additional entries to ensure
continuation of the rectification task.

TROUBLE SHOOTING PROCEDURE FOR BOEING 737 MAX

The procedure Aircraft maintenance defect handling must follow this procedure as
follows:
1. Engineer must look at maintenance message on the Onboard Maintenance Function
(OMF), and make sure that there is no status message (each maintenance message
has a message number and a description of the problem). If a status message or other
fault is found on the OMF, an engineer must perform corrective action by referring
to IFIM (Interactive Fault Isolation Manual) based on the status message or other
fault shown on the OMF.

2. If any defect or discrepancies written in the AFML but there is no maintenance light
illuminates and there is no status message shown, engineer has to consider that the

Part: 3 Paragraph 3.4

 Page : 3.5-4
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

problem is categorized into “Observed Problem” or “Cabin Faults”, and engineer

must perform corrective action by referring to IFIM (Interactive Fault Isolation
Manual) by finding the fault description in accordance with IFIM.

3. An engineer Boeing 737 MAX has to make sure that every status message shown in
the OMF, is still allowable based on MEL and already covered in DMI for every
airworthy aircraft.

ONBOARD NETWORK SERVER DATA DOWNLOAD

The section is to provide and guidance to persons involved in the process of Onboard Network
Server (ONS) Data Download from Boeing B737-8 MAX.

1. AMO PPC function prepare the ONS data download task card & laptop
2. Engineer as Line Maintenance personnel check & ensure the subject task card & laptop as
ONS download tools as well
3. Engineer performs the ONS data download as per task card
4. FDA (Flight Data Analyst) team will be extract he ONS data in server FTP and distribute to
related department include to GE server
5. Power Plant Engineering (PPE) develop the Engine Trend Monitoring (ETM)
6. PTS (Planning & Technical Service) 121 received the Engine Trend Monitoring (EHM) from
PPE.

Part: 3 Paragraph 3.4

 Page : 3.6-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

DAMAGE ASSESSMENT, RECTIFICATION AND HANDLING

PURPOSE
This procedure defines how to assess and repair the structural damages that have been
identified. This procedure also defines how to properly record the rectification
performed.

PROCEDURE

1. After discovering a structural damage on the aircraft, the Engineer record it on the
AFML to ensure that the details of the defect are properly recorded and inform
immediately to technical specialist by mail or phone. Dimensions and location of the
damage must be carefully obtained and recorded. Refer to SRM instructions or
provide data in accordance with standards practices in case the damage is not
covered by SRM.

2. Damage covered by SRM and allowable:

 After confirm if the damage is covered by the SRM, the licensed Engineer check
if the damage is allowable (within limits).
 Engineer can request the support of the Specialist Aircraft Structure to assess
limitation as well as of NDT inspectors if NDT inspection is required by the
aircraft approved data. In case additional tasks are required (as blend out, for
example), Engineer is responsible to perform it.
 If the damage is allowable, the Engineer performs the instructions required by
SRM (touch up, paint finishing, etc ...), closes damage record on AFML at “action
taken column”, issued SDDR, fills the “Dent & Buckle Chart (DBC) Supplement”
by hand writing and sent all the supporting documentation to PPC function and
Specialist Aircraft Structure for update the “Structural Damage & Repair
Report” (SDRR).
 In case SRM asks for repetitive inspections and/or limitations, Engineer report
to Specialist Aircraft Structure, who update the “Structural Damage & Repair
Report” (SDRR) incorporating the required additional task and sent to SBU
Engineering to handle it appropriately, schedule the further task and issue the
required maintenance instructions (EA or similar).

3. Damage covered by SRM and not allowable:

 If the damage is covered by the SRM but is confirmed as not allowable, the
Engineer checks if the repair can be performed according to SRM instructions.
If the repair can be performed in accordance to SRM instruction, the Engineer
inform to Specialist Aircraft Structure, by forwarding all data regarding the
description of the damage (Dimensions, locations, pictures…). Then the
Engineer or Specialist Aircraft Structure forwards these instructions to PPC
function, which create and send W/O to AMO for repair accomplishment.
 Engineer can request the support of the Specialist Aircraft Structure to assess
limitation as well as of NDT inspectors if NDT inspection is required by the
aircraft approved data. In case additional tasks are required (as blend out, for

Part: 3 Paragraph 3.6

 Page : 3.6-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

example), Engineer is responsible to perform it. Repairman (sheet metal

personnel) may be involved to perform structure repair under engineer
supervision and monitoring
 Once the W/O is received, Engineer accomplish it as required, closes the W/O
and fills the “Dent & Buckle Chart (DBC) Supplement” by hand writing and sent
all the supporting documentation to PPC function and Specialist Aircraft
Structure for update the “Structural Damage & Repair Report” (SDRR).
 In case SRM asks for repetitive inspections and/or limitations, Engineer report
to Specialist Aircraft Structure, who update the “Structural Damage & Repair
Report” (SDRR) incorporating the required additional task and sent to
Engineering to handle it appropriately, schedule the further task and issue the
required maintenance instructions (EA or similar).

4. Damage not covered by SRM

If the damage is not covered by SRM, the Engineer informs to Specialist Aircraft
Structure, who will contact the Aircraft Manufacturer and/or aviation authority in
order to get an approved repair design solution (ie: FAA form 8100-9, RDR, …), and
issue repair technical instructions accordingly.

5. Temporary Repair
 If the repair cannot be accomplished before further flight (for example, due to
appropriate materials not available), the Engineer informs to Specialist Aircraft
Structure, who will check the SRM or will contact the Aircraft Manufacturer in
order to obtain a temporary repair solution and issue repair technical
instructions accordingly. Repairman (sheet metal personnel) may be involved
to perform temporary repair under engineer supervision and monitoring.
 Once temporary repair is accomplished, Engineer closes the damage record on
AFML at “action taken” column, complete form SDDR, fills the “Dent & Buckle
Chart (DBC) Supplement” by hand writing and sent all the supporting
documentation to PPC function and Specialist Aircraft Structure for update the
“Structural Damage & Repair Report” (SDRR) clearly indicating this is a
“temporary repair”.
 In those cases, Specialist Aircraft Structure update the “Structural Damage &
Repair Report” (SDRR) incorporating the required additional task and the limit
to accomplish the permanent repair, if exist, and sent to Engineering
Department to handle it appropriately, schedule the further task and issue the
required maintenance instructions (EA or similar).

6. Procedures valid for all the cases

 For each damage and repair, SDRR must be updated and completed by
Specialist Aircraft Structure, then sent to Engineering Department for record
keeping.
 When the repair technical instructions are provided by Specialist Aircraft
Structure, PPC function create and send W/O with instructions to Engineering
Department for repair accomplishment. A copy of the W/O is also sent to
Engineering Department.

Part: 3 Paragraph 3.6

 Page : 3.6-3
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

 After repair accomplishment (and also in those cases where damage is

allowable and not further repair is required), Engineer fills the Dent & Buckles
Chart Supplement by hand writing.
 Before signing the return to service, engineer shall insure that the
corresponding W/O and SDDR are properly closed, meaning that the repair has
been accomplished in compliance with DGCA rules.
 In case on temporary repair, the Engineering Department will issue, when
practical, a permanent repair for accomplishment.
 Every month PPC function Collects DBC supplement and SDRR and then
Replaced with Update SDRR and blank DBC supplement.

DENT & BUCKLE CHART SUPPLEMENTARY

Supplementary sheets of Dent & Buckle Chart are issued to report new damage and
repairs performed in accordance with customer procedure and during previous month
until SDRR is updated.

Supplementary sheet of Dent & Buckle Chart is filled by Engineer and includes the
following data:
1. Damage part or component
2. Damage Description (What type of damage and its dimensions in length, width and
depth)
3. Detailed Location of Damage
4. Reference to SRM, AMM, etc (precise chapter, figure and date of revision)
5. Category of Damage or repair performed
6. Date of findings

NOTE:
1. Fill item number with the sequence of the number from SDRR
2. Draw an arrow indicating the location of the damage in the airplane layout
3. DBC Supplementary Report must be attached to SDRR
4. Supplementary sheet of Dent & Buckle Chart should be collected by PPC function
which use this document to revise the SDRR at the end of every month.
5. New blank sheets of Dent & Buckle Chart Supplementary Record should be available
and attached to the updated SDRR.

Part: 3 Paragraph 3.6

 Page : 3.7-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

DEFECT DEFERRAL

PURPOSE
This procedure provides the instructions in accordance with customer procedure to defer the
defects, which do not affect the safe operations of the aircraft, in accordance with approved
or accepted data as MEL, CDL, NSRIL and other documents as AMM, SRM, EO, EA or similar
(referred generically as “non MEL items”).

It is reminded that a request for deferral procedure must only be issued when defect
rectification can not immediately be performed due to a lack of resources availability (spares,
engineers, tools, time, etc.), not related to safety and airworthiness issues and approved by
customer. It is reminded that customer procedure for defect deferral and recording shall be
complied at all times.

PROCEDURE
The detailed steps of the procedure are the following:

1. Prior to defer a maintenance task, the engineer must ensure that the defect can be
deferred as per approved data, this is MEL, CDL, NSRDIL or other accepted documents as
AMM, SRM, EO and EA (items generically identified as “items non MEL”).
2. In particular, the engineer must ensure that there is no possible interaction with other(s)
defect(s) for which rectification had already been deferred.
3. If the defect cannot be deferred:
 The defect rectification has to be performed,
 PPC function must be informed about the delay,
 If the maintenance rectification cannot be performed, Engineer declares aircraft
unserviceable (AOG) in accordance with customer procedure.
4. If the defect can be deferred:
 PIC/Engineer in-charge shall contact PPC function for any discrepancy that could not be
rectified as soon as possible.
Note: in Line Maintenance, escalation of Task Cards from phase check is not considered
a “defect” and, consequently, is not defined as a “deferred maintenance item”. In case
a task card has to be escalated, Engineer record it on “Deferred Job Control Sheet“ (BT-
RRF-009) and report to PPC function who is in charge to inform to customer and open
a new item to control the new limit for such task Card based in the tolerances
established in the customer MP (10%, etc).
5. In Line Maintenance, engineer shall:
 Determine if the defect it is a “non safety related item” or an “airworthiness item” in
accordance with the following definitions:
CMI Non safety related Item : Passenger convenience or cosmetic items related to
passenger comfort or entertainment are listed on NSRDIL. Examples: galley
equipment, appearance item, etc.

CMI Airworthiness Item : Any other item must be considered as an airworthiness item.
In particular, those items listed in the MEL are an airworthiness item. Examples:
exterior lavatory door ashtrays, waste bin compartment flapper door, passenger and

Part: 3 Paragraph 3.7

 Page : 3.7-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

cabin crew seat, seat belts and harnesses, storage compartment key locks, underseat
baggage restraining bars, windows shade, etc.
 If the defect is classified as a Non safety Related Item, Engineer must list in the “Non
Safety Related Deferred Item List” (NSRDIL) including the information required in such
document with a reference to the NSRDIL and report to PPC function by sms, mail or
phone indicating that defect should be deferred in accordance with approved NSRDIL.
 If the defect is an airworthiness item, Engineer must list in the “Deferred Job Control
Sheet“ (DJCS) including the information required in such document with a reference
to MEL, CDL, AMM, SRM, EA, EO, or similar and report to PPC function by sms, mail or
phone call indicating that defect should be deferred in according with approved MEL,
CDL or other document (“non MEL item”).
 PPC function evaluates the reports in accordance with Notification of Maintenance
Data Inaccuracies and Ambiguities and ask for acceptance from customer and ensure
the proper deferral of the task in coordination with customer.
6. As part of such coordination, PPC function also establish the monitoring actions and
deadline limits using the limitation from the approved data.
7. Deadline limit are calculated in accordance with MEL or CDL categories, NSRDIL limits
and/or instructions from other data as AMM, SRM, EO, etc. A new work order is generated
in order to control the monitoring or deadline limits.
8. Release to service is recorded by engineer in the Work Package after confirm the proper
deferral of all the items in related documents such as NSRDIL or DJCS.
9. This is the responsibility of the engineer to make sure that the release to service is properly
handled and defects are properly rectified or deferred before the aircraft is released to
service.
10.The deferred items must be rectified at the earliest opportunity as soon as spare or time is
available, investigation completed or during the next routine maintenance, and always
within the established limit.

Part: 3 Paragraph 3.7

 Page : 3.8-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

CABIN MAINTENANCE DEFECT HANDLING

PURPOSE
This procedure describes how to handle the defects, to ensure that they are properly
rectified or deferred before the aircraft is released to service.

As a reminder, in the course of routine cabin maintenance & appearance operation,

defects could have been identified:

a. Through Flight/Cabin Crew reports during flight operations,

b. Through Line Maintenance Engineer reports during aircraft remain overnight, pre-
flight, transit or daily check, the perform of out of phase maintenance.

PROCEDURE
1. When any defect cabin problem was found during flight operation or line
maintenance activity the flight crew or line maintenance engineer should be record
to Cabin Maintenance Log (CML) refer to customer procedure.
2. Line maintenance engineer/cabin mechanic mention a defect shall check on
previous technical logbook pages (CML), if the same problem has already occurs,
to identify as repetitive problem.
3. If the defect is identified as an “Airworthiness Item”, cabin mechanic should be
informed engineer for defect transferred to the AFML.
4. Defect that identified as repetitive problem should be notified to s pecialist
department for further deep monitoring, evaluation and troubleshooting.

DOCUMENT & RECORD

 Aircraft Flight Maintenance Log (AFML)

 Cabin Maintenance Log (CML)

Part: 3 Paragraph 3.8

 Page : 3.9-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

CABIN MAINTENANCE DEFECT RECTIFICATION

PURPOSE
This procedure explains how to perform the CML record associated to the procedures
for The engineer/mechanic in the “action taken column” records the defect
rectification.

PROCEDURE
1) Refer to defect maintenance record on the customer CML cabin mechanic should
be rectify of the problem with refer to aircraft manual.
2) Coordinate to line Maintenance Engineer to defect rectification within 90 calendar
days.
3) Record the maintenance rectification on the customer CML as the following
information:
 Details of maintenance performed,
 Reference to the approved data (page / revision date),
 Reference to removed/installed component (PN/SN),
 Reference to the ATA code (6 digits),
 If applicable, reference to the Work Order, Task Card, EO or EA,
 Engineer/mechanic must sign on the “ENG/MECH SIGN” column,
 Completion date must be filled in “DATE” column.
4) In case of unexpected service delay due to technical reason, mechanic should be
informed the Engineer as soon as possible, afterward engineer must be created
the Chronology Report for inform related unit (operation).
5) If the cabin maintenance defect cannot be rectified due to insufficient capabilities,
the mechanic in accordance with the Engineering Information No. Gen-EI-25-110
(Non Safety Related Deferred Item List) should be defer to next maintenance
schedule.
6) Once the maintenance check is completed in compliance with the applicable
Task card, and defects, if any, have been properly handled, the mechanic should
be informing the Engineer release to ensure that the aircraft cabin is in good
and safety condition and ready for return to service.

DOCUMENT & RECORD

 Aircraft Flight Maintenance Log (AFML)

 Cabin Maintenance Log (CML)

Part: 3 Paragraph 3.9

 Page : 3.10-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

CABIN DEFERRED MAINTENANCE HANDLING

PURPOSE
This procedure provides the instructions to defer the defects, which do not affect the
safe operations of the aircraft, in accordance with approved or accepted data as, NSRIL
and other documents as AMM, EO, EA or similar (referred generically as “non-MEL
items”).
It is reminded that a request for deferral procedure must only be issued when defect
rectification can not immediately be performed due to a lack of resources availability
(spares, tools, time, etc.) and that customer procedure for defect deferral and recording
shall be complied at all times.

PROCEDURE

The detailed steps of the procedure are the following:

1) Prior to defer a maintenance task, the engineer/mechanic must ensure that the
defect can be deferred as per approved data, it is NSRDIL or other documents as
AMM, EO, EA or similar (generally identified as “non-MEL items”).
2) In particular, the engineer/mechanic must ensure that there is no possible
interaction with other(s) defect(s) for which rectification had already been
deferred.
3) Engineer/mechanic evaluates if the defect is a “Non Safety Related Item List” or
an “Airworthiness Item” as per definition below:

Non Safety Related Item (NSRI):

Passenger convenience or cosmetic items related to passenger comfort or
entertainment are listed on NSRDIL refer to Engineering Information No. Gen-EI-25-110.

Airworthiness Item:
Any other item must be considered as an airworthiness item. In particular, those items
listed in the MEL are an airworthiness item. Examples: exterior lavatory door ashtrays,
waste bin compartment flapper door, passenger and cabin crew seat, seat belts and
harnesses, storage compartment key locks, underseat baggage restraining bars,
windows shade, etc.

4) If the defect is a “Non Safety Related Item” listed on NSRDIL, then

Engineer/mechanic make entry and record it in NSRDI (Non Safety Related
Deferred Item), including the data required in accordance customer procedure.
5) Engineer/mechanic also fill NSRDI Status Record List complete form on the aircraft
NO, DISCREPANCIES, PN Needed, QTY, DATE OPEN, ID and SIGN.
6) Engineer in change/Group Leader/Korwil should review the deferral in accordance
with applicable procedure.

Part: 3 Paragraph 3.10

 Page : 3.10-2
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

7) After the engineer/mechanic open, a NSRDI form, the deferral of the

maintenance task is recorded in the CML as defined in as per procedure CMAOPM
3.2 “AIRCRAFT TECHNICAL LOG HANDLING PROCEDURE (CML)”.
NOTED:
This is the responsibility of the Engineer to makesure that the cabin logbook is properly
handled and all the defects are properly rectified or deferred before the aircraft is
released to service.
For NSRDIL, the person who has responsibility to input NSRDIL into EMRO is
engineer/mechanic.
The deferred items must be rectified at the earliest opportunity as soon as spare or
time is available, investigation completed or during the next routine maintenance.

DOCUMENT & RECORD

 Customer Company Maintenance Manual
 NSRDIL, AMM
 NSRDI form, customer document form

Part: 3 Paragraph 3.10

 Page : 3.11-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

CABIN INTERIOR EQUIPMENT HANDLING

PURPOSE
This procedure describes the practices and precautions necessary during the removal and
installation of cabin interior equipment to the customer aircraft undergoing the schedule
maintenance check.

PROCEDURE
Cabin Interior Personnel responsible to the proper removal/installation of the cabin
equipment such as seat assemblies, life vest, slide raft and others, shall ensure that:
1. All removed seats assemblies are checked for any deformities or defects. If defect found
is routed for repair.
2. A proper inventory was performed for proper accountability of the seat Assemblies, life
vest, slide raft and other either in good condition or with defect.
3. Provide a proper storage for all serviceable seat assemblies.
4. The removed seat covers were routed for cleaning process as required.
5. The removed life vest and slide rafts if no requirement for test should be stored at the
clean and control room temperature.
6. Upon installation ensure the defective seat assemblies are repaired in accordance with
the manufacturer manual and check each seat assembly are locked and secured.
7. Ensure correct position/location of the slides rafts upon installation.
8. Ensure life vest installations under each seat assembly are completed.
9. Work performed are accompanied of a specific work sheet/job card and duly signed by
assigned personnel.
10. Check toilet flush operation is normal.
11. Ensure Passenger Service Unit and/or demands are serviceable.

DOCUMENT
- Aircraft Maintenance Manual
- Task Card / Job Card

Part: 3 Paragraph 3.11

 Page : 3-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

PART 4 - SPECIAL HANDLING

 Page : 4.1-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

TEST FLIGHT

PURPOSE
This procedure describes how to handle test flight and ferry flight in order to ensure
compliance with the customer requirements under customer policy and procedure.

PROCEDURE
1. Test Flight
A flight test will be performed if a problem cannot be duplicated on ground by means
of standard maintenance checks, or if maintenance manual calls for it after a
maintenance action. It can also be performed on customer request.

Flight test will be performed in accordance with this procedure and customer
procedure. In case of inconsistencies, the customer procedures shall prevail.

a. In Base Maintenance, if test flight is required, Customer Support function will

coordinate with customer and related department regarding this test flight
process. Meanwhile in Line Maintenance, this process will be prepared by
customer.
b. Engineering and PPC function will prepare the needed documents such as task
card/ Test Flight Checklist, in advance provided by the customer. This check-list is
forwarded to the Authorized Engineer.
c. In Line Maintenance, engineer in charge will coordinates with Operation, flight
observer and FLOPS for test flight schedule. In Base Maintenance, this process will
be performed by PPC.
d. The Engineer in charge is responsible to ensure the conditions for performance of
a test flight as per customer procedures are met.
e. Authorized Engineer should be on board as observer.
f. Other engineer / technical personnel standby at departure bay for ground
handling.
g. Upon completion of test flight, PIC opens the necessary items in customer
technical logs.
h. Customer support / PPC function coordinates with regional coordinator for
rectification or proper deferral. The aircraft is then released to service by
authorized engineer.
i. As required customer can decide to organize another test flight as necessary.

2. Ferry Flight
A ferry flight is performed under customer responsibility and in accordance with
customer procedure. Special permit may be required and abstention of such permit
is under customer responsibility.

DOCUMENTS
- Aircraft Maintenance Manual
- Task/Job Card

Part: 4 Paragraph 4.1

 Page : 4.2-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

ENGINE RUN UP
PURPOSE

This procedure describes the process of Engine Run-up Performance either as

scheduled/unscheduled Maintenance or every after engine installation that performed
by authorized Engine Run-up engineer as related specific aircraft type rating.

The ground maintenance crew should preferably be consisted of a minimum of three

mechanics; at least one senior mechanic should be available. One senior mechanic shall
be on the head set to monitor the engine run up process outside the aircraft, under
coordination with authorized personnel (Engineer specialized for engine run up) for high
power, or engineer aircraft type for idle power in the cockpit. The ground maintenance
crew shall ensure that the areas are kept clear during engine run up process, and warn
the engineer of any emergency.

PROCEDURE

a. PPC issue Work Order and compile the task card for engine run up.
b. PIC of Line/Base Maintenance will assign authorized engine run-up engineer for run-
up.
c. The authorized Engine Run-up engineer is responsible to ensure the necessary
documentation, task card, tools and equipment are available.
d. The authorized Engine Run-up engineer is responsible to perform engine test run and
make sure that the appropriate procedures in Maintenance Manual of the aircraft
type, ground operation limits and safety precautions are observed and followed
accordingly.
e. In case there are no available qualified / approved technical personnel to perform
engine run-up particularly at the outstation, the pilot in-command of the aircraft is
qualified to do this task, with the support of a line maintenance engineer.
f. Aircraft must be positioned at parking place (or special run up area), which is
reference to the local airport authority regulation prior to engine power test. Aircraft
will not be run-up where the jet blast constitutes a hazard to passing aircraft, any
building, hangar, or large permanent structures unless it is as safe distance away in
case it may jump over the chocks, where the safe distance can be reduced.
g. The aircraft heading should be forward the prevailing wind. Install wheel chocks in
front of and aft of nose wheels and main wheels (and body/wing gears if any). Set
parking brakes in “ON” position.
h. Perform walk around check. Clear the area around inlet duct, in front of and behind
the engines for all FOD and equipment which may be drawn into intakes or may be
blown by jet blast, creating hazard to aircraft and/or personnel.
i. For engine run up idle must place fire extinguisher in front outboard side of engine
to be running. During running engine process, minimum 1 personnel responsible for
monitoring if any indication of fire occurred.
j. Complete engine run up check list must be available before commencing starting
engine run up.

Part: 4 Paragraph 4.2

 Page : 4.2-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

k. The ground maintenance crew must not wear loose accessories, etc. during engine
run and must wear approved ear protectors.
l. The headset man shall be equipped by headset and use at least 30 feet extension
cord for his headset to allow free movement. In any emergency condition, while
engine run up is on full power, and using headset is prohibited (e.g. lightning or
thunderstorm), the headset man shall use hand signal so the headset man shall
proficient with visual hand signals.
m. The ground crew shall be equipped by proper safety vest and flash light, particularly
for night engine run up activity.
n. Shall be a minimum 2 persons stationed in the cockpit:
 For idle power engine run up: One person in captain side as an engineer aircraft
type for run up performance, and one engineer or one mechanic to assist record
engine parameter on the engine run checklist.
 For high power engine run up: One person in captain side as an authorized
personnel (Engineer specialized for engine run up) for run up performance, and
one engineer aircraft type or one mechanic with engine type training to assist
record engine parameter on the engine run checklist

o. As preparation of the engine run, the Engine run up Engineer (Authorized Engineer)
shall:
1. Review AFML and check Work Order / Inspection Report to ensure that the
engines and system are normally operated.
2. Appoint experienced and knowledgeable personnel to assist as follows:
 For idle power engine run up, another mechanic or engineer to assist in the
cockpit to record engine parameter on the engine run up check list.
 For high power engine run up, another engineer aircraft type or one mechanic
with engine type training to assist in the cockpit to record engine parameter
on the engine run up check list.
3. Brief all crew members to ensure that they are conversant and aware with their
duties and responsibilities, about personnel safety requirements, particularly the
procedures, cautions, warning and emergency procedures in the respective
AMM. Also regarding the inlet and exhaust area of the engines during engine
ground running, danger zone and engine safety corridors.
4. Follow the aircraft ground handling procedures.
5. Adhere to the local airport authority procedure for ground run, including ensuring
that the engine test run is carried out in the authorized area and obtaining radio
clearances.
6. Obtain clearance from the Control Tower before performing the engine test run.

p. During the engine ground run, the authorized engine run-up engineer shall ensure
that:
1. The engine run up is carried out according to respective AMM, Chapter 71 and
appropriate task card.
2. The authorized engine run-up engineer is responsible for ground safety (any fuel
oil leaks or fire) and at any time he becomes aware personnel are in danger, he
shall call for an immediate engine shutdown.

Part: 4 Paragraph 4.2

 Page : 4.2-3
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

3. Extra care shall be taken to ensure that the choking procedures are followed, the
engineer shall assure to the wheels and chocks in order to advise the cockpit if
appears that the aircraft is about to move.
4. The ground crew are remaining in forward of the nose wheels when idle power.
The only exception to this shall be for the purpose of engine adjustment or leak
checks with the engine at ground idle. Under the control of the authorized
engineer, the ground maintenance crew shall direct personnel (mechanic or
engineer) to approach the engine from the side and shall advise the authorized
engineer when staff have returned to a position forward of nose wheels. And
move away to clear danger area and still visible from the flight deck.
5. Ensure all ground support equipment are not connected to aircraft.
6. If the ground run is performed at a location, where the jet blast of the running
engines constitutes a hazard to passing aircraft, the headset operator shall advise
the authorized engineer such as reduce the engine speed to idle power. This idling
speed must maintain until the headset operator gives an all-clear signal.
q. If the Run up result is satisfied. Authorized engineer Close WO and Task Card then
RTS the Task Card in the AFML and Run-Up check list.
r. After engine run up is accomplished, Foreign Object Debris check must be conducted
at engine run up area bay. Any fluid leak onto the engine run up bay must be reported
to the Engine run up Engineer (Authorized Engineer) and follow up cleaning carried
out.
s. If the Run up result is not satisfied, rectify the problem as per Fault Isolation Manuals.

DOCUMENTS
- Aircraft Maintenance Manual
- Engine Ground Run Record Sheet Form

Part: 4 Paragraph 4.2

 Page : 4.3-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT REFUELING & DEFUELING

PURPOSE
This procedure provides information of the aircraft fueling safety regulation,
maintenance practices and precaution to be observed.

REFERENCE
AMM Chapter 12 and 28

PROCEDURE
A. Procedures to be Performed When Fueling an Aircraft
Authorized engineers/Mechanic are responsible to ensure that the procedure laid
down are strictly followed:
Prior to fueling/defueling an aircraft, the authorized engineer/Mechanic shall follow
safety regulations to avoid a potential fire hazard, local authority regulations and
shall always be adhered to:
1. All aircraft engines shall be stopped.
2. Fueling should be performed in the areas which allow the free movement of the
Fueling Truck, firefighting equipment and other emergency equipment.
3. No fueling or de-fueling shall be taken inside a hangar, if deemed necessary; the
special precaution in accordance with local regulations shall be followed.
4. Fueling or de-fueling in the vicinity of another aircraft is running its engines, the
risk of force and effect of jet blast shall be considered.
5. The APU or GPU shall not be started during fueling. Fueling with APU or GPU
running is permitted if the APU or GPU can be stopped immediately in case of
fuel spillage. These precautions should be followed when APU is in operation
during Refuel and defuel:
 Obey the limit for the APU operation.
 Make sure the fueling vehicles are in position that avoids any risk of coming
in the path of the APU exhaust stream.
 If the APU auto shutdown during the refuel process: complete the refuel
first before starting APU or stop the refueling. Disconnect the refueling hose
(s) from the aircraft before you start the APU again.
 If the APU fire occurs during the refuel: Stop the refueling, APU going to
shutdown automatically, if the APU remaining ON, do the APU emergency
shutdown procedure and discharge the APU fire bottle using manual
operated and notify the airport fire services by person/ Engineer on board
in the aircraft.
 If the fuel spillage during refuel: Stop the refueling and notify the
person/Engineer on board to unload the APU and shut down the APU using
by manual procedure.
6. When fueling, adequate measures shall be taken to prevent over fueling or fuel
spillage. If there is any spillage, it is important to keep spillage to a minimum,
and appropriate action shall be taken by the person responsible for the fueling.
The spillage is shall be immediately bounded and ground equipment shall be

Part: 4 Paragraph 4.3

 Page : 4.3-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

stopped operating. The airport or local fire department shall be called whenever
required.

7. The fueling vehicle shall be positioned in such a way that if afire occurs, the
vehicle can be driven away without the need to reserve so that the persons
within fueling area can escape easily.
8. The fuel hose should be placed in safe and clear position to avoid the damage
and should be monitored during fueling process.
9. Fueling shall not be initiated if the wheel brakes of the aircraft are abnormally
hot.
10. The applicable AMM for special precaution for respective aircraft type shall be
applied.
11. Refueling must be avoided during presence of visible thunderstorms in and near
the refueling area.
12. Before commencing refuel of the aircraft, the engineer/mechanic must perform
fuel sampling check from the fueling truck to make sure that there is no water
presence in the fuel by draining approximately 500ml of fuel direct from the
fuel truck reservoir, use fuel water detector tablet or by visual after allowing
the drained fuel sample to stabilized. If necessary, asked the fuel man (supplier)
to show the quality certification done to the fuel loaded to the truck.

B. Fire Fighting Equipment

1. The fuel supplier is normally responsible to provide adequate firefighting
equipment during fueling operations. The officially approved firefighting
equipment shall be quickly and easily accessible and if possible, located upwind
from any likely source of fire.
2. The technical personnel shall be familiar with the location and use of the fire
extinguisher. The fuel truck or dispenser is to be equipped with a portable fire
extinguisher.
3. Any ground equipment unit driven by an internal combustion engine without
firefighting equipment shall not be used to service the aircraft.

C. Fueling Area Regulation

The responsible person for refueling shall ensure that:
1. Fueling Area
To satisfy the safety requirements during fueling of the aircraft shall be applied
within the fueling area, where risk of combustible gases can be expected.
Vehicles or other equipment which may cause spark or Electro-static shall not
be allowed to pass the fueling area during fueling in progress, as the potential
of fire hazard might occur. Fueling area for pressure fueling is considered from
under wing tips to ground level with the radius of 3 (three) meters from each
fuel tank vent hole.

Part: 4 Paragraph 4.3

 Page : 4.3-3
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

2. Admittance to the Fueling Area

During refueling, only the personnel associated with handling of the aircraft
shall be permitted in the fueling area.
3. General Precaution Against Fire
 Smoking, use of open fire or any type of activity that can cause sparks are
strictly prohibited in the fueling area.
 Ground Equipment should -as a general rule -not be positioned or operated
in the fueling area. If (for specific reasons) electrical equipment,
combustion engines and burners (cabin heaters, de-icing units) have to be
used within the fueling area, such unit shall be officially approved for this
particular application.
 Combustion engines and burners shall not be started or stopped within the
fueling area.
 Electrical equipment shall not be connected to or disconnected from the
aircraft within the fueling area.
 Do not connect or disconnect the battery chargers, aircraft ground
generators or other electrical ground power components and do not test
the power equipment until refuel completed.
 Do not fill or change the oxygen bottles.
 Do not starts there fuel if any part of the landing gear is unusually hot.

4. Precaution Against Static Electricity

The responsible person to perform refueling/defueling shall ensure that the
personnel and equipment are guarded against dangerous effects of aircraft
static electricity, grounding and bonding of aircraft. They are needed before
fueling commences and shall be maintained during fueling. It can be done as
follows:
 Bonding of the refueling vehicle to aircraft.
 Grounding of the refueling vehicle to ground.
 Bonding of work stands to the aircraft if work stands are used.
 Bonding of refueling nozzle to the aircraft.
 Inter-phone communication between ground personnel and flight deck
are not permitted when there is a risk of lightning (electrical discharge) in
fuelling area.
 Using of mobile phone during refuel process is prohibited. Mobile phone
or any wireless communication devices classify in the low power category
(less than 25 watts’ power of radiated power) can be used safely by
minimum distance 10 ft (3m) from refueling and fuel vent area.

Part: 4 Paragraph 4.3

 Page : 4.3-4
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

5. Aircraft Area Regulations

The responsible person for refueling shall ensure that:
All types of Fueling:
 All aircraft engine ignition switches shall be in OFF position during fueling.
 Radar and HF equipment shall not be operated or repaired.
Over Wing Fueling:
 Electrical equipment shall not be operated, connected to or removed from
energized circuits.
 Radio and radar equipment and electrical switches shall not be operated
except:
o Cabin, flight deck and compartment lighting.
o Position lights.
o Wing leading edge lights.
 Do not perform over wing fueling during heavy rain.

Refueling from Drums or Jerry Cans for:

The pilot shall observe precautions previously outlined in this section and:
 Fuel from the drums will be pumped through a company approved pump
and filter system.
 Drums should be stored on their side with the bungs lined up horizontally
to avoid water ingestion.
 Drums should be stood upright and blocked 2-3 inches beneath the large
bung side for at least six hours prior to use to allow for water sitting to the
low side.
 Drums without rubber bung seals intact should not be used.
 The fuel suction pipe should rest 1 1/2 to 2 inches above the bottom of
drum, particularly if visible water is present in the low side of the drum.
 Fuel used from the Jerry cans will have been pumped through a proper
filtration system prior to being put in the cans.
 Company approved type filters should be used when refueling.

Part: 4 Paragraph 4.3

 Page : 4.4-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT JACKING

PURPOSE
This procedure describes the aircraft jacks positioning and handling procedures as
required in task card or for up and down position.

REFERENCES
AMM, Chapter 7

PROCEDURE
1. Before aircraft jacking is performed, this precaution shall be taken:
 All passenger / crew doors shall be locked / closed before and during jacking.
 All cargo compartment doors shall be closed and locked before and during
jacking.
 All engine cowlings shall be closed before and during jacking.
 Ensure all around aircraft area is clear before and during jacking.
 Do not jack aircraft with the weight greater than permissible in the applicable
maintenance manual.
 Make sure the airplane is turned into the wind (if it is applicable), when it is out
of the hangar. Lifting the airplane axles or the three primary jack points (raising
the complete aircraft), you can jack the airplane in winds up to 35 knots (40
mph).
2. The assigned engineer is responsible to supervise and maintain standard procedures
to be observed while performing the jacking of the aircraft. Engineer shall setup
aircraft to be ready for jacking as follows:
 Make sure that all area around aircraft is clear. If possible, check all jacks to be
used for the validity of inspection and/or load test performed. Also check for
obvious damage, leaks, etc. Jacks shall be in good condition.
 Check the availability of the jack pads to the store for completeness.
 Carry out briefing to the team composition involved on aircraft jacking and its
required functional check. Each member should fully understand their
participation to avoid damage of the aircraft.
 Assigned mechanic installed the appropriate jack pads on its proper
location/area to the aircraft.
 Position the appropriate jack on its proper location and wait for engineer further
instruction.
 Hand loose the jack screw to fit to the connecting pad and informed engineer
once hand tight already.
 Once all the jacking points was tight hand on the pad, ensure the jack release
valve is closed properly.
 Proceeds jacking up the aircraft as instructed by the engineer. The jacking level
should always observe as per AMM. The engineer should always monitor the
level of each side particularly the wing area.
 The engineer should instruct the assigned personnel by hand signal that the
required correct level of the aircraft to the ground has been reached already.

Part: 4 Paragraph 4.4

 Page : 4.4-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

 Check aircraft ground stability by reading aircraft inclinometer and if required,

adjust any landing gear shock absorber to achieve stability in accordance with
maintenance manual.
 Check aircraft stability all the time during jacking by giving the verbal order to
assigned mechanic to stabilize the jack operation.
 The assigned mechanic will secured/locked the jack spanner to prevent screw
jack movement while doing the functional check.
 After the completion of the functional check to the aircraft, wait for the
engineer’s instruction for the unlocking of the jack spanner.
 Observe clearances beneath and around the aircraft all the time during jacking
and order assigned mechanic to stop operating immediately whenever
hesitated.
 Give signal to assigned mechanic to stop operation and lock the jacks when reach
required level.
 Final check the aircraft stability after jacks are locked, re-adjust if needed.

Part: 4 Paragraph 4.4

 Page : 4.5-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT STRUCTURE REPAIR

PURPOSE
This procedure describes the repair process of parts i.a.w approved data
(AMM/SRM/FEAR).

PROCEDURE
A. Initial Step
This Step describe the preparation step before repair performing.
1. After discovering a structural damage on the aircraft, Engineer record it to ensure
that the details of the defect are properly recorded. Dimensions and location of the
damage must be carefully obtained and recorded.
2. Engineer Issued MDDR (BT-RRF-010) in according with the defect and send to Aircraft
Structure Repair.
3. Aircraft Structure Repair Personnel Issued Field Engineering Request / FER (BT-ENF-
028) and send to Base Maintenance Engineering to get provide and reference for
repair instruction sequence.
4. Base Maintenance Engineering will review defect or damage with according with
Field Engineering Request / FER and MDRR.
5. Base maintenance Engineering will Issued Field Engineering Recommendation / FEC
as the Instruction and references to Aircraft Structure Repair.
6. Aircraft Structure Repair personnel perform in according with Instructions and
references, those bundled on work instruction and references (SRM, SRKM,
Engineering product, etc.).

CAUTION:
If Engineers and Mechanic repair fill up Maintenance Defect & Rectification Record
/MDRR (form BT-RRF-010). Make sure all instructions and references is clearly
understanding and not ambiguous before start the job.

B. Preliminary Inspection Repair

This procedure is applicable for parts prior to perform the repair. This procedure
describes removal of damage on structural parts to prepare the part for repair and
to validate the damage assessment and report possible hidden damage that may
impact the initial selection for repair procedure.
1. Base maintenance Engineering Issued Field Engineering Recommendation / FEC
as the Instruction and references for Preliminary Repair to Aircraft Structure
Repair.
2. Remove visible damage as per procedure given in Field Engineering
Recommendation (FEC).
3. Aircraft Structure Repair personnel perform in according with Instructions and
references for Preliminary Repair, perform inspection for hidden damage,
requested NDT for accurate deviation, measure recorded and confirmation of
the extend of the damage.
4. If new damage is discovered after removal of existing damage, return Field
Engineering Recommendation (FEC) to PPC for confirmation of the repair to be

Part: 4 Paragraph 4.5

 Page : 4.5-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

performed.
5. Aircraft Structure Repair Personnel Update Field Engineering Request (FER) with
possible new damage found after removal of the damage to Base Maintenance
Engineering for Final Instruction Repair.
6. Aircraft Structure Repair personnel record and completed all documents.
7. Aircraft Structure Repair personnel allowed to give suggestion as a pre
evaluation repair with issued Field Engineering Request to Base Maintenance
Engineering.

C. Replacement
1. Aircraft Structure Repair personnel allowed to request parts or components
replacement incase the parts or components had too much damage, cannot
repairing anymore, or to much cost for repairing than the new ones after
calculated, with issued Field Engineering Request / FEC and delivered to Base
Maintenance Engineering.
2. Base maintenance Engineering can issued Field Engineering Recommendation /
FEC for replacement without Preliminary FEC.
3. PPC coordination with Aircraft Structure Repair personnel to Prepare all materials
requirement.
4. Aircraft Structure Repair personnel perform in according with Instructions and
references (SRM, SRKM, Engineering product, etc.).
5. Inspector shall have inspected the replacement part, after accomplishment job.
6. Aircraft Structure Repair personnel record and completed all documents.

D. Repair Covered by Maintenance Data (SRM)

a. Allowable Damage (Within Limit Damage)
Before continuing this step, accomplished Initial and Preliminary Repair step.
1. Base maintenance Engineering evaluated result of Preliminary Repair that
reported.
2. Base maintenance Engineering review FEC and issued Field Engineering
Recommendation as the instructions and references for Minor Repair.
3. PPC coordination with Aircraft Structure Repair personnel to Prepare all
materials requirement.
4. Aircraft Structure Repair personnel perform in according with Instructions and
references.
5. Inspector shall have inspected the replacement part, after accomplishment
job.
6. Aircraft Structure Repair personnel record and completed all documents.

b. Minor Repair Without Repair Parts

Before continuing this step, accomplished Initial and Preliminary Repair step.
Confirm if the damage is not allowable damage.
1. Base maintenance Engineering evaluated result of Preliminary Repair that
reported.
2. Confirm if Repair part is not necessary for this repair.
3. Base maintenance Engineering review FEC and issued Field Engineering

Part: 4 Paragraph 4.5

 Page : 4.5-3
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

Recommendation as the instructions and references for Minor Repair.

4. PPC coordination with Aircraft Structure Repair personnel to Prepare all
materials requirement.
5. Aircraft Structure Repair personnel perform in according with Instructions and
references (SRM, SRKM, Engineering product, etc).
6. Inspector shall have inspected the replacement part, after accomplishment
job.
7. Aircraft Structure Repair personnel record and completed all documents.

c. Minor Repair with Repair Parts

Before continuing this step, accomplished Initial and Preliminary Repair step.
Confirm if the damage is not allowable damage.
1. Base maintenance Engineering evaluated result of Preliminary Repair that
reported.
2. Confirm if Repair part is necessary for this repair.
3. Base maintenance Engineering review FEC and issued Field Engineering
Recommendation as the instructions and references for Minor Repair.
4. PPC coordination with Aircraft Structure Repair personnel to Prepare all
materials requirement.
5. Aircraft Structure Repair personnel perform in according with Instructions and
references (SRM, SRKM, Engineering product, etc.) for fabricated Repair Part.
Requested NDT for any tested that required and make sure no crack or other
deviation on Repair Part.
6. The Repair Part need to Inspected and Approved by Quality as qualified part
and airworthy. Quality issued C of C for the Repair Part.
7. Aircraft Structure Repair personnel perform in according with Instructions and
references for Minor Repair (SRM, SRKM, Engineering product, etc).
8. Inspector shall have inspected the replacement part, after accomplishment
job.
9. Aircraft Structure Repair personnel record and completed all documents.

E. Repair not Covered by Maintenance Data (SRM)

a. Repair Without Repair Parts
Before continuing this step, accomplished Initial and Preliminary Repair step.
1. Base maintenance Engineering evaluated result of Preliminary Repair and
feedback reported to OEM.
2. Confirm if Repair part is not necessary for this repair.
3. Base maintenance Engineering issued Engineering Recommendation (Field
Engineering Authorization Repair / FEAR) as the instructions and references for
Fabricated Repair Part and Major Repair.
4. PPC coordination with Aircraft Structure Repair personnel to Prepare all
materials requirement.
5. Aircraft Structure Repair personnel perform in according with Instructions and
references (Task card, MDRR, FEAR).
6. Inspector repair personnel shall perform inspection to all items, after
accomplishment job.

Part: 4 Paragraph 4.5

 Page : 4.5-4
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

7. After repair process SBU AFM will create EDP (Engineering Data Package) for
apply major repair form.
8. Customer submission major repair form to authority.
9. After major repair form approved by authority, customer will submit form to
Base Maintenance.
10.Base Maintenance Engineering will prepare major repair return to service
form refer to major repair form from authority.
11.Engineer certifies major repair return to service form.
12.Aircraft Structure Repair personnel record and completed all documents.

b. Repair with Repair Parts

Before continuing this step, accomplished Initial and Preliminary Repair step.
1. Base maintenance Engineering evaluated result of Preliminary Repair and
feedback reported to OEM.
2. Confirm if Repair part is necessary for this repair.
3. Base maintenance Engineering issued Engineering Recommendation (Field
Engineering Authorization Repair / FEAR) as the instructions and references for
Fabricated Repair Part and Major Repair.
4. PPC coordination with Aircraft Structure Repair personnel to Prepare all
materials requirement.
5. Aircraft Structure Repair personnel perform in according with Instructions and
references for fabricated Repair Part (Task card, MDRR, FEAR). Requested NDT
for any tested that required and make sure no crack or other deviation on
Repair Part.
6. The Repair Part need to Inspected by Inspector as qualified part and airworthy.
Inspector issued C of C for the Repair Part.
7. Aircraft Structure Repair personnel perform in according with Instructions and
references for Minor Repair (Task card, MDRR, FEAR).
8. Inspector repair personnel shall perform inspection to all items.
9. After repair process SBU AFM will Create EDP (Engineering Data Package) for
apply Major Repair Form.
10.Customer Submission Major Repair Form to authority.
11.After Major Repair Form approved by authority, customer will submit form to
Base Maintenance.
12.After repair process SBU AFM will create EDP (Engineering Data Package) for
apply major repair form.
13.Customer submission major repair form to authority.
14.After major repair form approved by authority, customer will submit form to
Base Maintenance.
15.Base Maintenance Engineering will prepare major repair return to service
form refer to major repair form from authority.
16.Engineer certifies major repair return to service form.
17.Base Maintenance Aircraft Structure Repair (Engineer, Group Leader,
Repairman) record and completed all works documents (Task card, MDRR,
FEAR), including materials consumption and man hours.

Part: 4 Paragraph 4.5

 Page : 4.6-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT PAINTING

PURPOSE
The purpose of this procedure is to outline aircraft painting preparation and process to
ensure a good result for customer satisfaction.

PROCEDURE
The aircraft painter is responsible in the preparation of all materials, tools & equipment,
reference documents in performing the required painting process to the aircraft. The
aircraft painter received this task from the project coordinator of the group the content
of the painting process requirement either minor or major.

A. Preparation
1. Check the tools and equipment used during the painting process are complete
and in good condition.
2. Check the given task card for further review of the extended painting coverage
area/location.
3. Review the indicated process as referenced in AMM/SRM including the attached
drawing if required.
4. Check the available materials particularly the paint color and types is based on
the customer specification.
5. Check the air supply pressure is correct for the painting application.
6. The mixing of colors is based on the materials manufacturer recommended
process procedures.
7. Check and assess the area and location that need to be painted.
8. Check as necessary the accompanied tin plates pattern in the application of
customer company logo and identification.
9. For major task, ask the detailed process procedure in the application of customer
color specification for the whole aircraft exterior.
10.Takes & follow all the precaution during the entire painting process as a safety
program.
11.Put a portable cover and warning sign/precaution “PAINTING ACTIVITY” around
the painting area.

B. Minor Painting Application

Minor painting requirement mostly is created in induction of the aircraft during the
inspector shake down. This finding only needs some refurbishing or retouch on
areas/location where the painting is evidently damaged.
1. Check first the extended of the damaged as stated on generated Maintenance
Defect & Rectification Report. If the limit damaged is within the specific repair
scheme called by the reference AMM, the painter could proceed.
2. If the damaged is not covered by the reference AMM, kindly request reference
the damaged to the Engineering Department for proper evaluation and
disposition. In case is covered by certain bulletin issued by engineering then
follows the stated process /procedures.

Part: 4 Paragraph 4.6

 Page : 4.6-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

3. Upon completion the required process, the assigned painter should append his
signature to the corresponding task card /worksheet.
4. Turn over the accomplished document to the chief group for proper
administration of all completed task cards for the day prior to transmit that
package to the planner.

C. Major Painting Application

Major painting is involved the total stripping of the current paint of the aircraft
fuselage based on the requirement from the customer Air carrier.

1. After observing the paragraph A. procedures, the painter should be careful in

stripping the paint on the airframe structures by not using a sharp edge object.
2. During the application of paint strip remover, the painter should wear protective
clothing.
3. Always wear a protective breathing mask while doing the painting process until
the painting completed.
4. Application of primer protection should per applicable AMM, observed the drying
time prior the next coating application.
5. The same procedure as item 4. In the application of final paint application.
6. Ensure to use the prepared tin plate on the proper location /area as stated on the
document reference used prior to commence the painting.
7. Upon completion the painting of the aircraft the used materials should turn over
to the group leader for the accountability such as tin plate document reference,
tools and others.
8. The chief of group ensure all the job cards / worksheet is duly signed after
checking the process is satisfactory.

Part: 4 Paragraph 4.6

 Page : 4.7-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT WATER AND WASTE

AIRCRAFT WATER SUPPLY SYSTEM SERVICING PROCEDURE

The Engineer/ Mechanic is responsible to supervise and maintain standard of water
supply replenishment and final check that no any damage to aircraft after servicing was
completed.
The Engineer/ Mechanic shall ensure that the equipment operator performs the
following tasks:
1. "Open" water supply fill and over flow valve on the aircraft.
2. Supply water from the service unit to aircraft water tank unit until the water flows
from the over flow drain port.
3. “Close" water supply fill and over flow valve on the aircraft.
4. Confirm water tank is full by water quantity indicators.
5. Remove water supply service unit.
Final check no any damage to aircraft after servicing was completed. If any
irregularities and or damage to aircraft during replenishing water supply system, the
operators shall report to Authorized Engineer who is in-charged to that aircraft.

AIRCRAFT WASTE DISPOSAL SYSTEM HANDLING

The Engineer / Mechanic shall ensure that the equipment operators perform the
following tasks accordingly:
1. The Engineer/ Mechanic is responsible to supervise and maintain standard of
servicing aircraft toilet waste disposal system and final check that no any damage to
the aircraft after servicing is completed.
2. Servicing shall be completed on all aircraft long ground stop within 2 hours after
arrival. All other assigned flights shall be serviced within 60 (sixty) minutes after
arrival.
3. Special equipment shall be used for flushing aircraft tanks. A direct connection to the
water distribution system shall never be used for this purpose.
4. Vehicles, equipment used for servicing aircraft waste disposal system shall be
different from and kept entirely separate from potable water vehicles and
equipment.
5. Toilet servicing equipment shall be adequately marked and usage shall be restricted.
6. Aircraft toilet waste shall be discharged through flexible water tight connection
direct to a servicing vehicle especially constructed for this purpose to avoid
contamination to the aircraft and the environment. After discharging the toilet
waste, ‘AT LEAST 2 COMPLETE FLUSHINGS’ with clean water shall be applied before
filling up the tank with disinfectant solution (pre-charge).
7. Check toilet flush operation is normal.
8. Remove service unit, service hose, allow line to drain completely.
9. Final check, ensure no any damage to aircraft after service was completed. Ensure
the corresponding servicing panel is properly closed and locked.
10.If any irregularities and/or damage to aircraft during service aircraft waste disposal
system, the operator shall report to authorized engineer/cabin maintenance
mechanic who is in charge of the aircraft.

Part: 4 Paragraph 4.7

 Page : 4.7-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

NOTE:
Personnel servicing aircraft waste disposal system shall not be assigned to service aircraft
water system simultaneously.

Part: 4 Paragraph 4.7

 Page : 4.8-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

CRITICAL TASKS / REQUIRED INSPECTION ITEM

PURPOSE
This procedure is to define BATAM AERO TECHNIC policy to minimize the risk of multiple
errors and capture errors on critical systems, such as a possibility of an error being
repeated in maintenance tasks involving similar maintenance actions on some element
/ aircraft component of same type fitted to more than one system on the same aircraft
during maintenance.

Reminder: In addition to the Critical Tasks identified by the PPC function during the
preparation of the tasks cards, the engineer must be able to identify Critical tasks during
the course unscheduled maintenance (defect rectification).

PROCEDURE
1. RII is performed when a defect is found and/or required on task card that identified
in customer Company Maintenance Manual.
2. RII is an aircraft maintenance which it’s may consequently lead to an unsafe
operation of the aircraft, and it is required a re-inspection by other inspector who is
not involved in that work.
3. Defect arising in the course of Line Maintenance may require RII inspection to be
carried out when performing defect rectification. The Engineer must specify the
Critical Tasks / Required Inspection Items, when required, on the AFML.
4. In Base Maintenance, Planner/PIC coordinates with RII Inspector before the Critical
Task/RII is performed.
5. In the course of scheduled maintenance, Task Cards requiring RII inspections are
identified.
6. Critical task / Required Inspection Items are performed by certified
inspector/engineer who properly trained, qualified and authorized. During
inspection process, inspector must be as a witness.
7. Then, an independent inspection is performed by an authorized Inspector who will
sign-off the duplicate inspection in the AFML (RII sign-off) and on the task card, if
applicable.
8. Reminder: maintenance personnel on extended duty shall not perform or inspect
any critical task / Required Inspection Item.
9. Whenever critical maintenance task / Required Inspection Item is performed and
checked by one person due to short personnel availability, special precautions must
be taken.
10.In such case, the Engineer/Authorized Inspector will be the only authorized person
to perform any critical maintenance task / Required Inspection Item. The concerned
Engineer, with inspector authorization, shall re-inspect the task after completion of
all similar tasks.
11.Re-inspection shall be separately signed off on AFML (RII sign-off) and on the task
card, if applicable.
12.The engineer shall verify that all critical tasks / Required Inspection Items have been
properly performed and signed-off before issuing Release to Service as per
procedure 1.6.

Part: 4 Paragraph 4.9

 Page : 4.9-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

ROBBING PROCEDURE

GENERAL
An airworthy part that has been removed from an aircraft for immediate installation
(parts robbing) is the removal of part/component, engine from the donor
aircraft/engine or next higher assembly to be installed on to recipient aircraft as no
other alternative available to dispatch the aircraft on time.

The Part Robbing or cross change of part/component and engine may only be
performed if spare not available for dispatching the aircraft to maintain flight schedule
and shall not practices on the aircraft being letter check.

Note: however, aircraft in hangar letter check is can only be processed with approval
granted by Customer’s Technical Representative.

Part robbing component tracking is the procedure to record and certify the component
that is removed from the aircraft prior to being reinstalled on the recipient aircraft due
to spare is not available. This condition is applied to confirm that the component is in
serviceable condition and have adequate time remaining for operation until the next
scheduled Maintenance Check.

Record removed the part/component from aircraft or Next Higher Assembly in the
robbing part form, entries on both Aircraft Maintenance Logbook of donor and recipient
aircraft.

PROCEDURE
1. PPC function Line Maintenance or Base Maintenance will coordinate with customer
before making decision to robbing part from an aircraft.
2. Work Order will be issued if component removal (robbing) is approved.
3. Before release to service a part removed from aircraft, the engineer with customer
check these following conditions:
 The last flight operation with the component fitted revealed no faults on that
component/related system.
 Evaluates traceability part and history of part/component using the Aircraft
Maintenance Logbook to ensure that there is no similar problems have been
experienced on the donor aircraft. The aircraft records are researched for any
unusual events that could affect the serviceability of the aircraft component such
as involvement in accidents, incidents, heavy landings or lightning strikes.
 The aircraft component is inspected for satisfactory condition, such as physical
condition of the components/part for leakage, missing parts, cracks, etc. and
compliance with any additional manufacturer’s maintenance instructions.
 Under no circumstance the component can be released in accordance with this
procedure if it is suspected that the aircraft component has been subjected to
extremes of stress, temperatures or immersion which could affect its operation.
 Compliance with known modifications and repairs should be established.
 Hours/cycle since overhaul or shop visit.

Part: 4 Paragraph 4.9

 Page : 4.9-2
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

 The flight hours/cycles/landings as applicable of any service life limited parts

including time since overhaul are compliant.
 Compliance with known applicable airworthiness directives is established.
4. When all above conditions are met, the engineer can remove the parts/components
in accordance with Aircraft Maintenance Manual, and fills the appropriate section of
Rotable Control Tag BT-MTF-001 (on Canibalization section).
5. Securely attach the Rotable Control Tag and Serviceable Tag to the component.
6. Inspector or engineer should sign the appropriate block of the RCT, store personnel
should treat the component Return to Stock in EMRO system.
7. Ensure that robbing part classified as LRU are robbed as one unit completely. Do not
robbed part itself only and left any accessory part in aircraft such as bolt, nut, washer,
bracket, etc.
8. Engineer shall also issue and attach Warning Tag (BT-MTF-003) in removed part
location and in the cockpit of donor aircraft.

Part: 4 Paragraph 4.9

 Page : 4.10-1
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

GROUND COCKPIT COMMUNICATION

PURPOSE
It is required communication from the ground personnel (engineer or mechanic with flight
deck person) during aircraft moving or activity on the ground.

This standard “Ground to Cockpit Communication” procedure is to be used by ground

engineer or mechanic during aircraft on arrival or before departure.

Communication should be performed by headset/interphone or visual signal

communications.

The Engineer or Mechanic shall:

1. Established interphone communication with flight deck. It is the responsibility of the end
user to ensure its serviceability. A defect has to be write on AFML when the interphone
is found inoperative.
2. In order to minimize the risk of personnel injuries by electric discharges such as lightning
strikes, avoid using interphone headset when thunderstorm or other certain
meteorological condition is anticipated. Under such circumstances hand signals are used
as alternative communication method.
3. Station where headsets are corresponding facilities for interphone communication with
flight deck are not available, hand signals shall be used.
4. Stay in contact with PIC until all clear signals is acknowledged.

HEADSET/INTERPHONE COMMUNICATION
A. ARRIVAL
After aircraft completely stop and wheels chock in-position, connect the inter-phone head
set to flight inter-phone jack. Give acknowledgment.

Ground Engineer/Mech. “Ground to Cockpit”

Pilot “Cockpit to Ground, Go ahead”
Ground Engineer/Mech. “Wheels chocks are in-position”
Pilot “Brakes Release.”

Waiting for any request or others instruction from cockpit, then continue procedure.

Part: 4 Paragraph 4.10

 Page : 4.10-2
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

B. PREPARE TO PUSHBACK/TOW OUT.

After all passenger’s doors and cargo doors have been closed, pilot will start push back and
prepare to start the engines. Ground engineer should standby with interphone headset and
inform the cockpit crew.

Ground Engineer/Mech. “Ground to Cockpit

Pilot “Cockpit to Ground”
Ground Engineer/Mech. “All PAX and Cargo Doors are closed and locked”
Pilot “Clear and Standby”

Push Back/Tow Out Clearance Not Received

Pilot “Standby for clearance”

Ground Engineer/Mech. “Standby”
Pilot “Clear for push back/Tow out facing …(direction)
Ground Engineer/Mech. “Clear push back/Tow out facing … (direction)”

Give signal to Mechanic/wingman to remove wheel chocks and inform cockpit.

Ground Engineer/Mech. “Release brakes”

Pilot “Brakes are Released”

As soon as ground engineer is ready for push back/tow out.

Ground Engineer/Mech. “Starting pushback” or “Starting Tow out”

C. PUSH BACK / TOW OUT
Note: In case of using towbarless Tractor, the following attention shall be paid:
1. Ground engineer/mechanic must notify the pushback operation by towbarless tractor
to flight crew.
2. The towbarless tractor holds the nose landing gear wheels (off ground), so the airplane
pitches vertically and may moves lightly forward or aft. Therefore, when
connecting/disconnecting towbarless tractor should be performed as follows:
a. After setting up towbarless tractor just before lifting up the nose landing gear,
confirm that the step and the boarding bridge etc. are disconnected, confirm the
entry doors and cargo doors are closed and inform the cockpit.
b. “Airplane is ready for pushback. Pressurize hydraulic system”.
c. After receiving the call from the cockpit “Hydraulic system pressurized“ start the
lifting up by towbarless tractor.

Part: 4 Paragraph 4.10

 Page : 4.10-3
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

The aircraft will be pushed back/towed out with the wheel brakes completely released. The
ground engineer is responsible for evidence of obstacle and clear condition. However, the
pilot in command shall be ready to apply brakes, when be requested by the ground
engineer.

When the aircraft has reached the final pushback/tow out position and completely stop,
place the chock in front of nose wheel.

Ground Engineer/Mech. “Set Parking Brakes”

Pilot “Parking Brakes set”

The ground engineer/Mechanic should reconnect the nose wheel steering torque link and
check the steering bypass is in normal position.

Preparation for engine starts. As soon as pilot ready for engine start.

Pilot “Ready for Engine Start number….. and …

Ground Engineer/Mech. “Ground clear for start engine number…and number…”
Pilot “Start engine number……….”
Ground Engineer/Mech. “Clear to start engine………”

Ground engineer informs to the pilot that N1 rotates after starting (observing compressor
blade rotation).

Ground Engineer/Mech. “N1 Rotation”

Pilot “Checked”

If no N1 rotation is observed after engine start, the ground engineer should inform to pilot.

Ground Engineer/Mech. “No N1 Rotation”

Pilot “Confirm”

Continue with the operation procedure for rectification the problem after starting cut off
(fuel lever off).

If the big flame observed from the exhaust (tail pipe), the ground engineer has to inform the
pilot.
Ground Engineer/Mech. “Exhaust Fire”

Part: 4 Paragraph 4.10

 Page : 4.10-4
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

Continue with the operation procedure for rectification the problem if the fire did not cease
after continue cranking.

Upon the engine has no problem and stabilized, pilot will perform next engine starting. The
communication procedure for the next engine starting is similar with the sequences above.
After all engines run and stabilized.

Pilot “Starting completed, removed ground equipment,

Signal from the (Left or Right)”.
Ground Engineer/Mech. “All equipment removed clear and signal from the
(Left or Right)”

Signal to remove all ground equipment and wheel chock to another ground personnel.

Ground Engineer/Mech. “Ground Equipment and Wheel Chock removed”

After removing interphone jack and closing the access door, ground engineer should show
the steering by pass pin and manually gives the “All Clear” (thumbs up) signal to the cockpit.

D. DEPARTING AIRCRAFT WITHOUT PUSH BACK/ TOW OUT.

After all passenger doors and cargo door have been closed, pilot will start the engines.

Ground engineer/mechanic should standby with the interphone head set.

Ground Engineer/Mech. “Ground to Cockpit”
Pilot “Cockpit to Ground”
Ground Engineer/Mech. “All PAX and cargo doors are closed locked”.
Pilot “Clear and Standby”

Preparation for engine starts.
Pilot “Cockpit to Ground”
Ground Engineer/Mech. “Ground to Cockpit”

As soon as pilot ready for engine start.

Note:
In case the cross bleeds engine starting, coordination with PIC shall be established for proper
starting procedure in according with the pilot instruction.

Pilot “Ready to Engine start number…….and

Ground Engineer/Mech. “Ground clear for start engine number
…….and…..”
Pilot “Start engine number ………..”
Ground Engineer/Mech. “Clear to start engine ………..”

Part: 4 Paragraph 4.10

 Page : 4.10-5
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

Ground engineer informs the pilot that N1 rotates after starting (by observing compressor
fan blades rotation).
Ground Engineer/Mech. “N1 Rotation”
Pilot “Checked“

If no N1 rotation is observed after engine starting, ground engineer/Mechanic should inform

to the pilot.

Ground Engineer/Mech. “No N1 Rotation”

Continue with the operation procedure for rectification the problem after starting cutoff
(fuel lever off).

If the big flame comes out from the exhaust is observed, ground engineer/Mechanic should
be informed to the pilot.
Ground Engineer/Mech. “Exhaust Fire”

Continue with the operation procedure for rectification the problem if the fire did not cease
after continue cranking.
After engine stabilized, pilot will perform engine starting for the next engine. The
procedure is same as previous procedure, except concerning number of engine to be
started.

After all engines run and stabilized.

Pilot “Starting completed, Ground equipment may be
removed, signal from (Left or Right)”

Give signal to another ground engineer/Mechanic to remove wheel chock and inform to
cockpit upon done.
Ground Engineer/Mech. “Ground equipment and Wheel chock removed”
Ramp Clear, Ready for Taxi, signal from…. (Left or
Right)
After removing interphone jack and closing the access door, ground engineer/mechanic
should move to the save area visible from cockpit window than show the steering bypass
pin and hand signal “Clear“ to the cockpit until acknowledged by pilot.

If all clear, before aircraft moving the pilot shall give hand signal “Clear“ or by flashing two
times the runway turn of light especially in the night.

Part: 4 Paragraph 4.10

 Page : 4.10-6
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

E. PROCEDURE IN CASE OF COMMUNICATION ISSUES.

1. If any irregularity occurs during departure or arrival service, such that communication is
lost between the cockpit and ground, immediately suspended the works and make the
best effort to establish communication.
2. However, if such suspension is considered to jeopardize the situation, operation may
continue until any phase assuring safety.
When a communication delay between the cockpit and the ground because of any
reason, they should make contact which can be understood each other.
If the interphone gets inoperative, or become necessary after being disconnected for
departure, inform the intension primarily the following procedures:
a. In case the cockpit crew will inform the ground engineer/mechanic of inoperative
interphone.
b. The pilot on the left seat shall press mechanic calls witch or flashes the run way turn
off light flashing more than twice, than the mechanic shall establishes
communication.
3. When the cockpit crew request establishing communication after the interphone is
disconnected:
a. The pilot in the left seat shall press mechanic call switch or flashes the run way turn
off light flashing more than twice, until acknowledgment from the ground is
received. In this case parking brake must be set.
b. The mechanic shall give acknowledgment by waving the headset or cockpit call
switch.
Note:
The mechanic should approach the aircraft from in front of aircraft in order to be
visible to the cockpit after confirming that the aircraft remains stationary.

Caution:
The continued flashing light signal (more than twice) shall not be used for other
purposes in order to prevent incident resulted from misunderstanding.

4. In case that ground engineer/mechanic requests establishing communication again after

the interphone is disconnected:
a. The ground engineer/mechanic recognize parking brake is set, and waves the head
set in day time or keeps the flash light flashing more than twice at the night time.
b. The pilot in the left seat gives acknowledgment by flashing the run way turn off light
more than twice.

Part: 4 Paragraph 4.10

 Page : 4.10-7
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

F. EMERGENCY PROCEDURE
When an emergency stop due to unexpected situations (such as towbar coming off, etc.) Is
required, the ground engineer/mechanic inform the flight crew using the following phrase:

“Emergency, brake set (on) please, brake set (on) please “

The cockpit crew should apply the brake immediately.

Pay attention to the braking action so will not to cause tail contact with ground).

Caution:
Once the above signal is given, the ground engineer/ mechanic should give and retain a
hold signal until all ground personnel and equipment return to safe position.

VISUAL SIGNAL

SIGNAL MADE BY MARSHALLER TO PILOT

Signal Description
WINGWALKER/GUIDE :
Raise right hand above head level with wand pointing
up; move left-hand wand pointing down toward the
body.

This signal provides an indication by a person

positioned at the aircraft wingtip, to the
pilot/marshaller/push-back operator, that the aircraft
movement on/off a parking position would be
unobstructed.

IDENTIFY GATE :
Raise fully extended arms straight above the head
with wands pointing up.

Part: 4 Paragraph 4.10

 Page : 4.10-8
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

PROCEED TO THE NEXT SIGNALMAN OR AS

DIRECTED BY TOWER/GROUND CONTROL :
Point both arms upward; move and extend arms
outward to sides of body and point with wands to the
direction of next signalman or taxi area.

STRAIGHT AHEAD :
Bend extended arms at elbows and move wands up
and down from chest height to head.

TURN LEFT – FROM THE PILOT’S POINT OF VIEW :

With the right arm and wand extended at a 90-
degree angle to the body, make the “come ahead”
signal with the left hand. The rate of signal motion
indicates pilot the rate of aircraft turn.

TURN RIGHT – FROM THE PILOT’S POINT OF VIEW :

With the left arm and wand extended at a 90-degree
angle to the body, make the “come ahead” signal
with the right hand. The rate of signal motion
indicates pilot the rate of aircraft turn.

Part: 4 Paragraph 4.10

 Page : 4.10-9
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

NORMAL STOP :
Fully extend arms and wands at a 90-degree angle to
sides and slowly move to above head until wands
cross.

EMERGENCY STOP :
Abruptly extend arms and wands to the top of the
head, crossing wands.

SET BRAKES:
Raise hand just above shoulder height with an open
palm. Ensuring eye contact with the flight crew, close
hand into a fist. Do not move until receipt of “thumbs
up” acknowledgment from the flight crew.

RELEASE BRAKE:
Raise hand just above shoulder height with the hand
closed in a fist. Ensuring eye contact with the flight
crew, open palm. Do not move until receipt of
“thumbs up” acknowledgment from the flight crew.

Part: 4 Paragraph 4.10

 Page : 4.10-10
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

CHOCKS INSERTED :
With arms and wands fully extended above head,
move wands inward in a “jabbing” motion until
wands touch. Ensure acknowledgment is received
from the flight crew.

CHOCKS REMOVED :
With arms and wands fully extended above
head, move wands outward in a “jabbing”
motion. Do not remove chocks until authorized
by the flight crew.

START ENGINE(S):
Raise right arm to head level with wand pointing up
and start a circular motion with the hand; at the
same time, with left arm raised above head level,
point to the engine to be started.

CUT ENGINES/ROTOR :
Extend arm with wand forward of the body at
shoulder level; move hand and wand to top of left
shoulder and draw wand to top of the right shoulder
in a slicing motion across the throat.

Part: 4 Paragraph 4.10

 Page : 4.10-11
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

SLOW-DOWN :
Move extended arms downwards in a “patting”
gesture, moving wands up and down from the waist to
knees.

SLOW-DOWN ENGINE(S) ON THE INDICATED SIDE :

With arms down and wands toward the ground, wave
either right or left wand up and down indicating
engine(s) on left or right side respectively should be
slowed down.

MOVE BACK :
With arms in front of the body at waist height, rotate
arms in a forward motion. To stop rearward
movement, use the signal “Normal stop” or
“Emergency stop”.

TURN WHILE BACKING – FOR THE TAIL TO

STARBOARD :
Point left arm with wand down and bring right arm
from overhead vertical position to horizontal forward
position, repeating right-arm movement.

Part: 4 Paragraph 4.10

 Page : 4.10-12
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

TURN WHILE BACKING – FOR THE TAIL TO PORT :

Point right arm with wand down and bring left arm
from overhead vertical position to horizontal forward
position, repeating left-arm movement.

HOLD POSITION/STAND BY :
Fully extend arms and wands downwards at a 45-
degree angle to sides. Hold position until the aircraft
is clear for the next maneuver.

DISPATCH AIRCRAFT :
Perform a standard salute with the right hand and/or
wand to dispatch the aircraft. Maintain eye contact
with flight crew until aircraft has begun to taxi.

FIRE :

Move right-hand in a “fanning” motion from shoulder

to knee, while at the same time pointing with left
hand to area of fire. Night — same with wands.

Part: 4 Paragraph 4.10

 Page : 4.10-13
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

SIGNAL MADE BY PILOT TO MARSHALLER

Signal Description
BRAKES ENGAGED :
Raise arm and hand with fingers
extended horizontally in front of the
face, then clench fist.

BRAKES RELEASED :
Raise arm with fist clenched
horizontally in front of the face, then
extend fingers.

INSERT CHOCKS :
Arms extended palms facing
outwards, move hands inwards to
cross in front of the face.

REMOVE CHOCKS :
Hands crossed in front of the face,
palms facing outwards, move arms
outwards.

READY TO START ENGINE

INDICATED :
Raise the number of fingers on one
hand indicating the number of the
engine to be started. For this
purpose the aircraft engines shall be
numbered as follows, No. 1 engine
shall be the port outer engine, No. 2,
the port inner engine, No. 3, the
starboard inner engine, and No. 4,
the starboard outer engine.

Part: 4 Paragraph 4.10

 Page : 4.10-14
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

SIGNALS DESIGNED FOR USE TO HOVERING HELICOPTERS

Signal Description
HOVER :

Fully extend arms and wands at a 90-degree angle to

sides.

MOVE UPWARDS :
Fully extend arms and wands at a 90-degree angle to
sides and, with palms turned up, move hands
upwards. Speed of movement indicates the rate of
ascent.

MOVE DOWNWARDS :
Fully extend arms and wands at a 90-degree angle to
sides and, with palms turned down, move hands
downwards. Speed of movement indicates the rate of
descent.

MOVE HORIZONTALLY LEFT – FROM THE PILOT’S

POINT OF VIEW :
Extend the arm horizontally at a 90-degree angle to
right side of the body. Move other arm in the same
direction in a sweeping motion.

Part: 4 Paragraph 4.10

 Page : 4.10-15
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

MOVE HORIZONTALLY RIGHT – FROM THE PILOT’S

POINT OF VIEW :
Extend the arm horizontally at a 90-degree angle to
left side of the body. Move other arm in the same
direction in a sweeping motion.

LAND
Cross arms with wands downwards and in front of
the body.

TECHNICAL/SERVICING HAND SIGNALS

Signal Description
DO NOT TOUCH CONTROLS :
Extend the right arm fully above head and close fist or
hold the wand in horizontal position; left arm remains
at side by the knee.

CONNECT GROUND POWER :

Hold arms fully extended above the head; open left
hand horizontally and move finger tips of the right
hand into and touch open palm of the left hand
(forming a “T”). At night, illuminated wands can also
be used to form the “T” above the head.

Part: 4 Paragraph 4.10

 Page : 4.10-16
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

DISCONNECT GROUND POWER :

Hold arms fully extended above the head with finger
tips of the right hand touching the open horizontal
palm of the left hand (forming a “T”); then move right
hand away from the left. Do not disconnect power
until authorized by the flight crew. At night,
illuminated wands can also be used to form the “T”
above the head.

AFFIRMATIVE/ALL-CLEAR :
Raise right arm to head level with wand pointing up or
display hand with “thumbs up”; left arm remains at
the side by the knee.

NEGATIVE/NOT-CLEAR :
Hold right arm straight out at 90 degrees from
shoulder and point wand down to the ground or
display hand with “thumbs down”; left-hand remains
at side by the knee.

ESTABLISH COMMUNICATION VIA INTERPHONE :

Extend both arms at 90 degrees from the body and
move hands to cup both ears.

Part: 4 Paragraph 4.10

 Page : 4.10-17
Issue : 2
Revision : 1
Aircraft Maintenance Procedure Manual Date : 26 April 2023

OPEN/CLOSE STAIRS :
With the right arm at the side and the left arm raised
above the head at a 45-degree angle, move the right
arm in a sweeping motion towards the top of the left
shoulder. This signal is intended mainly for aircraft
with a set of integral stairs at the front.

Part: 4 Paragraph 4.10

 Page : 4.11-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT PUSHBACK PROCEDURE

PURPOSE
This procedure describes the requirement and precautions for aircraft push back.

During the aircraft push back, suitable qualified person for ground to cockpit
communications will communicate with flight crew as per AMPM 4.10 “Ground
Cockpit Communication”. Visual signals with the Push back car operator and or other
members of the engineer or with the flight crew if necessary.

PROCEDURE
PRIOR TO COMMEND OF PUSHBACK
1. Engineer or mechanic shall ensure that the following actions are sequentially
performed.
2. Nose wheel steering system is in BY-PASS position or steering lockout pin
inserted.
3. Torque link connected or disconnected is optional to the radius of turn. Refer to
AMM Chapter 09.
4. Tow-bar is properly connected to nose gear tow lug and tractor in the same
alignment. Ensure the tow bar is manually connected to the nose gear tow lug
as possible to avoid damaging the nose gear strut.
CAUTION:
The steering lockout pin shall be inserted prior to connect the tow bar.

5. Tractor engine shall be started before the aircraft engine start up.
6. Area around the aircraft is free from obstacles. Wing-man shall be required only
when pushback of an aircraft is commenced at a Critical Area.
7. Interphone communication is established, use hand/visual signal other than
interphone communication if there is heavy rain or a possibility of thunderstorm
refer to AMPM 4.10 Ground Cockpit Communication

DURING PUSH-BACK
1. Pushback speed during the whole operation shall not exceed 5 (five) km/hrs.
Engineer or mechanic shall communicate with flight crew by interphone or
visual signal and tractor driver/helper by visual signals and or verbal
instruction refer to AMPM 4.10 Ground Cockpit Communication
2. Certifying/Engineer and tractor driver shall ensure that the center line of an
aircraft fuselage (not only nose wheels) is aligned with the guideline.

Part: 4 Paragraph 4.11

 Page : 4.11-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

3. Complete the check of the surrounding area, the Engineer or mechanic shall
give all clear signals to the flight crew. The engineer or mechanic ensures
that the fire extinguisher is always available at stand during engine starting.
PROCEDURE DURING PUSH BACK TO MINIMIZE RTA WHEN THERE IS FUEL
LEAK DURING ENGINE STARTING (FOR CFM56-7B ENGINE)
1. During engine starting, fuel leak may come out from engine drain port and
can make aircraft RTA for checking
2. To prevent delay due to RTA, some procedure must follow in accordance
with AMM and other reference.
3. Normal Engine start procedure for fuel leak

Part: 4 Paragraph 4.11

 Page : 4.11-3
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

4. Normal engine start procedure for fuel leak (with hand signal)

Part: 4 Paragraph 4.11

 Page : 4.11-4
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

NOTE:
When it proves unsuccessful to establish Ground/Flight deck interphone
communication, the alternate pushback procedure shall be
carried out by means of the visual signals refer to AMPM 4.10 Ground Cockpit
Communication

ADDITIONAL REGULATION FOR PERFORMING AIRCRAFT PUSHBACK

1. Pushback only performed by Authorized person that appointed by Group
Leader.
2. Ensure all staffs wear appropriate uniform, vest, safety shoes while working in
the designated places to all Group Leader Duties & Responsibility.
3. Bring torch light whenever performing pushback in the night with minimum
lighting facility (airport lighting facility.
4. Have coordination with pushbacker, wing man regarding pushback planning
(speed, the track to be passed, maneuvering, including other Aircraft and
equipment around it).
5. Regarding with the head set tools for communication with PIC during
pushback, it is considered that the head set cable is rolled by hand rather than
by masking tape to make it easier to extend the cable.
6. Pushback procedure including visual position of the personnel head set
operator during performing push back.
7. The safe distance hazard area during pushback where personnel headset
operator is prohibited from entering pushback hazard zone while Aircraft is
moving. The safe distance hazard area is minimum 3 meters.
8. The head set operator shall command to the push backer to slowdown the
speed when it feels too fast during performing pushback.

DOCUMENT AND RECORD

 Appropriate AMM
 B737NG-EI-71-277R1 STANDARD OPERATING PROCEDURE (SOP) FUEL LEAK
DURING ENGINE STARTING

Part: 4 Paragraph 4.11

 Page : 4.12-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

AIRCRAFT TOWING PROCEDURE

PURPOSE
This procedure describes highlights and precautions for aircraft towing and applicable
for movement of aircraft from a parking spot to the other parking spot for any purpose
by means of tractor power with correct and safe procedure.

PROCEDURE
ENGINEER/ MECHANIC RESPONSIBILITY
He is responsible to:
1. Establish and maintain communication with the flight deck operator and others
person (tower or ground control) in according with local airport regulations.
2. Ensure the anti-collision lights are in “ON” during aircraft towing.
3. Ensure that the nose gear steering lock out pin is installed before the tow-bar is
connected and removed after the towing is completed.
4. Termination of communication only when receiving the confirmation from flight
deck operator that aircraft parking brakes are applied or wheel chock in position.

THE FLIGHT DECK OPERATOR

May be flight crew or authorized personnel who have the responsibility to:
1. Prepare the aircraft for towing in according with the instructions in AMM Chapter
9.
2. Establish and maintain communication with the engineer/mechanic.
3. Give awareness of hazardous condition and take appropriate actions.
4. Brakes the aircraft as ordered by the engineer/mechanic or when otherwise
required.
5. Check that all entry and cargo doors are closed.
6. Switch on anti-collision lights.
7. Switch on aircraft position lights if towing in darkness.
8. Adjust the flight deck seat for best possible view of towing tractor and wing tips.
9. Obtain permission form Air Traffic Control as applicable to commence aircraft
towing.

Part: 4 Paragraph 4.12

 Page : 4.12-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

THE FLIGHT DECK OPERATOR, THE TRACTOR DRIVER AND THE GROUND
ENGINEER / MECHANIC
They are jointly responsible to ensure:
1. Parking brake release/set arrangement to the aircraft.
2. The current instructions on towing and related regulations issued by the
local airport authority are adhered to.
3. Maintain safe clearance to other aircraft, ground equipment and any other
obstacles.
4. The aircraft and tractor are not exposed to excessive braking forces.

CAUTION:
A special attention shall be paid to minimum safety distance to aircraft with
operating engines or APU, as specified in AMM Chapter 9.

THE TRACTOR DRIVER

He is a holder of Surat Kecakapan “Peralatan Pelayanan Darat Pesawat
Udara”/ Ground Support Equipment Operator license and has responsibility
to:
1. Ensure that towing has been carried out following the instructions.
2. Clear all equipment from the immediate area around the aircraft before
commencing towing.
3. Ensure that the tow-bar is in-operational condition and properly connect to
/disconnected from the aircraft and tractor.
4. Ensure that tractor in towing position is driven by forward gears only.
5. Towing and braking forces are applied as smoothly as possible to avoid
damage to the aircraft and tractor.

CAUTION:
Tractor may reverse after pushback, but only to center nose wheel,
reversing of tractor is also allowed when towing into/out of hangars.

BRAKING
Due to the unfavorable relation between aircraft and tractor weights (aircraft
can be more than 10 times heavier than the tow tractor), there is and
advantage of braking the aircraft rather than the tractor. It will result in
considerable reduction of stopping distance and elimination of risk that the
tractor will push the aircraft in to an uncontrollable turn (jack-knifing).

Since the engineer/mechanic has a better position for all-round-visibility,

closer to traffic & obstacles on the ramp than the flight deck operator does,
the engineer/mechanic shall initiate immediate aircraft braking by ordering

Part: 4 Paragraph 4.12

 Page : 4.12-3
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

the flight deck operator, whenever necessary.

1. Braking procedure
When the flight deck operator is ordered to apply aircraft brakes, the
following procedures shall be followed during forward towing.
a. The engineer/mechanic orders the flight deck operator through and
interphone system to apply aircraft brakes.
b. The flight deck operator shall apply aircraft brakes smoothly and
confirm action taken to the ground engineer/mechanic by
communication system.
c. If towing has to continue at this speed, engineer shall order the flight
deck operator communication system, to discontinue braking.
CAUTION:
Always adjust the speed to prevailing conditions. Slow down prior to
turning. Do not brake tractor while turning, on a down-slope or on
a slippery surface, order aircraft braking instead.

2. Emergency Braking

Emergency braking shall be initiated after by engineer or the flight deck

operator communication system, “brake, brake” (repeated). Both tractor
driver and flight desk operator shall apply brakes aiming at the shortest
possible stopping distance and at the same time avoiding jack- knifing.

COMMUNICATION FAILURE
In case of communication failure, the tractor driver shall order aircraft braking
by sounding the tractor horn (repeated short signals), and the flight deck
operator shall order tractor braking sounding the engineer call horn and/or
flashing the nose gear light. Towing speed shall not exceed 5 (five) km/hr.

Wing-man may be required in the Critical Area to ensure the safe clearance
between Wingtips or Vertical stabilizer and obstructions.

CAUTION:
During towing never exceed maximum speed and nose gear steering angle
as specified in AMM Chapter 9.

NOTE :
Special attention and procedure must be follow when tow the aircraft
without electrical power, battery or no communication established. Apron
Movement Control (AMC) assistance may be needed for make sure towing
operation are safe.

DOCUMENT AND RECORD

Applicable AMM Chapter 9

Part: 4 Paragraph 4.12

 Page : 4-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

PART 5 - REPORTING

Part: 5 Paragraph 5.0

 Page : 5.1-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

WORK TURN OVER REPORT

PURPOSE
This procedure describes the process of exchanging information between working
group/shift, so the important element of task can be passed and understood.

SCOPE
Base Maintenance and Line Maintenance

PROCEDURE
1. If the shift ends before a particular job/ subtask is complete, or in case an item in the
vicinity is removed to facilitate the accomplishment of the original task, then the
outgoing Group Leader must ensure that the information is passed to the incoming
shift, and all related Tags are attached and visible, such as (but not limited to)
Warning tag (BT-MTF-003) and Part holding tag (BT-MTF-002).
2. The information shall be recorded on Turn Over Report completely and with clear
understandable language, that detailed the worked they have performed and the
open items for next shift continuation of the stated process called in the task card.
The information shall include these items:
 Tasks/ job cards in progress
 Last step(s) completed
 Problems encountered (outstanding or solved)
 Unusual occurrences, defects or faults
 Location of removed parts
 Parts ordered (if any) and when it is expected
 Any shortage of parts/ tools
 Proposed next step
 Any relevant information deemed necessary
 Communications with other departments (e.g. Field Engineering, PPC function,
etc.)
 Facility and personnel status
 Signature of outgoing shift Group Leader at the end of report
 Signature of incoming shift Group Leader as a means to acknowledge the
receipt of such report
3. The tools that have been used during the accomplishment of the maintenance are
inspected for physical condition in case the next shift will use it again.
4. At least 30 minutes before shift change, both responsible/in charge personnel should
exchange detailed information. This is done via walkthroughs which is a mutual
inspection and discussion of the information in the turn over report while attending
the workplace.
5. Turn over report should be placed on the prominent area for its accessibility of the
next shift personnel.

Part: 5 Paragraph 5.1

 Page : 5.1-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

DOCUMENTS & RECORDS

 Turn Over Book (BT-LMF-015)
 Base Maintenance Work Turnover Report (BT-BMF-004)

Part: 5 Paragraph 5.1

 Page : 5.2-1
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

DAILY ACTIVITY REPORT

PURPOSE
This procedure is to describe the daily report in Base Maintenance, Line Maintenance
and Line Schedule Maintenance.

SCOPE
Base Maintenance, Line Maintenance and Line Schedule Maintenance.

PROCEDURES
1. Base Maintenance
Reporting procedure uses form as follows:
A. Base Maintenance Aircraft Daily Activity Report.
 The report prepared by PPC function of Base Maintenance and
approved/acknowledged by Manager Base Maintenance. The report sent daily
by email to
 Aircraft Daily Activity Report should be distributed in daily basis after last shift
group of the day using Base Maintenance Work Turnover Report (BT-BMF-004)
filled by engineer/mechanic in charge (detail information to make report
refer to Chapter 5.1).

B. Daily accomplishing task cards.

Accomplished task cards should be submitted by the PIC after the day work
assigned shift to PPC function.

C. Maintenance Data Entry

 The Technical Records are responsible for scanning the dirty finger of AFML &
RCT and inputting the contents to EMRO. As well as reviewing and updating to
ensure the completeness of the data.
 The Engineer ensure readable maintenance data is completed & transferred to
AFML, included for additional WO.
 The Engineer inputs the contents AFML to EMRO when :
- Last flight before schedule maintenance or project.
- Open and closed DMI.
- Removal and installation of parts.

2. Line and Schedule Maintenance

 Daily Job Assignment (DJA)
The report has to be filled by the appointed person in line stations, and includes:
Reports have to approved/acknowledged by Chief or Engineer in Charge or
Leader. Daily Job Assignment Report should be sent daily by email (or other media
electronic) to PPC function and customer. The original Reports is held by the
station.
 Shift Turn Over Report

Part: 5 Paragraph 5.2

 Page : 5.2-2
Issue : 2
Revision : 2
Aircraft Maintenance Procedure Manual Date : 19 December 2023

The report has to be filled by engineer/mechanic in charge at the station where

have group shift change (detail information to make report refer to Chapter 5.1).
 Maintenance Data Entry
- The maintenance data that has to be input to the EMRO by
engineer/mechanic in charge only for the station where there is no group shift
change and there is no internet connection.
- For the station that has internet/ EMRO connection, the report has to be filled
by engineer/ mechanic in charge by input.
Note: These reports is not applicable for station that has no maintenance
personnel.

Part: 5 Paragraph 5.2

 Page : 5.3-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

TECHNICAL DELAY REPORT

PURPOSE
This procedure describes the format and action required to originate the Technical
Delay Report in accordance with customer procedure.
This procedure is applicable for reporting of all Batam Aero Technic’s customers under
the Fleet Management Program contract pertaining the technical delay.

SCOPE
Base Maintenance, Line Maintenance and Line Schedule Maintenance

PROCEDURE
A. Line Maintenance and Line Schedule Maintenance
1. The License Engineer shall be responsible for issuing Chronology report using
Customer Air Carrier Chronology Report Form.
2. Customer Air Carrier Chronology Report
Form Chronology report shall be submitted to customer as soon as possible
whenever a technical irregularity involves either a departure delay of 15 (fifteen)
minutes or more, or a cancellation of flight. Technical irregularities are defined
as delay the release to service/incidents/accidents in-connection with
performance of any following technical activities;
- Aircraft Handling.
- Aircraft Servicing.
- Aircraft Maintenance.
It is imperative that authorized Engineer issue Chronology report immediately
after a delay the release to service or incidents/accidents.

Material, Tools, and Equipment Chronology Report (BT-LMF-008)

Each condition of Lost or Damage to equipment & tools shall be identified and
reported by Mechanic/Engineer to Tools Store Keeper. Which is the
responsibility of maintenance personnel to ensure that tool control practices and
accountability guidelines are accomplished in accordance with this procedure.

3. At Line Station, the copy of Chronology Report shall be kept in file at originator
station after certifying the “Primary and Secondary Cause” by Chief of Line
Station/ engineer in charge.
4. The report shall be either hand written or type written in block letters in English
language.
5. For Line Schedule Maintenance, if for some reason it is not on-time then the
chronology delay report notification shall be sent to Base Maintenance.

Part: 5 Paragraph 5.3

 Page : 5.3-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

B. Base Maintenance
In Base Maintenance, there are two types of chronology report.
1. Base Maintenance Chronology Delay Report (BT-BMF-102), which is mandatory
for reporting the chronology that causes maintenance delay when the aircraft is
under maintenance in hangar.
2. Chronology Report (BT-BMF-112), which is used to report the chronology of any
case related to a common case in Base Maintenance activities and also as
complementary document for IOR form.

Part: 5 Paragraph 5.3

 Page : 5.4-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

ACCIDENT / INCIDENT REPORT

PURPOSE
This procedure is guidance for BAT personnel to report of any incident/accident occurs
during aircraft maintenance in accordance with SMSM and/or customer procedure.

PROCEDURE
The procedure how to manage the aircraft accident and serious incident report as
follows:
1. All the BATAM AERO TECHNIC personnel have to generate a report when an un
airworthy condition meeting the criteria such as:
 Significant cracking, deformation or corrosion
 Failure of primary structure
 Any evidence of burning, electrical arcing
 Significant hydraulic fluid or fuel leak
 Total system failure
 Burn stain due to electrical abnormal operation, burning or deformation
of aircraft
 structure / engine / component beyond threshold, detected during
maintenance,
 Defect / malfunction on aircraft system / engine / component, which if
undetected could
 seriously hazard safety of aircraft.
2. The engineer who handles the aircraft shall be responsible for reporting
immediately using Internal Occurrence report form (BT-RRF-002), in accordance
with SMSM Chapter 4.2.2.3.
3. In Line Maintenance, the report is to be acknowledged by the leader to Head of Line
Maintenance and can be handed-over or sent by e-mail. In Base Maintenance, the
report shall be acknowledged by head of Base Maintenance. This report has to be
copied to Quality Assurance Department and Safety & Security (SMS) Department.
4. Chief Line Station or Engineer or PIC in charge shall keep the copy of report in file.
5. The report shall be either written or type written in block letters and in English only.
6. As necessary Quality Department and Safety Department may request additional
details.
7. Any further investigation shall be done under Safety & Security Department
authority. This investigation will establish the root cause and will raise
recommendation to prevent the occurrence will recur.

NOTE: The aircraft records must be saved and do not change the record.

Part: 5 Paragraph 5.4

 Page : 5.5-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

HAZARD REPORTING

PURPOSE
This procedure describes how to identify incident contributors and then make the
system resistant to such errors.

SCOPE
1. The Organization is committed to encourage free and frank reporting of any
potentially safety related procedure, whilst the code of practice of the organization
forbids inappropriate punitive actions for unpremeditated or inadvertent lapse by
the employee.
2. The Organization respects the fact that confidentiality of the report is adhered to
when desired by the initiating person.
3. The SMS Department would initiate necessary action / investigation as appropriate.
Each reported case is carefully thorough and analyzed. Concluded remedial actions
shall be effectively promulgated to those personnel and sections that may need to
act on the results.
4. Record of Occurrence Report as well as results / actions will be securely kept at SMS
Department Office.
5. Quality Assurance department implements a comprehensive audit plan, with follow
up for appropriate closing of the audit findings.
6. Incident / accident reports are subject to investigation managed by SMS Department
and recommendations & actions are initiated accordingly.
 Follow up and closing of all reported errors. Fill the reportable case in the Safety
Hazard Observation Report (SHOR) form in Corruson System.
 Effective feedback of conclusions and necessary actions to concerned personnel
and ultimately to Accountable Manager.
 The conclusions are used for Engineer continuous training.

PROCEDURE
1. BAT employee reports any hazard that found by using Coruson in accordance with
SMSM Chapter 4.2.
2. In Line Maintenance if any delay, incident and PIREP, particularly repetitive defect,
shall be investigated for root cause by CUSTOMER / appropriate Chief Fleet in
coordination with Field Engineering and SMS Department (when necessary).
3. Maintenance errors shall be raised in occurrence report, categorized and routed as
required in AMOQSM 9.3.
4. Appropriate immediate corrective action shall be taken and mentioned on the
maintenance records (AFML, CML, etc).
5. In Base Maintenance Safety department will assess the report and open an
investigation (involving representative(s) of other departments) as necessary, and/or
issue recommendations. Action plan may include recurrent training session for
concerned maintenance personnel to prevent possible re-occurrence of such
maintenance error.

Part: 5 Paragraph 5.5

 Page : 5.5-2
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

Action plan may include One Quality Report, Quality Notice, revision of Task card, etc.
might be time Inspection upon similar aircraft type or equipment. Issuance of Safety
Report, suggested to concerned customer if required.

Part: 5 Paragraph 5.5

 Page : 5.6-1
Issue : 2
Revision : 0
Aircraft Maintenance Procedure Manual Date : 17 January 2023

NOTIFICATION OF MAINTENANCE DATA INACCURICIES AND AMBIGUITIES

PURPOSE
This procedure is defining how maintenance personnel shall notify inaccuracies /
ambiguities in maintenance data that they have observed during maintenance on
aircraft / aircraft component. Inaccuracy / ambiguity in maintenance data is defined as
an inappropriate, incomplete or doubtful at maintenance instruction.
An inaccuracy / ambiguity, observed in maintenance data must be notified to Type
Certificate / Supplemental Type Certificate holder / Original Equipment Manufacturer
(OEM). Maintenance data shall cover all type of documents referred in AMOQSM § 8.4.
In case of Task cards / Work cards / Worksheets, locally developed / derived from
manufacturer maintenance data, inaccuracy / ambiguity shall be notified for corrective
measure to Taskcard Development.
In case of Airworthiness Directives, inaccuracy or ambiguity is notified for corrective
measure to national aviation authority responsible for its issuance.
In case of customer document, inaccuracy or ambiguity is notified for corrective
measure to customer.

PROCEDURE
1. Whenever an inaccuracy / ambiguity in maintenance instruction is found during
maintenance on aircraft / aircraft component, the engineer must fill a Taskcard
Discrepancy Report (BT-RRF-050) and send it to Task Card Development Department.
2. The report shall be either hand written or type written in block letters in English
language and name of reporter shall be mentioned.
3. Taskcard Discrepancy Report (BT-RRF-050) is routed to Task Card Development
Department.
4. Taskcard Development Engineering is responsible to report to aircraft / component
manufacturer such an inaccuracy / ambiguity in manufacturer maintenance data.

Part: 5 Paragraph 5.6