Perkembangan industri penerbangan saat ini menuntut tingginya akan ketersediaan pilot dalam mendukung kegiatan operasional operator penerbangan.  Dengan adanya kebutuhan akan pilot ini telah menyebabkan pula tumbuh dan menjamurnya banyak lembaga pendidikan penerbangan untuk menyediakan sumber daya yang dipersyaratkan.

Berdasarkan pemberitaan yang ada selalu dikabarkan jika kebutuhan pilot Indonesia antara 600 – 700 pilot setiap tahunnya, padahal pada tahun 2016 ini saja terjadi potensi pengangguran pilot baru yang mencapai 500 pilot. Terjadi suatu kontradiksi antara tingkat kebutuhan dan penyerapan tenaga kerja yang tersedia. Kondisi ini lambat laun akan menghambat proses regenerasi pilot dalam skala nasional.

Profesi pilot yang menuntut tingkat keselamatan yang tinggi, kinerja tinggi dan spesifik ini memang menyebabkan banyak operator harus melakukan langkah dalam menjaga jumlah pilot yang mencukupi di dalam perusahaannya. Untuk menjaga hal tersebut akan menjadi wajar jika perusahaan memposisikan pilot dalam tataran strategis dan sebagai aset perusahaan dalam jangka waktu yang cukup panjang. Di samping itu perusahaan juga harus memikirkan proses regenerasi pilot yang ada di perusahaannya agar kesinambungan usaha dapat terjaga.

Untuk menjamin ketersediaan tenaga kerja pilot di perusahaan maka perusahaan perlu membuat suatu perjanjian kerja tersendiri untuk profesi pilot. Perjanjian kerja ini semestinya harus sesuai dengan perundangan dan peraturan yang berlaku. Perundangan mengenai ketenagakerjaan sebenarnya sudah tertuang pada Undang Undang Nomor 13 Tahun 2003. Dengan mengacu kepada perundangan tersebut ditemukan beberapa kejanggalan atau pelanggaran yang menjadi masalah dalam perjanjian kerja profesi pilot pada saat ini.

 

1. Perjanjian kerja waktu tertentu yang berlaku antara 5 – 18 tahun dengan kosekuensi perdata yang mencapai nilai yang cukup fantastis.

UU No. 13/2003 pasal 59.

1. Perjanjian kerja untuk waktu tertentu hanya dapat dibuat untuk pekerjaan tertentu yang menurut jenis dan sifat atau kegiatan pekerjaannya akan selesai dalam waktu tertentu, yaitu :
2. pekerjaan yang sekali selesai atau yang sementara sifatnya;
3. pekerjaaan yang diperkirakan penyelesaiannya dalam waktu yang tidak terlalu lama dan paling lama 3 (tiga) tahun;
4. pekerjaan yang bersifat musiman;
5. atau pekerjaan yang berhubungan dengan produk baru, kegiatan baru, atau produk tambahan yang masih dalam percobaan atau penjajakan.
6. Perjanjian kerja untuk waktu tertentu tidak dapat diadakan untuk pekerjaan yang bersifat tetap.
7. Perjanjian kerja untuk waktu tertentu dapat diperpanjang atau diperbaharui.
8. Perjanjian kerja waktu tertentu yang didasarkan atas jangka waktu tertentu dapat diadakan untuk paling lama 2 (dua) tahun dan hanya boleh diperpanjang 1 (satu) kali untuk jangka waktu paling lama 1 (satu) tahun.
9. Pengusaha yang bermaksud memperpanjang perjanjian kerja waktu tertentu tersebut, paling lama 7 (tujuh) hari sebelum perjanjian kerja waktu tertentu berakhir telah memberitahukan maksudnya secara tertulis kepada pekerja/buruh yang bersangkutan.
10. Pembaruan perjanjian kerja waktu tertentu hanya dapat diadakan setelah melebihi masa tenggang waktu 30 (tiga puluh) hari berakhirnya perjanjian kerja waktu tertentu yang lama, pembaruan perjanjian kerja waktu tertentu ini hanya boleh dilakukan 1 (satu) kali dan paling lama 2 (dua) tahun.
11. Perjanjian kerja untuk waktu tertentu yang tidak memenuhi ketentuan sebagaimana dimaksud pada ayat (1), ayat (2), ayat (4), ayat (5), dan ayat (6) maka demi hukum menjadi perjanjian kerja waktu tidak tertentu.
12. Hal-hal lain yang belum diatur dalam pasal ini akan diatur lebih lanjut dengan Keputusan Menteri.

Pasal 59 mensyaratkan jika profesi pilot tidak dapat dikategorikan sebagai pekerjaan yang sementara karena merupakan jenis pekerjaan yang berkelanjutan dan merupakan inti dari usaha penerbangan. Tidak pada tempatnya jika pilot diberikan kontrak kerja dari 5 – 18 tahun karena jelas melanggar UU ini, dan kalaupun kurang dari angka tersebut tetap saja harus menjadi perjanjian kerja waktu tidak tertentu atau pekerja tetap di perusahaan dengan mengacu pada ayat 7 pasal ini.

2. Kesempatan pelatihan dan pengembangan kompetensi yang tidak berkeadilan.

Pasal 10:

1. Pelatihan kerja dilaksanakan dengan memperhatikan kebutuhan pasar kerja dan dunia usaha, baik di dalam maupun di luar hubungan kerja.
2. Pelatihan kerja diselenggarakan berdasarkan program pelatihan yang mengacu pada standar kompetensi kerja.
3. Pelatihan kerja dapat dilakukan secara berjenjang.
4. Ketentuan mengenai tata cara penetapan standar kompetensi kerja sebagaimana dimaksud pada ayat (2) diatur dengan Keputusan Menteri.

Pasal 11 :

Setiap tenaga kerja berhak untuk memperoleh dan/atau meningkatkan dan/atau mengembangkan kompetensi kerja sesuai dengan bakat, minat, dan kemampuannya melalui pelatihan kerja.

Pasal 12 :

1. Pengusaha bertanggung jawab atas peningkatan dan/atau pengembangan kompetensi pekerjanya melalui pelatihan kerja.
2. Peningkatan dan/atau pengembangan kompetensi sebagaimana dimaksud pada ayat (1) diwajibkan bagi pengusaha yang memenuhi persyaratan yang diatur dengan Keputusan Menteri.
3. Setiap pekerja/buruh memiliki kesempatan yang sama untuk mengikuti pelatihan kerja sesuai dengan bidang tugasnya.

Masih banyak terjadi diskriminasi pada profesi ini pada kesempatan pengembangan kompetensi dikarenakan aspek senioritas semata atau faktor subyektif. Pilot yang relatif junior diberikan beberapa persyaratan yang cukup memberatkan dibanding pilot yang lebih senior atau bisa terjadi karena faktor subyektif lainnya. Padahal profesi pilot menuntut kompetensi dan kemampuan yang baik terlepas dari kriteria masa kerja atau usia dan harus diberikan dengan seobyektif mungkin.

Pemerataan kesempatan mutlak diperlukan sehingga kinerja perusahaan yang optimal bisa tercapai. Tidak hanya kinerja perorangan yang dirugikan, tetapi juga kinerja perusahaan turut dirugikan jika pemerataan kesempatan tidak dilaksanakan.

3. Permasalahan tenaga kerja pilot asing.

Pasal 42 :

1. Setiap pemberi kerja yang mempekerjakan tenaga kerja asing wajib memiliki izin tertulis dari Menteri atau pejabat yang ditunjuk.
2. Pemberi kerja orang perseorangan dilarang mempekerjakan tenaga kerja asing.
3. Kewajiban memiliki izin sebagaimana dimaksud pada ayat (1), tidak berlaku bagi perwakilan negara asing yang mempergunakan tenaga kerja asing sebagai pegawai diplomatik dan konsuler.
4. Tenaga kerja asing dapat dipekerjakan di Indonesia hanya dalam hubungan kerja untuk jabatan tertentu dan waktu tertentu.
5. Ketentuan mengenai jabatan tertentu dan waktu tertentu sebagaimana dimaksud pada ayat (4) ditetapkan dengan Keputusan Menteri.
6. Tenaga kerja asing sebagaimana dimaksud pada ayat (4) yang masa kerjanya habis dan tidak dapat diperpanjang dapat digantikan oleh tenaga kerja asing lainnya.

Tenaga kerja asing diperkenankan untuk dipergunakan oleh perusahaan dengan memperhatikan syarat yang ada pada pasal 42. Perjanjian kerja yang berlaku untuk pekerja asing hanya berlaku untuk 1 periode dan tidak dapat diperpanjang.

Penggunaan pilot asing idealnya hanya dilakukan dalam menjembatani kebutuhan pilot yang belum bisa diisi oleh pilot lokal. Ini merupakan suatu perlindungan terhadap pilot lokal dari kemungkinan membanjirnya pilot asing. Kesempatan kerja yang luas dan adil akan membantu dalam proses regenerasi pilot yang juga penting bagi masa depan profesi pilot di Indonesia.

Rekrutmen pilot pemula (abinitio) yang dilakukan harus juga berimbang, perlu ada kebijakan yang lebih memihak kepada pilot lokal. Aspek ekonomis dengan memudahkan pilot asing dikarenakan kesediaan mereka membayarkan biaya pelatihan secara mandiri harus dikesampingkan karena pilot asing bukan merupakan aset perusahaan dalam jangka panjang.

Permasalahan perjanjian kerja pilot ini perlu ditangani secara arif dan bijaksana oleh semua pihak yang berkepentingan. Bentuk perjanjian kerja sudah sewajarnya diformulasikan secara standar dan tidak bertentangan dengan undang- undang dan peraturan yang berlaku. Harus dicapai adanya keseimbangan antara kepentingan perusahaan dan pekerja itu sendiri. Perlu disadari bahwa pilot adalah aset dan bukan alat produksi.

Proses regenerasi pilot di masa depan perlu dipersiapkan dan dilakukan sejak awal. Perlu dilakukan perhitungan yang tepat dalam skala nasional untuk menjaga kesinambungan proses regenerasi pilot. Pemberian informasi akan kebutuhan pilot pun harus dilakukan secara berimbang sehingga potensi pengangguran pilot tidak terjadi kembali di masa depan.

Salam Penerbangan.

 

IFALPA (International Federation of Air Line Pilot’s Associations) merupakan suatu federasi bagi asosiasi pilot dalam lingkup internasional. Organisasi ini telah lahir sejak April 1948 pada konferensi di asosiasi pilot di London, Inggris dan banyak berkutat dalam menangani berbagai permasalahan penerbangan secara internasional. Dalam kegiatannya IFALPA banyak berinteraksi dengan ICAO sebagai badan spesialis penerbangan dari PBB. Untuk lebih detilnya, mungkin ekstrak dari laman http://ifalpa.org ini bisa mempersingkat pengenalan kita.

 

IFALPA History

Shortly after World War II, the United Nations Organization came into being and soon gave birth to several specialised agencies, one of which was the International Civil Aviation Organization (ICAO). The fact that ICAO was to make decisions on aviation policy without pilot representation immediately began to interest several pilots’ Associations. Airline pilots begun to realise that they were citizens of the world in many respects; their daily work took them across the boundaries of many countries, and they were often dependent upon distant municipalities or States to provide them with the facilities necessary for their personal safety and that of their passengers. They became, therefore, vitally concerned with national and international affairs related to aviation.

To exercise some control over these forces, pilots had to put themselves into a position of showing determined leadership, in aviation and to achieve this they had to organise on an international basis. This was the reason for the birth of IFALPA in April of 1948 during a conference of pilots’ associations held in London for the express purpose of providing a formal means for the airline pilots of the world to interact with ICAO.

The belief then was that the unique perspective of pilots operating in scheduled flying would be of critical benefit to the creation and adaptation of ICAO Standards and Recommended Practices (SARPs) through which ICAO regulates international civil aviation. This belief holds true today backed up by more than 60 years of experience. Today, IFALPA numbers over 100 Member Associations and represents in excess of 100,000 pilots from around the world.

 

What We Do

1. Influencing ICAO

Virtually every part of the Operating Specifications of ICAO has been influenced to some degree by IFALPA pilot representatives. Our contribution may be as obvious as drafting entire sections of an Annex which is subsequently adopted, or as subtle as prevailing in an argument for or against a proposal in one of the many ICAO Technical Panels. In either case, the end result is the same. The continuing input of Line Pilots brings reality and balance to what can, at times, be the intensely political and economic process of drafting operating conditions for the airlines of the world. When procedural change does or does not happen, it is significant for aviation safety. Equally, when a technological solution for a persistent problem is finally mandated, safety is improved. In both instances, IFALPA pilots will have been involved for many hours, presenting and advocating the Air Line Pilot point of view.

2. ANC Observer Status

IFALPA and IATA (International Air Transport Association) are the only organizations granted permanent observer status to the ICAO Air Navigation Commission (ANC). In terms of significance, this is one of the major accomplishments of IFALPA. Among the many activities of IFALPA, the one most familiar to our members is our accident investigation and support work. When an accident occurs, the accident investigation expertise of IFALPA is quickly brought into play. Both investigation and representation skills are frequently required, particularly if the flight crew has survived the accident. All pilots benefit by ensuring that all the factors underlying the accident are properly identified and resolved. If properly done, each accident investigation can result in significant improvements to aviation safety. Experience has shown that the involvement of properly trained and experienced Line Pilot investigators early in the investigation process is essential to a full and complete investigation and analysis.

3. Co-operation between Member Associations

Positive co-operation between Member Associations in times of need continues to be an invaluable benefit of IFALPA membership. Many examples of this strength occur on a regular basis with IFALPA heading up teams of Incident and Accident Specialists, or giving other assistance, while providing these services at a moment’s notice.

4. Criminal Prosecution

At the same time, a different set of IFALPA representatives have attempted to assist flight crew members who have been involved in an accident and face criminal, regulatory or disciplinary action as a result of an accident. The ability of the various Member Associations to provide assistance post-accident to their fellow IFALPA members may be considered one of the greatest benefits of membership in IFALPA to the average Line Pilot.

 

IFALPA Major Accomplisments

1. Centreline Approach Lighting

In 1953, ICAO adopted a set of standards for centerline approach lighting developed by an IFALPA pilot.

2. Cockpit Instrumentation

In 1955, as a result of an accident investigation, a Line Pilot was instrumental in the development of instrument comparators. A year on, the IFALPA Cockpit Standardisation Study Group adopted the “Basic T” instrument layout as its policy and convinced ICAO to make the design a worldwide standard for cockpit instrumentation layout. 

3. Hijacking & Carriage of Dangerous Goods

As early as 1960, IFALPA was leading the industry in concern over aircraft hijacking and the carriage of dangerous goods. Obviously, these two subjects are still at the forefront of IFALPA’s concerns and continue to demand close attention. When dealing with such issues IFALPA are able to act in cooperation with industry and government. 

4. Aircraft Manufacturer Relationships

IFALPA enjoys excellent relationships with Airbus, Boeing and Embraer and has had significant input into the design and modification of the newer products – a tradition which really goes back to the DC-8 introduction and continues with IFALPA’s input into the A380, EMB190 and B-787 aircraft. Representatives of the manufacturers are regular attendees at IFALPA technical committee meetings, where give-and-take on operation of the various models is encouraged for the benefit of all.

5. Aerodrome Signage

On the subject of airports, the signage seen around the world today is largely the product of an IFALPA development project which was ultimately adopted by ICAO as the international standard. This standard was a quantum improvement in aids to navigation while taxiing and undoubtedly has prevented many a ground collision caused by disorientation on the airport surface.

6. Extended Range Operations

IFALPA has worked with both European and North American regulators and manufacturers to develop comprehensive standards for Extended Range Operations for both twin engine aircraft and, more recently, all aircraft operating over remote Polar Regions. 

7. RVSM & ACAS

IFALPA was fully involved in the initial implementation of Reduced Vertical Separation Minima (RVSM) in the North Atlantic, and the subsequent implementation by Eurocontrol in domestic European airspace. To address the risks of mid-air collisions, IFALPA has long advocated installation of ACAS equipment and mandatory procedures for both pilots and controllers when a Resolution Advisory is issued by the equipment. 

8. Runway Incursions

The same can be said of ongoing efforts to minimize the risk of collisions on the airport surface, commonly called Runway Incursions. In addition to airport design, operating procedures and future technology, IFALPA has focused on airport capacity enhancement procedures which seemed to greatly increase the risk of collision by the reduction of safety margins inherent in the procedure design. 

9. Aircraft Performance

In the field of performance, IFALPA has consistently injected the views of the pilot at all points and over a sustained period. In the 1950s operators failed to allow fully for the excessive effect of wet runways on jet aircraft. This effect was not satisfactorily compensated for by the discounting of reverse thrust credit and the result was an undue number of landing overruns or aborts on wet runways. It took from the 1950s until the 1990s to get wet-runway accountability universally into State airworthiness regulations. That it did get there was certainly due in large measure to IFALPA. 

10. Approach and Runway Lighting

From the 1950s, progress in the field of lighting was steady and, to a large extent, made under conditions in full cooperation between IFALPA, IATA and the ICAO States. IFALPA contributed to these achievements step-by-step; from approach-lighting, to visual approach indicators, to narrow-gauge runway lights and, finally, to taxiway lighting. 

11. ILS

What has been said regarding approach lighting can certainly be repeated in the case of the instrument landing system (ILS). That this guidance system was eventually installed at most international airports was, at least in part, due to vigorous worldwide campaigns by IFALPA. 

12. Procedural Matters

IFALPA’s achievements in the operational field, though involving less conspicuous campaigns than those mentioned above, were nevertheless very significant. For example, IFALPA contributed greatly in developing procedures for co-ordinating responsibilities as between pilot and radar controller, and also drafting what eventually became the standard format for radiotelephone reporting. IFALPA secured, via ICAO, the systemised allocation of alpha-numeric call signs. 

13. Security

After the events of September 11th 2001, IFALPA became a founding member of the Global Aviation Security Action Group (GASAG), an industry group established to co-ordinate the global aviation industry’s inputs to achieve an effective world-wide security system and ensure public confidence in civil aviation. GASAG was instrumental in providing a consolidated view on aviation security improvements, in particular regarding cockpit doors, Air Marshalls and training issues. IFALPA also actively participates in the ICAO AVSEC Panel and related working groups to develop amendments to ICAO Standards and Recommended Practices (SARPs) for Annex 17 (Security) and the AVSEC Manual. IFALPA members advise National and Regional Authorities on the development of operational and training guidelines in aviation security. 

14. Airport Planning

The building of Hong Kong’s airport at Chek Lap Kok (CLK) was an opportunity for IFALPA to provide input into the planning of one of the world’s major new airports. The Federation worked hard for its say and, in doing so, highlighted many of its operational concerns worldwide. IFALPA made significant design inputs into the airport, including renaming the stands, apron markings and visual aid signs, and also had input into CLK’s airport docking guidance system. IFALPA influenced operational decisions at CLK through its involvement on a variety of groups and sub-groups, including: the New Airport Safety Committee (NASC), the Visual Aids Working Group (VAWG) and Windshear and Turbulence Warning System Working Group. IFALPA has also influenced airports elsewhere, with extensive work carried out by Committees and local pilot Associations in relation to Amsterdam’s Schipol and Germany’s Munich airports and, more recently, at Bangkok’s new airport. 

15. ‘Critically Deficient’ Airspace

IFALPA, in late 1996, publicly made an issue on safety in the skies over Africa. This move spurred an international effort to improve safety and modernise the management of African airspace. In response to the concerns highlighted by the South African pilots, IFALPA formed a European/African (EUR/AFI) working group, which tasked a group of carefully selected pilots to formally record any and all shortcomings and deficiencies encountered during operations in African airspace. What evolved was a comprehensive database of general, enroute, terminal area and aerodrome problems that existed in Africa.

 

IFALPA Structure

Conference

Member Associations gather annually at Conference where the Federation Constitution By-Laws and Policies can be reviewed and revised if necessary, Conference has the ultimate authority within the Federation. Between Conferences, the Federation is governed by the Executive Board. They are responsible for the day-to-day running of the Federation, for making decisions as necessary affecting the implementation of policy, and for interpreting and applying the Constitution and By-Laws.

Executive Board

As the second highest governing body of the Federation, the Executive Board consists of the President, Deputy President, Executive Vice-President (Administration, Membership & Finance), Executive Vice-President (Professional & Government Affairs), Executive Vice-President (Technical & Safety Standards), and the Executive Vice-Presidents (Region).

Regional Vice-Presidents (RVPs)

There are five IFALPA Regional Groups and each is represented by an elected IFALPA Regional Vice-President to deal with industrial, social and technical matters, and to facilitate the implementation of IFALPA policies.

1. Africa and Middle East (AFI/MID)
2. Asia and the Pacific (ASIA/PAC)
3. Caribbean and South America (CAR/SAM)
4. Europe (EUR)
5. North America (NAM)

 

IFALPA Members

In excess of 100,000 pilots in over 100 Member Associations around the world are currently in IFALPA Membership.

 

IFALPA Mission

The mission of IFALPA is to promote the highest level of aviation safety worldwide and to be the global advocate of the piloting profession; providing representation, services and support to both our members and the aviation industry.

This goal is realized through our core function, which is to represent our members by:

Interacting with international organizations to achieve the highest level of aviation safety.

• Promoting the highest level of safety worldwide.
• Developing common policies and positions and promoting the adoption of such policies by ICAO, regulatory authorities and the State of each Member Association.

Promoting and enhancing the role and status of professional pilots in ensuring the safety of the aircraft and well-being of passengers and goods entrusted to their care.

• Promoting a viable and expanding air transport industry.
• Providing training and education for the benefit of professional pilots. 

Providing Member Associations with services as needed.

• Assisting in the organizational development of Member Associations.
• Supporting Member Associations by providing expertise in the areas of Technical, Safety, Regulatory and Industrial issues.
• Facilitating the exchange of information and the co-ordination of activities amongst Member Associations and Pilot Alliances through various forums such as Conference, Regional Meetings and Standing Committees.

 

IFALPA Standing Committee

Standing Committees are required to:

• develop work programme items to Policy status for endorsement by the Membership;
• develop immature policy into proposals of mature policy status and formulate proposals to update existing policy in accordance with the latest developments;
• formulate briefing material and working papers for the Federation’s representatives attending international and other meetings;
• suggest suitable Federation representatives for particular meetings;
• advise the Executive Officers generally on matters pertaining to their specific area of interest and expertise.

 There are 10 IFALPA Standing Committees & 1 Advisory Group

• Accident Analysis & Prevention Committee (AAP)
• Administration, Membership and Finance Committee (AMF)
• Aircraft Design and Operation (ADO)
• Airport and Ground Environment (AGE)
• Air Traffic Services (ATS)
• Dangerous Goods Committee (DGC)
• Helicopters (HEL)
• Human Performance (HUPER)
• Legal Advisory Group (LAG)
• Professional & Government Affairs (PGA)
• Security (SEC)  

 

1. Accident Analysis & Prevention Committee (AAP)

 Mission

The AAP Committee ensures that safety investigation activities result in the development of prevention strategies that contribute to improved levels of safety. To achieve this, the Committee assesses the timely publication of final reports of accidents and their compliance with ICAO Annex 13, monitors the implementation of any safety recommendations, identifies and communicates unsafe trends and actively promotes the development of non-punitive safety programmes.

 

2. Administration, Membership & Finance Committee (AMF)

Terms of Reference

• To provide advice and/or recommendations to the Executive Board aimed at the resolution of Problems duly referred to or associated with the provisions of the Covenant of the Federation and the Constitution, By-Laws and Rules of Order, especially as they relate to:
  • The rights and obligations of Membership, including Membership participation and status; Application, Removal and Expulsion procedures; methods of Subscription calculation and payment
  • Federation Officers, including their election, duties and terms of reference
  • The organisational structure of the Federation

• To progressively develop proposals for amendment of the Constitution, By-Laws and Rules of Order aimed at the resolution of problems duly referred to the Committee

 

3. Aircraft Design & Operation Committee (ADO)

Core Activity

To improve air safety on a worldwide basis by influencing the design of air transport aircraft, their components, their performance and operation and to improve the working environment of the individual airline pilot, considering environmental aspects.

The task of the ADO Committee is to:

• Detect, identify and monitor areas of development, where input is required to influence the design of technology and/or procedures, to ensure a safe operating environment for the airline pilot community, using the experience and expertise of its members.
• Develop Policies and Policy Statements on these items, associated with the design and operation of aircraft used in international commercial operations, as broadly defined by the contents of ICAO Annexes 6 and 8, and related ICAO documents, to be presented to the respective regulating bodies, authorities and operators, as well as to the interested public.
• Liaise with aircraft manufacturers, system designers and engineers, as well as scientific and regulating bodies, to enhance their understanding of the view and requirements of the airline pilots to improve the safety and operational effectiveness of international commercial aviation, considering the environment.
• Develop proactive general statements and position papers for engineers, scientific and regulating bodies, manufacturers and Member Associations on present and future developments to be made available for the public.
• Enhance the expertise of the members of the committee and their respective Member Associations by relaying information from scientific, engineering and manufacturing bodies.
• Enhance the general standing of IFALPA, the airline pilots and their associations within the general public through the effort to improve air safety worldwide, as the stakeholder for the travelling public.

 

4. Aerodrome & Ground Environment Committee (AGE)

The Committee’s Role

The Aerodrome and Ground Environment (AGE) Committee is primarily tasked with providing a liaison between the Airports community, IFALPA, and the International Civil Aviation Organization (ICAO).

The primary focus of our work is to ensure that airports around the world adhere to ICAO Annex 14 (Aerodrome Standards) and to provide input to ICAO on the improvement of the Annex 14 Standards and Recommended Practices (SARPs) as the industry evolves.

Our Mission

In order to provide a policy platform from which we can assess the requirements to update ICAO’s Annex 14, we have developed our own IFALPA Annex 14, detailing areas where we feel that improvement is needed.  Our mission is to lobby ICAO and the ICAO contracting States to implement our requirements, provide input at the individual airport level on improvements, and to inform our membership where there is a difference between what we advocate as the minimum level and what is currently being provided.

Our Relevance

Many States continue to file differences to the ICAO Annex 14 SARPs and as such our work is required and timely.  As new technologies emerge, such as Visual Docking Guidance Systems (VDGS), Engineered Materials Arresting Systems (EMAS) or Runway Status Lights (RWSL) we will work with the developers of such systems, to ensure that the needs of the aviation community are safely met, and if there are areas of non-compliance, that these are notified to the member associations so that additional cautions can be developed.

 

5. Air Traffic Services Committee (ATS)

IFALPA monitors the Air Traffic Management (ATM) developments mainly through its ATS Committee. The standing members of the Committee meet twice yearly and actively represent the Federation at various forums in ICAO, Eurocontrol, EASA (the European Aviation Safety Agency), FAA, and RTCA participating as subject matter experts.

Terms of Reference

• To prepare and discuss working papers which review, modify and amend IFALPA policy concerning all aspects of communication, navigation, surveillance and air traffic management (CNS/ATM) operations performed by air traffic service providers
• To prepare and discuss working papers dealing with the provision of Meteorological information for aeroplanes and with the provision and operation of Search and Rescue services
• To provide expert advice on air traffic, meteorological and search and rescue issues upon request to the Executive Board, other Committees, Advisory Groups, and interested external parties
• To contribute to the development of relevant ICAO Standards, Recommended Practices, and associated guidance materials

The ATS committee provides oversight on the following documents ensuring that the additions and proposed amendments are harmonized and ensure global interoperability;

• ICAO Annex 2, Rules of the Air
• ICAO Annex 3, Meteorology
• ICAO Annex 4, Aeronautical Charts for Use by the Pilot
• ICAO Annex 5, Units of Measurement
• ICAO Annex 10, Communications
• ICAO Annex 11, Air Traffic Services
• ICAO Annex 12, Search and Rescue
• ICAO Annex 15, Aeronautical Information Services
• ICAO PANS ATM (Doc. 4444) 

Mission
The mission of the ATS Committee is to improve aviation safety worldwide, to promote a single level of safety to the highest standards possible, applying the professional experience and expertise of the members of the committee. Develop global harmonized policies and positions and to promote the adoption of such policies by ICAO, the respective Regional Body. 

Coordination

The ATS Committee works very closely with IFALPA’s Member Associations through either individual Member Associations or regional groups such as ECA and ALPA International who in turn represent the global interests of their pilots in Europe and North America.

ICAO has published and is working on implementing global standards for future ATM in the Global Air Navigation Plan. These components for change are defined in the Air System Block Updates (ASBUs). The technologies, procedures, and regulations need be implemented on a common global basis by the respective regions. These changes need to not only improve safety but deliver operational improvements to accommodate projected traffic growth in aviation.

The ATS committee acts as a common coordination arena for the other IFALPA committees such as ADO, AGE, HUPER, and others to insure the entire pilot perspective is covered in these changes. They also act to be the international coordination between regional Member Associations’ work efforts where possible. For example, the European Cockpit Association’s work with the SESAR- JU should be harmonized with the work of the Air Line Pilots Association- Intl and their work with the FAA’s NEXTGEN program. The South Pacific’s work through AusALPA, NZALPA, and other MA’s needs to be harmonized with their counterparts in the northern hemisphere.

The overarching IFALPA document describing the common principles are found in the Future of Air Navigation v3.0 – 11POS03

 

6. Dangerous Goods Committee (DGC)

Mission

The IFALPA Dangerous Goods Committee promotes the safe transportation of dangerous goods by air throughout the world.  Articles and substances capable of posing a risk to heath, safety, property or the environment are regulated as dangerous goods, and may be carried safely only when properly declared, packaged, labelled, and when the Pilot in Command is notified. IFALPA seeks to maintain the highest regulatory standards for the transport of declared dangerous goods, as well as preventing undeclared dangerous goods from being carried on aircraft.

Role

The Dangerous Goods Committee is composed of pilot volunteers from member associations throughout the world.  These committee members represent IFALPA at the United Nations (UN) Sub Committee of Experts on the Transport of Dangerous Goods, at the International Civil Aviation Organisation (ICAO) Dangerous Goods Panel, the International Air Transport Association (IATA) Dangerous Goods Board, the International Atomic Energy Agency (IAEA), the World Health Organization (WHO) and various other governmental and industry events worldwide.  The Committee Chairman is one of 17 voting members of the ICAO Dangerous Goods Panel.

 

7. Helicopters Committee (HEL)

The IFALPA Helicopter Committee (HELCOM) focuses on all aspects of rotary wing related matters and advises the Executive Board on these issues, as well working in close co-operation with all of the other standing committees within the Federation. Commercial Helicopter operations around the world cover a wide variety of tasks from the transportation of offshore and onshore personnel, flight training and corporate work, to the more challenging search & rescue operations, police and emergency medical services, as well as advanced aerial work such as under slung load operations, crop spraying and power line inspection/repair.

Helicopter Accident Level

The accident level in helicopter transportation is still significantly greater than that found in fixed wing operations, and although the overall rate is slowly declining, it continues to be a major cause for concern. Among the reasons for this disparity, as identified by the International Helicopter Safety Team (IHEST), are a lack of training, an indigent safety culture and poor management. The goal of the HELCOM is to reduce this accident level by improving all areas of helicopter flight safety, and this remains our primary commitment.

Pilot Associations

The active members of today’s Committee come from Member Associations representing Helicopter Operations from around the world, and these pilot associations, via their technical committees, work continuously to improve air safety. Our Member Associations commonly have the same goal as most operators, having the belief that creating successful, stable companies with robust safety initiatives, is the best way forward for all concerned. The ‘grass roots’ voice of pilots can often bring a reality and balance to the difficult process of creating regulations which are intended to be workable, economically viable, and most importantly, deliver meaningful improvements to air safety.

Our Work

The HELCOM currently holds one main meeting per year, with the work of the committee being focused on ICAO in support of IFALPA’s representation on the Air Navigation Commission. In addition to this, we have representation on a number of influential rotary wing working groups/organisations and work closely with our colleagues on the European Cockpit Association Helicopter Working Group. Active pilot participation is paramount to us maintaining our commitment to make rotary wing operations as safe as is humanly possible.

 

8. Human Performance Committee (HUPER)

Terms of Reference

• To prepare and discuss working papers which review, modify and amend IFALPA policy
  concerning all aspects of;
  • Aero-Medicine,
  • Pilot Selection, Training, Licensing.
  • Human Factors in Aircraft Design, Procedures and Operations,
  • Human Factors in Incident / Accident Analysis,
• Develop IFALPA policy by taking notice of findings of international research and recognised
  developments in human factor science and by interacting with other relevant IFALPA
  Standing Committees.
• To provide expert advice on Human Performance issues upon request to the Executive Board, other Standing Committees, Advisory Groups, and interested External Parties

 

9. Legal Advisory Group (LAG)

Role

To provide legal advice to the Federation as required by the Executive Board or Conference through:

• Responding to requests for legal opinions and the development of positions on legal issues.
• Undertaking specific legal projects assigned by the Executive Officers or Conference.
• Providing legal support and advice to IFALPA’s representatives at International Organisations when requested and authorised to do so by the Executive Board.

Mission

To assist IFALPA in its mission to be the global voice of professional pilots, to promote the highest level of aviation safety world-wide and to provide representation, services and support to its Member Associations.

Relevance

The LAG consists of a mixture of legally trained pilots and qualified lawyers drawn from the IFALPA Member Associations. It has various functions:

1. Administrative

• It oversees the collection and dissemination of practical legal advice and contact numbers for the use of members involved in accident or incidents away abroad.
• It monitors legal developments in the Member Association countries for possible impact on the members, and advises accordingly, e.g. the introduction of random drug and alcohol testing.
• It shares and compares the application of certain laws in different countries, e.g discrimination laws/labour laws for the mutual benefit of the LAG members. 

2. Legal Advice

• It gives legal advice to other IFALPA committees on request.
• It gives generic legal advice to Member Associations on request.
• It provides general legal guidance to Member Associations on a proactive basis, e.g. the handling of drug and alcohol charges.

 3. Campaigning

• In conjunction with IFALPA committees, it prepares lobbying material and presentations, attends international conferences and other meetings to further the aims of IFALPA, e.g. the campaign to see the universal adoption of Annex 13 and the legal protections contained therein.
• It supports the campaigns of Member Associations where there has been a miscarriage of justice in the legal treatment of a pilot/s because of their work.

 

10. Professional & Government Affairs Committee (PGA) 

Terms of Reference

The task of the Professional & Government Affairs Committee is to assist the Federation and its Member Associations in representing the airline pilots in industrial matters to the maximum extent possible. To achieve this task, the Committee will:

• monitor and study industrial developments in the aviation industry which may impact the airline pilot and inform the Member Associations of these developments in the most appropriate way. This can be done by a presentation at a Professional & Government Affairs Committee meeting, by organising a seminar or any other suitable method
• develop policies associated with industrial matters related to the profession of the airline pilot
• compile, analyse and disseminate information on regulatory and contractual issues, using the information provided by the IFALPA Regional Bodies and the Member Associations
• identify and develop negotiations tactics and skills and facilitate the training of these skills so that Member Associations may more easily achieve their industrial objectives
• develop and facilitate any training as deemed appropriate by the Committee. The Professional & Government Affairs Committee Chairman is responsible, in close concert with the IFALPA Professional Affairs Consultant and the IFALPA staff, for the optimal functioning of the Professional & Government Affairs Committee
• at the request of Member Associations, The Professional & Government Affairs Committee is able to give tailored support on specific issues

 

11. Security (SEC)

Mission

The SEC Committee’s core function is to ensure the protection of all persons involved in civil aviation and the general public against acts of unlawful interference perpetrated on the ground or in flight. To achieve this, the Committee provides expert advice on security and facilitation issues, contributes to the development of relevant ICAO Standards, Recommended Practices and associated guidance materials, and reviews any new developments and technical solutions in the field of aviation security and facilitation.

 

( Sumber : http://ifalpa.org )

 

 

Di saat awal terbentuknya organisasi hal yang sering menjadi kendala adalah mengenai bentuk dari organisasi. Visi dan misi yang telah dicanangkan seringkali tidak bisa diejawantahkan dalam satu kali kepengurusan. Visi pasti akan menjangkau jauh ke depan dan tidak akan bisa tercapai dalam sekejap tetapi melalui perjalanan yang cukup panjang.

Bagaimana dengan organisasi profesi seperti yang sudah dimiliki saat ini? Sebenarnya hampir sama tetapi memang permasalahan yang dihadapi sekarang sudah cukup kompleks dan terhitung terlambat untuk memulainya. Tetapi seperti pepatah ” Lebih baik terlambat daripada tidak sama sekali “. Kemudian bentuk organisasi seperti apa yang diharapkan saat ini?

Tidak ada salahnya jika kembali melihat pada permasalahan yang harus cepat ditangani dibandingkan hanya dengan merefleksikan angan – angan dan ambisi dalam melihat bentuk organisasi. Tidak juga hanya mencontoh dari organisasi di luar negeri yang sudah ada tetapi juga harus lebih inovatif dan solutif karena disinilah yang akan menjadi  letak keunggulan komparatif pilot Indonesia dibanding dengan pilot asing yang saat ini juga menjadi isu utama akan keberadaan mereka di negeri ini.

Mungkin akan terkesan pragmatis jika melihat kepada masalah kontemporer saat ini, tetapi inilah fakta yang harus  dihadapi. Dalam pandangan kami beberapa masalah yang perlu penanganan secara cepat dan tidak terbatas pada :

1. Konsolidasi organisasi secara menyeluruh.
2. Keselamatan dan keamanan penerbangan.
3. Membanjirnya pilot asing ke dalam maskapai penerbangan nasional.
4. Pengangguran pilot lokal yang semakin meningkat.
5. Kebijakan, peraturan ataupun undang – undang yang bertentangan dengan kaidah penerbangan.
6. Hubungan profesi pilot dengan maskapai penerbangan nasional.

Dari masalah yang sedang mencuat tersebut mungkin bisa  diambil benang merahnya jika semua itu terkait dengan aspek dasar pada organisasi profesi pilot yaitu : Safety and Security, Legal, Technical and Social. Jika merujuk pada aspek tersebut maka departemen yang terbentuk akan menjadi ramping dan efisien karena dari semua departemen itu memiliki keterkaitan dan bisa saling bekerja sama. Kemudian dari tiap  departemen mempunyai komite yang terkait dengan tipe operasi yang ada saat ini.

Bentuk dasar organisasi seperti ini tidak tertutup kemungkinan untuk berubah sesuai dinamika di masa depan. Hanya perlu menambahkan departemen atau komite yang dinilai perlu untuk menjawab dinamika yang terjadi. Selain itu organisasi memerlukan juga orang – orang yang handal, berdedikasi dan memiliki integritas untuk duduk dalam organisasi. Siapa lagi kalau bukan dari semua anggota sesama profesi pilot ?

Dalam masa awal kepengurusan organisasi yang akan terbentuk ini tidak ketinggalan juga peran aktif dan kontribusi dari semua anggotanya untuk kelancaran roda organisasi dan ikut mengawasi jalannnya organisasi karena organisasi adalah milik bersama semua anggota, bukan milik pribadi ataupun golongan.

“Moving Forward”
Heri Martanto

Teror bom pada 14/01/2016 di Jakarta yang menelan korban jiwa sangat meresahkan masyarakat saat ini. Ternyata apa yang selama ini menjadi ancaman menjadi sebuah kenyataan dan para pelaku teror ini tidak mengenal tempat dan waktu.

Dunia penerbangan nasional selama ini pun masih rentan dengan adanya berbagai ancaman bom. Tercatat selama tahun 2015 ada 10 kasus ancaman bom terhadap penerbangan. Dari sekian banyaknya kasus itu ternyata masih banyak ditemukan jika hal itu masih berupa upaya pengancaman dengan motif yang tidak mendasar. Sebagian besar ancaman terjadi karena faktor keisengan atau faktor emosional dari pengguna jasa penerbangan.

Demikian data ancaman bom sepanjang tahun 2015 :

1. 23 April 2015 Lion Air JT-250 rute CGK – PDG di Bandara Soekarno – Hatta, Jakarta.
2. 29 April 2015 Batik Air ID-6870 rute CGK – PLM di Bandara Soekarno – Hatta, Jakarta.
3. 1 Mei 2015 Lion Air JT-353 rute PDG – CGK di Bandara Minangkabau, Padang.
4. 4 Mei 2015 Lion Air JT-973 rute BTH – KNO di Bandara Hang Nadim, Batam.
5. 7 Mei 2015 Lion Air JT-379 rute BTH – KNO di Bandara Hang Nadim, Batam.
6. 13 Mei 2015 Lion Air JT-330 rute CGK – PLM di Bandara Soekarno – Hatta, Jakarta.
7. 30 September 2015 Citilink QG-143 rute KNO – CGK di Bandara Kualanamu, Medan.
8. 26 November 2015 Batik Air ID-6179 rute AMQ – CGK di Bandara Pattimura, Ambon.
9. 2 Desember 2015 Wings Air IW- 1504 rute AMQ – LUV di Bandara Pattimura, Ambon.
10. 26 Desember 2015 Batik Air ID-6541 rute KOE – CGK di Bandara El Tari, Kupang.

Dari sekian banyaknya kasus ancaman bom tersebut memang tidak satupun yang menjadi kasus ledakan bom yang sebenarnya. Bagaimana kita menyikapi hal seperti ini dari sudut pandang profesi kita? Ancaman seperti ini yang terjadi dalam rentang waktu yang cukup pendek dan frekuensi yang cukup sering bisa mempengaruhi faktor psikologis manusia. Bisa saja hal ini terjadi dengan kesengajaan agar kita menjadi bosan mendengarnya dan lengah terhadap ancaman yang sebenarnya dan dijalankan dengan cara terorganisir.

Tidak tertutup kemungkinan para pelaku teror akan mencoba melakukan ancaman atau peledakan pada suatu penerbangan. Sudah semestinya ada langkah – langkah strategis dan komprehensif dari semua pihak yang berkepentingan baik dari pemerintah, operator, otoritas bandara, penegak hukum dan kita sebagai ujung tombak misi penerbangan. Semua potensi yang bisa menjadi celah dari hal yang terkecil sudah semestinya diwaspadai dan ditangani dengan baik sebelum bereskalasi menjadi hal yang jauh lebih besar. Harus dilakukan evaluasi mengenai prosedur keamanan penerbangan yang sudah ada agar bisa mencapai sesuatu yang ideal dan teraman.

Contoh kasus untuk peledakan bom nyata pada pesawat dan fasilitas lain penerbangan sudah cukup banyak, mari kita kilas balik sejenak contoh kasus-kasus peledakan bom yang terjadi di dunia penerbangan :

• Pan Am Flight 830 11 Agustus 1982 ,Boeing 747. Bom yang meledak tersebut dipasang oleh  Mohammed Rashed yang terhubung oleh grup teroris dari Palestina.
• Gulf Air Flight 771 23 September 1983, meledak oleh bom pada saat pendaratan menuju Abu Dhabi International Airport, bom dipasang di kompartemen bagasi.
• Pan Am Flight 103/Lockerbie,Boeing 747. Korban jiwa 270 orang, pada 21 December 1988, pesawat hancur oleh bom PETN.
• Metrojet Flight 9268, Korban jiwa 224 orang. Di daerah Sinai Peninsula, Mesir pada 31 Oktober 2015. Bom diklaim dilakukan oleh ISIL.

Sebagai profesi pilot sudah jelas kita harus bisa memberikan kontribusi kepada pihak berwenang untuk meningkatkan faktor keamanan penerbangan ini. Jika suatu penerbangan terancam bukan hanya pesawat atau penumpangnya saja yang terancam tetapi kita sendiri juga terancam. Dalam menjalankan tugas keseharian kita sebagai pilot dalam kerangka keamanan penerbangan ada baiknya kita melakukan hal – hal seperti :

1. Mereview  prosedur ancaman bom, terutama strategi yang akan kita lakukan dalam keadaan darurat jika bom ditemukan di pesawat. Secara umum jika bom ditemukan di dalam pesawat langkah yang bisa kita lakukan seperti :
   • Tetap tenang dan jangan panik.
   • Koordinasi dengan pihak ATC dan operator.
   • Persiapkan proses disembarkasi yang cepat dan lancar (bila pesawat pada posisi parkiran pesawat).
   • Posisikan pesawat pada area isolasi (bila berada di taxiway).
   • Turunkan ketinggian pesawat secara perlahan untuk meminimalkan perubahan tekanan udara dan atur suhu di dalam pesawat sestabil mungkin (bila pesawat sudah mengudara).
   • Lakukan pencarian lokasi bom dan pastikan lokasi ditemukannya bom tidak bergeser atau tersentuh.
   • Matikan sumber kelistrikan di dekat area bom jika memungkinkan.Pindahkan lokasi penumpang sejauh mungkin dari posisi bom.
   • Persiapkan langkah pemindahan bom ke area Least Risk Bomb Location (umumnya di pintu kanan belakang) dan lakukan teknik untuk mengurangi efek dari ledakan jika proses pendaratan tidak bisa segera dilakukan.
   • Setelah disembarkasi selesai maka posisikan penumpang dan kru sejauh mungkin dari pesawat, paling tidak 100 meter dari pesawat.
   • Koordinasikan penanganan bom dengan pihak yang berwenang.
2. Persiapan mental dan pikiran dalam menghadapi dan mengatasi situasi darurat dalam penerbangan. Tujuan utama dari mengatasi keadaan darurat ini adalah untuk keselamatan, keamanan dan perlindungan maksimum bagi penumpang, kru dan aset perusahaan.
3. Meningkatkan kewaspadaan dari titik awal proses penerbangan. Lakukan pengamatan terhadap hal – hal yang bisa menjadi potensi dari lolosnya pemasukan bom ke dalam pesawat. Tingkatkan kewaspadaan pada berbagai lini yang terkait dengan operasional penerbangan.
4. Memberikan briefing dengan penekanan pada keberhasilan proses teamwork dalam mengangani potensi masalah yang bisa mengganggu penerbangan. Lakukan review prosedur kepada seluruh kru yang bertugas akan gugus tugas masing – masing dan tekankan pentingnya CRM dalam keberhasilan misi penerbangan.
5. Melakukan koordinasi dengan pihak terkait baik dari operator, otoritas atau penegak hukum bila menemukan hal – hal yang  mencurigakan. Laporkan segala potensi yang bisa membahayakan seperti penumpukan penumpang menjelang X-ray scan, prosedur body scan, area masuk terbatas atau hal lain yang berhubungan dengan pihak di luar juridiksi kita.
6. Tidak ketinggalan pula untuk berdoa demi keselamatan kita semua. Apapun usaha terbaik yang kita lakukan tidak terlepas dari kuasa Tuhan YME yang menentukan.

Mungkin hal – hal tersebut bisa membantu dalam kelancaran tugas penerbangan kita dalam konteks tercapainya keamanan penerbangan yang baik.

 

“Moving Forward”

Heri Martanto

Alhamdulillah, puji syukur ke hadirat Tuhan YME Kongres 1 Ikatan Pilot Indonesia telah berhasil terlaksana dengan baik berkat kerja keras kita semua, anggota Ikatan Pilot Indonesia.

Dewan ketua terpilih untuk kepengurusan definitif telah terpilih Capt. Bambang A., Capt. Rama Noya dan Capt. Wiwekananda. Saya ucapkan selamat kepada para ketua terpilih. Saatnya kita mulai kembali fokus dan tetap men…dukung keberadaan organisasi kebanggaan kita ini. Tantangan ke depan masih banyak, tetaplah semangat berpartisipasi dalam mewujudkan Ikatan Pilot Indonesia yang mandiri, bermartabat, bebas dari kepentingan politis, bebas dari ekslusifitas golongan dan tentunya senantiasa profesional. Percayalah di tangan mereka semua, insya Allah semua harapan kita bersama bisa terwujud.

Bersamaan dengan terpilihnya ketua baru ini, maka masa bakti saya sebagai Ketua 3 Formatur Ikatan Pilot Indonesia pun telah berakhir. Turut pula saya menyampaikan terima kasih yang sebesar – besarnya kepada seluruh anggota yang telah mendukung terbentuknya organisasi ini. Dan tidak lupa pula terima kasih sebesar – besarnya kepada seluruh team yang terlibat dalam mendukung suksesnya acara Kongres Ikatan Pilot Indonesia yang pertama ini.

Besar harapan kita demi kejayaan profesi pilot Indonesia dan masa depan penerbangan Indonesia yang lebih baik.

“Moving Forward”
Heri Martanto