INACA Annual Report 2017

INACA Annual Report 2017

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Anggota INACA

Member of INACA

Scheduled Airlines :

Non-scheduled Airlines : JAYA WIJAYA DIRGANTARA

PENERBANGAN ANGKASA SEMESTA

Cargo Airlines :

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INACA Annual Report 2017

Dari Sekretaris Jenderal From the Secretary General Empat puluh tahun sudah organisasi INACA ini berdiri dan beraktifitas senafas dengan gerak naik turunnya perkembang­ an ekonomi sosial negeri ini ke arah kema­ juan industri penerbangan di Indonesia.

Hampir setengah abad yang lalu, pada 19 Oktober 1970, aspirasi dan cita-cita agar perusahaan penerbangan nasional, baik yang milik Negara maupun yang milik swasta, direpresentasikan oleh beberapa orang yang mendirikan INACA. Sampai sekarang pun organisasi ini Alhamdulillah berjalan baik. Para anggotanya mengawal jalannya manajemen dan perjuangan organisasi, organisasi pun dengan objektif memperjuangkan kepentingan anggotanya, dan memelihara seraya mengembangkan keharmonisan jalannya organi­ sasi secara internal, maupun secara eksternal dalam interaksi dengan pemerintahan sebagai regulator dan fasilitator, serta dengan masyarakat melalui media komunikasi cetak dan online.

Dengan konsisten juga Annual Report ini diterbit­ kan setiap tahun sejak 2010. Highlight industri penerbangan nasional tahun 2017 sebagaimana dicatat di sini, menjelaskan benang merah tantang­ an dan peluang yang dialami di berbagai aspek.

Forty years ago, the INACA organization was established and has been so active in the face of the ups and downs of the ­development of the country’s social economy towards the progress of the aviation industry in Indone­ sia. Nearly half a century ago, on October 19, 1970, the aspirations and desires for a strong national aviation industry, both state-owned and private-owned, were represented by ­several people who founded INACA. Until now this organization, thanks God, went well. Its members oversee the management and the struggle of the organization, the organization also ob­ jectively strives for the interests of its members, and maintains while developing harmony in the organiza­ tion internally, as well as externally in the interaction with the government as a regulator and facilitator, and with the community through print and online commu­ nication media.

Also consistently this Annual Report is published ­every year since 2010. The highlight of the 2017 na­ tional aviation industry as noted here, explains the common threads of challenges and opportunities ­experienced in various aspects.

Tengku Burhanuddin

ISI CONTENTS

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Anggota INACA Member of INACA Dari Sekretaris Jenderal From the Secretary General Rapat Umum Anggota 2017 Member General Meeting 2017 Dari Ketua Umum From the Chairman Di Tengah Perekonomian Nasional In the Mid of National Economy Lingkungan Ekonomi Nasional National Economic Environment Debirokratisasi dan Deregulasi Debureaucratization and Deregulation Dari Ketua Penerbangan Berjadwal From the Chairman of Non-Scheduled Airlines

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Kekuatan Industri Penerbangan Indonesia The Strength of the Indonesian Aviation Industry Penerbangan Dalam Negeri Domestic Flights Penerbangan Internasional International Flights Penerbangan Internasional International Flights Dari Ketua Penerbangan Tak Berjadwal From the Chairman of Non-Scheduled Airlines Paradox Hasil Keuangan Paradox in Financial Results Kemajuan-Kemajuan Bandara Airport’s Significant Progress Yang Baru di Tahun 2017 What’s New in 2017

19 19 20 21 22 23 24 26

Penerbangan Haji Hajj Flight Penerbangan Dalam Negeri Domestic Flights Lebaran 2017 Lebaran 2017 Natal dan Tahun Baru Christmas and New Year Serba Online All Online Dari Ketua Penerbangan Kargo From the Chairman of Cargo Airlines Skema Pengurangan Karbon Carbon Reduction Scheme OUTLOOK

INACA Annual Report 2017 l Published by INACA, Jakarta Editorial Advisors : Tengku Burhanuddin, Wismono Nitidihardjo l Editor : Arifin Hutabarat The statistical data used and processed to prepare this Annual Report, have come from Transportation Ministry office, Central Bureau of ­Statistics and from different institutions in addition to that of INACA’s research. There are few of incomplete original data found, some are unavailable, ­however, we have cultivated them through maximum effort to make it close to accurate.

INACA Annual Report 2017

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Rapat Umum Anggota 2017 Member General Meeting 2017

Rapat Umum Anggota (RUA) INACA 2017 diseleng­ garakan di Jakarta pada 26 Oktober 2017. Menteri ­Perhubungan Budi Karya Sumadi meresmikan dan memberikan pidato pembukaan rapat tersebut.

The INACA 2017 Member General Meeting (RUA) was held in Jakarta on October 26, 2017. Transportation Minister Budi Karya Sumadi inaugurated and addressed an opening speech of the meeting.

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INACA Annual Report 2017

Dari Ketua Umum From the Chairman Peningkatan kualitatif dan kuantitatif di indus­ tri penerbangan nasional di tahun 2017 terjadi antara lain berupa kegiatan pemerintah yang melakukan lagi debirokratisasi dan ­deregulasi, yaitu perubahan pada kebijakan-kebijakan pemerintah yang tujuannya mempermudah urusan-urusan administrative, perizinan dan investasi bagi industri penerbangan nasional.

Yang bersifat kuantitatif antara lain jumlah arma­ da pesawat udara yang bersertifikat AOC 121 dan AOC 135 telah meningkat lagi, dan jumlah keseluruhan penumpang domestik mencapai sekitar 100 juta, itu merupakan angka yang berimplikasi psikologis semakin optimis dan berarti bertumbuh 8,4% dibanding tahun 2016.

Perkembangan dan pertumbuhan industri pe­ nerbangan di Indonesia kenyataannya memang sangat fantastis dimulai tahun 2000 setelah pemerin­ tah ­Indonesia melakukan deregulasi ­penerbangan.

Tetapi, ada ketidakpastian faktor-faktor lingkungan eksternal dewasa ini yang mempengaruhi bis­ nis penerbangan. Bisnis ini memang sangat sen­ sitif terhadap perubahan-perubahan eksternal, misal perubahan regulasi, perubahan harga avtur, perubah­an nilai tukar rupiah terhadap US Dollar, dan sebagainya.

Dimaklumi, suasana ekonomi penerbangan secara global, menurut salah satu analisis, pada ­umumnya menggembirakan di tahun 2017. Namun perlu diperhatikan bahwa suasana itu akan juga ter­ gantung pada tren harga bahan bakar mesin jet di dunia. Di awal semester kedua 2017 mulai terjadi kenaikan harga minyak sehingga pada enam bu­ lan terakhir kenaikan harganya mencapai 37,90%.

Harga avtur pada Juli 2017 tercatat US$ 1,42 (Rp 19.170) per galon dan naik menjadi US$ 1,95/galon pada Januari 2018.

Biaya bahan bakar mengambil porsi 20% hingga 30% dari total biaya operasi penerbangan, bahkan 40% atau lebih, bagi LCC-, namun airlines pada ­umumnya beroperasi dengan margin laba yang ­tipis. Harga tiket yang semakin mahal tentunya ber­ potensi membuat permintaan perjalanan dengan pesawat menjadi turun. Itu antara lain yang kini per­ lu diantisipasi.

Tapi terdapat peluang bisnis yang terbuka di mana pemerintah bertekad memajukan pariwisata, bahkan hendak menjadikan pariwisata sebagai core ­economy negeri ini. Untuk itu dibutuhkan ­layanan yang lebih luas, penambahan jumlah rute dan frekue­ nsi penerbangan serta kapasitas ­penerbangan baik di dalam negeri dan terutamanya penerbangan luar negeri. Dari tadinya jumlah kunjungan wisatawan mancanegara (wisman) ke Indonesia di tahun 2014 sekitar 10 juta, diprogramkan agar tahun 2019 jum­ lahnya menjadi 20 juta wisman.

Qualitative and quantitative i­mprovements in the national ­aviation industry in 2017 has ­occurred, among others, in the form of government activities that carried out more debureaucrati­ zation and deregulation, namely changes in government policies aimed at facilitating ­administrative, licensing and investment matters for the national aviation industry.

Quantitative progress is that the number of AOC 121 and AOC 135 certified aircraft fleets has increased again, and the total number of domestic passengers has reached around 100 million, which is a number that has ­increasingly psycho­ logical implications and means that it has grown 8,4% compared to 2016.

The development and growth of the aviation industry in Indonesia is in fact quite fantastic starting in the year 2000 after the Indonesian government deregulated the aviation industry. However, there are uncertainties about external environmental factors that currently affect the aviation business. This business is indeed very sensitive to exter­ nal changes, such as changes in regulations, changes in avtur prices, changes in the rupiah exchange rate against the US Dollar, etc.

Understandably, the atmosphere of aviation ­economy globally, according to one of analysis, is generally ­encouraging in 2017. However, it should be noted that the ­atmosphere will also depend on the trend of jet engine fuel prices in the world. At the beginning of the second half of 2017 oil prices began to rise so that in the last six months the price increase reached 37.90%. Avtur prices in July 2017 were recorded at US $ 1.42 (Rp.19,170) per gallon and rose to US $ 1.95/gallon in January 2018.

Fuel costs account for 20% to 30% of airline’s total ­operating costs, even 40% or more, for LCC-, but airlines generally operate with thin profit margins. Ticket prices that are increasingly expensive certainly have the poten­ tial to make travel requests by plane to go down. That is, among others, that now needs to be anticipated.

But there are concurrently open business opportuni­ ties where the government is determined to promote tour­ ism, even to make tourism as the core economy of this country. For this reason, broader air transport services are needed, to include increasing the number of routes and flight frequencies as well as flight capacity both domesti­ cally and especially international route flights. From the total number of foreign tourists visiting Indonesia in 2014 at around 10 million, it was programmed that in 2019 the number would be 20 million foreign tourists.

Pahala Nugraha Mansury

INACA Annual Report 2017

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Di Tengah Perekonomian Nasional In the Mid of National Economy Di tengah perekonomian Indonesia tahun 2017 yang tumbuh sekitar 5%, jumlah keseluruhan pe­ numpang domestik yang diangkut penerbangan nasional berjadwal tahun 2017 tumbuh sekitar 6%. Sebagai perbandingan, pertumbuhan jumlah penumpang penerbangan yang paling progresif adanya di wilayah Asia Pasifik yaitu mencapai rata rata 9% per tahun. Di Indonesia, jumlah penum­ pang penerbangan domestik saja di tahun 2017 total tercatat 96.890.664, bandingkan di tahun 2016 jumlahnya 89.358.457, tumbuh 8,4%.

Jumlah kargo domestik di Indonesia ­meningkat sekitar 14 % dibandingkan kargo domestik tahun 2016.

Namun kondisi industri aviasi Indonesia meng­ hadapi variasi-variasi problematik, di mana men­ jelang ujung tahun 2017, muncul semacam ­situasi Cargo ‘turbulence’. Yaitu menaik­ nya harga minyak bahan 14 bakar, dan kurs mata uang rupiah yang me­ 12 lemah, dan ­seterusnya.

Untuk tahun 2017 10 tadinya Pemerintah mem­ proyeksikan pertumbuh­ 8 an ekonomi nasional 7%, nyatanya yang ter­ 6 jadi adalah pertumbuhan ­sekitar 5%.

4 Diprediksi bahwa pada umumnya lalu lintas pe­ 2 nerbangan akan cende­ rung tumbuh sekitar 0 satu setengah kali laju per­tumbuhan PDB. Jika ­pertumbuhan PDB Indonesia tahun 2017 di­ nyatakan 5% maka secara teoritis pertumbuhan ­industri penerbangannya berkisar 7,5%.

Pada sisi operasional On Time Performance (OTP) tahun 2016 tercatat rata-rata 82,67% dan ­diharapkan OTP di tahun 2017 akan berada di sekitar 85%. Tahun 2017 mencatat zero ­accident baik pesawat jet maupun proppeller a ­ ircraft.

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INACA Annual Report 2017

In the midst of Indonesia’s 2017 economy which grew by around 5%, the total number of domestic ­passengers transported by scheduled national airlines in 2017 grew by around 6%. In comparison, the most progres­ sive growth in the number of passengers is in the Asia ­Pacific region, reaching an average growth of 9% per year. In Indonesia, the number of ­passengers on do­ mestic routes in 2017 totaled 96,890,664, ­compared to 2016 the number was 89,358,457, so it grew by 8.4%.

Business in domestic cargo in Indonesia increased by around 14% compared to domestic cargo in 2016.

However, the condition of Indonesia’s aviation ­industry faces variations of problematic, where towards the end of 2017, a ‘turbulence’ situation arises. That is the rising price of fuel oil, and the weakening of the rupiah exchange rate, etc.

Growth (%) in Indonesia 2017 yoy 2016 Passenger in Asia Pacific

Domestic Passenger National Economy

For 2017 the Government previously projected 7% national economic growth, in fact what happened was around 5% growth.

It is predicted that generally aviation traffic will tend to grow by about one and a half times the rate of GDP growth. If Indonesia’s GDP growth in 2017 is 5% then theoretically the aviation industry growth is around 7.5%.

On the operational side, the On Time Performance (OTP) in 2016 was recorded at an average of 82.67% and it is expected that OTP in 2017 will be around 85%.

In 2017 recorded zero accident both jet aircraft and propeller aircraft.

Lingkungan Ekonomi Nasional National Economic Environment Lima faktor lingkungan eksternal yang dipan­ dang penting berpengaruh bagi industri pener­ bangan, yaitu:

1 2 3 4 5

Regulasi dan deregulasi industri penerbang­ an. Peraturan dasar bagi Industri pener­ bangan di Indonesia adalah UU Nomor 1 Tahun 2009 Tentang Penerbangan.

Pertumbuhan Ekonomi (Economic Growth) yang mempengaruhi perkembangan bisnis penerbangan.

Iklim Sosial Poilitik yang adakalanya sangat sulit diprediksi dan dikendalikan.

Pasar (Market), pertumbuhan pasar pener­ bangan di Indonesia telah mengalami pe­ rubahan struktur pasar dan perilaku pelang­ gan (passenger-behavior).

Persaingan, meliputi: jumlah dan keragam­an pesaing, persaingan dari moda transportasi lain, tingkat persaingan, persaingan harga, aktivitas pemasaran pesaing, dan sebagainya.

There are five external environmental factors that are seen as influential for the aviation industry, namely:

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Regulation and deregulation of the aviation industry. The basic rules for the aviation in­ dustry in Indonesia are Law No. 1 of 2009 concerning Aviation.

Economic Growth which influences the de­ velopment of aviation business.

The political social climate which is some­ times very difficult to predict and control.

Market, the growth of the aviation market in Indonesia has undergone a change in mar­ ket structure and customer behavior.

Competition, including: number and diver­ sity of competitors, competition from other modes of transportation, level of competi­ tion, price competition, competing marketing ­activities, etc.

Total produksi airlines nasional berjadwal di rute dalam negeri: Total scheduled national airline production on domestic routes: No

1 2 3 4 5 6 7 8 9

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Description

Unit

2015

2016

2017

Aircraft KM (000) (000) 500.322 568.623 618.775 Aircraft departure number 659.091 763.980 829.615 Aircraft hours number 981278.50 1114792.39 1231134.47 Passenger carried number 76.628.867 89.385.365 96.890.664 Freight carried ton 564.048 604.341 587.017 Passenger KM (1000) 65.171.698 73.913.805 78.997.154 Available Seat KM (1000) 82.740.825 94.106.163 101.854.027 Passenger LF (%) (%) 78.77 78.54 77.56 Ton KM Performed a. Passenger (000) 5.426.402 5.941.061 6.421.021 b. Freight (000) 502.413 540.744 517.318 c. Mail (000) 11.805 15.565 12.650 d. Total (000) 5.940.620 6.497.360 6.950.989 Available Ton KM (000) 8.977.722 11.443.129 11.192.198 Weight LF (%) (%) 66.17 56.78 62.11 Passenger growth 0.17% 16.65% 8.40% Cargo growth -3.51% 7.14% -2.87% Source: Transport Ministry

INACA Annual Report 2017

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Debirokratisasi dan Deregulasi Debureaucratization and Deregulation Deregulasi merupakan salah satu faktor utama yang membuat perkembangan dan ­pertumbuhan industri penerbangan di Indonesia sangat ­fantastis.

Itu dimulainya tahun 2000.

Dalam konteks ini, dimaksudkan dengan dere­ gulasi dan debirokratisasi atau simplifikasi ­adalah: 4Merasionalisasi peraturan dengan menghilang­ kan duplikasi atau tumpang tindihnya per­ aturan-peraturan.

4Melakukan keselarasan antar peraturaan 4Menjaga konsistensi peraturan.

Selanjutnya, deregulasi dan simplifikasi peratur­ an perundang-undangan di bidang penerbangan, dapat diperjelas dengan pengertian, antara lain, sebagai berikut: Parameter Deregulasi, yaitu: Peraturan yang dapat membawa dampak negatif dalam menimbulkan minat terhadap dunia usaha dan investasi.

Peraturan yang mengakibatkan beban eko­nomi baik bagi operator maupun pengguna jasa.

Perizinan bidang usaha yang otoritasnya ber­ sifat sentralisasi dan birokratisasi yang ber­ belit-belit.

1 2 3

Parameter Simplifikasi: Inventarisasi, identifikasi dan analisis peraturan sesuai dengan proses bisnis, klasifikasi dan kluster yang sejenis.

Harmonisasi dan sinkronisasi peraturan per­un­ dang-undangan yang tumpang tindih (overlapping) baik dari sisi penananganan maupun pem­ biayaan.

Terdapat 97 regulasi di bidang perhubungan udara, selain berupa Peraturan Pemerintah, Pera­ turan Menteri, Keputusan Menteri, Peraturan Direk­ tur Jenderal dan sebagainya, juga kebijakan lain yang intinya menjadi suatu birokrasi perizinan seperti misalnya peraturan mengenai sertifikat, aproval, rekomendasi dan lainnya. Semua itu akan dikurangi baik kuantitatif maupun kualitatif.

Upaya debirokratisasi dan deregulasi ini adalah sebagai penjabaran dari kebijakan Presiden Joko Widodo terkait perlunya kemudahan melakukan proses investasi di Indonesia.

Lima aturan sudah disosialisasikan yaitu: Peraturan Menteri Perhubungan nomor PM 155 tahun 2016 tentang Pembatasan Usia Pesa­ wat Udara Untuk Angkutan Udara Niaga; dan KP 289 tahun 2016 tentang Penerbitan Pertimbangan Teknis Untuk Impor Barang Modal Dalam Keadaan Tidak Baru.

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INACA Annual Report 2017

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Peraturan Menteri Perhubungan nomor KP 112 tahun 2017 tentang Tata Cara Pengelolaan Alokasi Ketersediaan Waktu Terbang (Slot Time) Bandar Udara.

Peraturan Menteri Perhubungan nomor KP 008 tahun 2017 tentang Tatanan Jaringan ­Komunikasi Penerbangan.

Peraturan Menteri Perhubungan nomor KP 038 tahun 2017 tentang Apron Management ­Service.

Peraturan Menteri Perhubungan nomor PM 58 tahun 2016 tentang Amandemen/Perubah­an PM 90 tahun 2013 tentang Keselamatan Peng­angkutan Barang Berbahaya Dengan Pesawat Udara.

3 4 5

Deregulation is one of the main factors that makes the development and growth of the aviation industry in Indo­ nesia very fantastic. That started in the year 2000.

In this context, what is intended in deregulation and debureaucratization or simplification can be described as follow: 4To rationalize the regulations by eliminating du­ plication or overlapping of regulations.

4Conducting harmony between regulations 4To maintain regulatory consistency.

Furthermore, deregulation and simplification of laws and regulations in the field of aviation, can be clarified with the understanding, among others, as follows: Deregulation parameters consist of the followings: Regulations that can have a negative impact on generating interest in the business world and investment.

Regulations that may result in economic bur­ dens for both operators and service users.

Licensing of business fields whose authority is convoluted centralization and bureaucratization.

1 2 3

Simplification parameters consist of the followings: Inventory, identification and analysis of regula­ tions in accordance with business processes, classifications and similar clusters.

Harmonization and synchronization of laws that overlap both in terms of handling and financing.

There are 97 regulations in the field of air transporta­ tion, in addition to Government Regulations, Ministerial Regulations, Ministerial Decrees, Director ­General Regu­ lations and so on, as well as other policies which essen­ tially become a licensing bureaucracy such as regula­ tions regarding certificates, aproval, ­recommendations and others. All of this will be reduced both quantitatively and qualitatively.

1 2

Debirokratisasi dan Deregulasi Debureaucratization and Deregulation This debureaucratization and deregulation effort is an elaboration of President Joko Widodo’s policy ­regarding the need to smoothly facilitate the investment process in Indonesia.

Five rules and regulations have been socialized, namely: Regulation of the Minister of Transportation number PM 155 of 2016 concerning Aircraft Age Limitation for Commercial Air Transport; and KP 289 of 2016 concerning Issuance of Technical Considerations for the Import of Capital Goods in a Non-New Condition.

The Minister of Transportation Regulation No. 112 of 2017 concerning the Procedure for Man­ aging Airport Flight Time Allocation (Slot Time).

1

3 4 5

Regulation of the Minister of Transportation number KP 008 of 2017 concerning the Avia­ tion Communication Network Order.

Regulation of the Minister of Transportation number KP 038 of 2017 concerning the Apron Management Service.

Minister of Transportation Regulation PM 58 of 2016 concerning PM Amendments/Amend­ ments 90 of 2013 concerning Safety of Transporta­ tion of Dangerous Goods by Aircraft.

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Laporan dari IATA menyimpulkan tahun 2017 merupakan periode ­paling manis yang pernah dialami oleh industri penerbangan, baik dalam hal perolehan keuntungan maupun per­tumbuhan lalu lintas penerbangan. Secara global, harga ba­ han bakar dan suku bunga rendah, lalu maska­ pai penerbangan menurunkan tarif, dan itu me­ nambahkan lagi ­stimulus tambahan mendorong pertum­buhan lalu lintas penumpang. Tingkat per­ tumbuhan lalu lintas yang tinggi itu sebagiannya memang didorong oleh sisi pasokan (supply).

Tetapi suasana menggembirakan tahun 2017 akan juga tergantung pada tren harga bahan ­bakar mesin jet di dunia, seperti di­singgung di atas tadi.

Ada faktor-faktor lainnya yang untuk ­jangka pendek juga sangat berpengaruh, yaitu: pasar Cina dan ekspansi maskapai penerbangan ­China;

ada perluasan berbagai maskapai penerbangan biaya rendah (LCC) jarak jauh dan rute baru; munculnya sejumlah maskapai ­penerbangan baru.

Pertumbuhan jangka panjang rata-rata ­industri penerbangan adalah sekitar 4% per tahun.

The report from IATA concluded that 2017 was the sweetest period experienced by the aviation industry, both in terms of profitability and growth in airline traffic. Globally, fuel prices and interest rates are low, then airlines reduce tariffs, and that adds additional stimulus to boost passenger traffic growth. The high level of traffic growth has been partly driven by the supply side.

But the encouraging atmosphere of 2017 will also depend on the trend Grafik harga minyak di dunia akhir 2016 hingga akhir 2017 of jet engine fuel ­prices in the world, Graph of oil prices in the world at the end of 2016 until the end of 2017 as earlierly mentioned above.

There are ­other factors which for the short term will also be very ­influential, 65 namely: the enhan­cement of Chinese market and the expansion of Chinese 60 airlines; there is an expansion trend of various long-distance services 55 by low-cost carrier (LCC) and new routes;and the emergence of a num­ 50 ber of new airlines.

The aviation industry’s average 45 long-term growth is usually around 4% per year.

Dec 2016 Apr Aug Dec 2017

INACA Annual Report 2017

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Dari Ketua Penerbangan Berjadwal From the Chairman of Non-Scheduled Airlines Tahun 2017 di satu sisi memberikan per­ tumbuhan yang menggembirakan, tetapi menjelang ujung tahun pada ­umumnya kinerja finansial operator pe­nerbangan menghadapi kecende­rungan operasi yang merugi. Secara kuantitatif kita men­ catat banyak aspek meningkat terus, jumlah rute dalam negeri, jumlah supply pe­nerbangan, bahkan jumlah armada, na­ mun naiknya kurs dolar terhadap rupiah dan naiknya harga avtur, dua faktor itu saja telah menimbulkan problem bisnis yang semakin memberatkan di pertengahan kedua tahun 2017.

Bagusnya, deregulasi yang diterapkan oleh pemerintah di bidang industri penerbangan ­telah membuka kemudahan dan kelancaran bagi ­operator dalam melaksanakan ­manajemen dan operasi, demikian pula cukup massif pembangun­ an dan pengembangan sarana dan prasarana dan tersebar di banyak daerah yang dilaksana­ kan oleh pemerintah. Bisnis industri ­penerbangan dengan demikian berpeluang meluaskan dan meningkatkan operasi komersial.

Penambahan supply tercermin pada jumlah 128 kota yang dihubungkan di tahun 2017 dari sebelumnya 109 kota di tahun 2015 dan 115 kota di tahun 2016, dalam penerbangan domes­ tik. Berturut-turut tiga tahun terakhir yaitu 2015, 2016, 2017 telah terjadi peningkatan jumlah rute ­domestik dari 283 menjadi 313 dan 374.

Tetapi sebagian besar perusahaan ­penerbangan nasional menutup tahun dengan laporan keuang­ an yang tak menggembirakan. Memasuki tahun 2018 segenap anggota INACA bersiap meng­ antisipasi dengan kemungkinan-kemungkinan perlunya meningkatkan lagi cost control, ­penaikan harga penjualan tiket, dan lain-lain.

The year 2017 on the one hand pro­ vides encouraging growth, but at the same time in approaching the end of the year ­generally the financial per­ formance of almost all ­airlines faces a tendency for ­operating losses. Quanti­ tatively, we note that many aspects con­ tinue to increase such as the number of domestic routes, the number of ­aviation supply, even the number of fleets, but the increase in the dollar exchange rate against the rupiah and the ­increase in ­aviation fuel ­prices have changed the situation for the time being.

The good thing is that the deregulation ­implemented by the government in the aviation industry has opened up the ease and smoothness of the operators in ­carrying out management and operations, as well as quite massive development and expansion of facili­ ties and infrastructure that spread in many regions tha was being carried out by the government. The aviation industry business thus has the opportunity to expand and improve commercial operations.

The addition of supply was reflected among others in the number of 109 cities connected in 2015 on do­ mestic routes, to 115 cities in 2016 and in 2017 to 128 cities. For the past three years, 2015, 2016, 2017, there has been an increase in the number of domestic routes from 283 to 313 and 374.

But most national airlines closed the year with ­unsatisfactory financial reports. Entering 2018 all ­INACA members prepare to anticipate the possibilities of increasing the cost control, increasing ticket sales prices, and so on.

Bayu Sutanto

Profile of Domestic Passenger

100%

Frequency of Air Travel / year

75%

43%

50% 25% 0%

10

15% 1

22% 2–5

10% 10%

5–10 10–20 >20

INACA Annual Report 2017

100%

Age / year

100%

75%

75%

50%

50%

25% 0%

30% 30% 8%

20%

11%

< 20 20–30 30–40 40–50 >50

25% 0%

Monthly Income (Rupiah million)

30% 32% 15%

14% 9%

< 20 20–30 30–40 40–50 >50

Kekuatan Industri Penerbangan Indonesia The Strength of the Indonesian Aviation Industry Jumlah maskapai penerbangan di tahun 2017 tercatat 61 operator yang terdiri atas pemegang AOC 121 berjumlah 20 operator, dan pemegang AOC 135 sebanyak 41 operator.

Jumlah pilot (CPL) 6.547 orang, pilot (ATPL) 3.524 orang, dan FOO 5.057 orang. Jumlah ban­ dara seluruhnya 266, itu terdiri atas 29 bandara ­internasional dan 237 bandara untuk ­penerbangan domestik.

Sebanyak 28 bandara dikelola oleh BUMN PT Angkasa Pura (AP) I dan PT Angkasa Pura (AP) II. Di Indonesia beroperasi 18 sekolah penerbangan (flying school).

Industri penerbangan dimaklumi bagian dari sektor jasa yang di Indonesia berkontribusi 43,63% terhadap PDB tahun 2017, meningkat dari 40,67% pada tahun 2010. Sektor Jasa me­ liputi antara lain, Jasa Distribusi, Bisnis Keuangan, Transportasi, Layanan Kesehatan, Pendidikan, Pariwisata, Komunikasi, hingga Jasa Konstruksi.

The number of airlines in 2017 was recorded at 61 operators consisting of 121 AOC holders totaling 20 operators, and 135 AOC holders as many as 41 ­operators.

The number of pilots (CPL) is 6,547 persons, pilots (ATPL) 3,524 persons, and 5,057 FOO persons. The total number of airports is 266, consisting of 29 ­international airports and 237 airports for domestic flights.

A total of 28 airports are managed by state-owned PT Angkasa Pura (AP) I and PT Angkasa Pura (AP) II. There are 18 flight schools operate in Indonesia.

The aviation industry is understood to be part of the service sector which in Indonesia contributes 43.63% to GDP in 2017, up from 40.67% in 2010. Services sector includes, among others, Distribution Services, Business Finance, Transportation, Health Services, Education, Tourism, Communication, to Construction Services.

Penerbangan Dalam Negeri Domestic Flights Jumlah penumpang penerbangan dalam negeri menaik terus, terlihat seperti ini: The number of passengers on the domestic routes continues to rise, it looks like this:

Market share on domestic routes by national airlines in 2017 Airlines 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

Lion Air

Garuda Indonesia Citilink Batik Air Sriwijaya Air Wings Abadi NAM Air Indonesia AirAsia Indonesia AirAsia Extra Trigana Air Service Travel Express Kalstar Aviations Transnusa Asi Pujiastuti

Number of Pax

Market Share

33.131.053 19.601.133 12.229.188 10.079.902 9.745.162 5.896.727 2.437.318 1.087.946 1.033.969 686.641 461.499 455.942 25.126 19.058

34 % 20 % 13 % 10 % 10 % 6% 3% 1% 1% 1% 0% 0% 0% 0%

Number of Domestic Routes in the last 3 years Domestic

2015

2016

2017

Routes 283 313 374 Seat Availability 126.249.760 129.597.312 145.632.240 Passenger 76.628.867 89.385.365 96.890.664 Cities Connected 109 115 128 Airlines 14 14 14

Year

Number of Passenger

2013 2014 2015 2016 2017

75.770.222 76.498.400 76.628.867 89.358.457 96.890.664

INACA Annual Report 2017

11

Penerbangan Internasional International Flights Maskapai penerbangan nasional yang melayani rute internasional berjumlah 12 ­perusahaan yaitu terdiri atas 9 maskapai pengangkut penumpang dan 3 freighter, pengangkut kargo. ­Penerbangan dari dalam negeri untuk rute internasional ini beroperasi dari 13 kota di Indonesia, terbang ke 27 kota di 13 negara tujuan. Kapasitas angkut ­pe­numpang per minggu 323.464 penumpang (pax). Total kapasitas penumpang per tahun men­ capai 17.288.128 pax.

Adapun jumlah maskapai internasional yang terbang ke Indonesia berjumlah 48 maskapai terdiri atas 42 penerbangan penumpang dan 6 freighter. Penerbangan internasional ini ber­ operasi dari 43 kota di 21 negara. Tujuannya di dalam negeri ­Indonesia adalah 19 kota. Kapasi­ tas angkut ­penumpang per minggu 535.080 pe­ numpang (pax). Dan kapasitas penumpang per tahun mencapai 27.824.160 pax.

Market share of International passenger by national airlines in 2017

Overseas City Connected

by Scheduled Foreign Airlines in 2017 1.

2.

3.

4.

5.

Abu Dhabi Adelaide Amsterdam Auckland Bandar Seri Begawan

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

26.

27.

28.

29.

Bangkok Beijing Brisbane Cairns Changsa Chengdu Colombo Darwin Dili Doha Dubai Fuzhou Guangzou Guilin Haikou Hangzhou Haneda Ho Chi Minh Hongkong Seoul Istanbul Jeddah Johor Bahru Kota Kinabalu

12

INACA Annual Report 2017

30.

31.

32.

33.

34.

35.

36.

37.

38.

39.

40.

41.

42.

43.

44.

45.

46.

47.

48.

49.

50.

51.

52.

53.

54.

55.

56.

57.

58.

59.

Kuala Lumpur Kuching London Macau Channai Malaka Manila Madinah Melbourne Miri Mumbai Muscat Nanchang Narita Osaka Penang Perth Port Hedland Port Moresby Shanghai Riyadh Shenzen Singapura Subang Sydney Taipei Tawau Townsville Wuhan Xiamen

39% 26% 18% 10% 4% 2% 0% 0% 0%

Garuda Indonesia Indonesia AirAsia Lion Air Ind’sia AirAsia Extra Batik Air Sriwijaya Air Citilink Travel Express NAM Air

Top 10 foreign airlines and

their passenger market share in 2017 Airlines 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Airasia Berhard Singapore Airlines Jetstar Airways China Airlines Cathay Pacific Qatar Airways Malindo Air Jetstar Asia Airways Saudi Arabian Airlines Tiger Airways

Number of Pax

Market Share

2,713,612 2,085,777 1,399,421 1,007,253 978,178 950,120 864,197 852,132 660,539 648,280

14.24% 10.94% 7.34% 5.28% 5.13% 4.98% 4.53% 4.47% 3.47% 3.40%

City of Indonesia Connected in International Routes in 2017 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Balikpapan Banda Aceh Bandung Batam Denpasar Jakarta Makassar Manado Medan Padang

11.

12.

13.

14.

15.

16.

17.

18.

19.

Palembang Pekanbaru Pontianak Praya Lombok Semarang Solo Surabaya Tarakan Jogjakarta

Penerbangan Internasional International Flights There are 12 national airlines that serve international routes, consisting of 9 airlines carrying passengers and 3 freighter of cargo carriers. Domestic airlines for this international route depart from 13 cities in Indonesia, flying to 27 cities in 13 destination countries. Passenger capacity per week is 323,464 passengers (pax). Total passenger capacity per year reaches 17,288,128 pax.

The number of international airlines flying to Indo­ nesia amounted to 48 airlines consisting of 42 passen­ ger airlines and 6 freighters. These international flights depart from 43 cities in 21 countries. The destination in Indonesia is 19 cities. Passenger capacity per week is 535,080 passengers (pax). And passenger capacity per year reaches 27,824,160 pax.

Lalu lintas kargo udara pada rute internasional di Indonesia terlihat seperti ini: Indonesiaâ&#x20AC;&#x2122;s air cargo traffic on international routes looks like this:

Number of International Routes in the last three years

200,000,000 180,000,000 160,000,000 140,000,000 120,000,000 100,000,000 80,000,000 60,000,000 40,000,000 20,000,000 0

2012

2013

Datang / Arrival

2014

2015

Berangkat / Departure

2016

2017

2018

Domestic

2015

2016

2017

Routes 103 118 129 Seat Availability 40.158.664 48.433.216 57.823.064 Psassenger 25.212.590 27.460.950 31.556.179 Cities connected In Indonesia 19 19 19 In destination countries 42 51 59 Airlines National 8 8 9 Foreign Airlines 39 45 48

Sources: Transportation Ministry

Total produksi airlines nasional berjadwal di rute luar negeri: Total scheduled national airline production on international routes: No

1 2 3 4 5 6 7 8 9

10 11

Description

Unit

2015

2016

2017

Aircraft KM (000) (000) 144.604 161.986 Aircraft departure number 70.357 71.487 Aircraft hours number 235522.36 234413.35 Passenger carried number 9.533.906 10.377.246 Freight carried ton 87.067 111.595 Passenger KM (1000) 23.293.154 27.923.634 Available Seat KM (1000) 32.574.159 38.356.185 Passenger LF (%) (%) 71.51 72.80 Ton KM Performed a. Passenger (000) 2.227.377 2.635.728 b. Freight (000) 328.381 462.131 c. Mail (000) 12.833 26.271 d. Total (000) 2.568.591 3.124.130 Available Ton KM (000) 4.713.749 5.284.560 Weight LF (%) (%) 54.49 59.12 Passenger growth -7.01% 8.85% Cargo growth -26.15% 28.17%

188.253 85.072 280093.56 12.494.442 142.177 33.563.720 45.256.705 74.16 3.128.619 576.391 18.863 3.723.873 5.997.244 62.09 20.40% 27.40%

Source: Transport Ministry

INACA Annual Report 2017

13

Dari Ketua Penerbangan Tak Berjadwal From the Chairman of Non-Scheduled Airlines Di bisnis penerbangan tak berjadwal ter­ masuk bisnis penerbangan charter, beberapa faktor yang spesifik dan dipastikan secara langsung mempenga­ruhi naik turunnya bis­ nis, yaitu kegiatan industri pertambangan dan kegiatan pembangunan sarana dan prasa­ rana di daerah-daerah yang jauh dari pusat ­pemerintahan, yang diselenggarakan oleh ­pemerintah.

Dimaklumi secara umum, bahwa beberapa faktor ketidakpastian di lingkungan eksternal sangat mempengaruhi bisnis penerbangan yang sensitif terhadap perubahan-perubahan ekster­ nal, bisa berupa perubahan regulasi, perubahan harga ­avtur, perubahan nilai tukar rupiah ter­ hadap US Dollar, dan sebagainya. Ketidakpas­ tian ­lingkungan terbagi dua, yaitu kompleksitas (­complexity) lingkungan industri penerbangan dan dinamika (­ dynamic) ­industri penerbangan.

Operator pesawat charter mengoperasi­ kan pe­sawat terbang dan helikopter. Di Indo­ nesia ­keseluruhan jumlahnya ada 48 operator ­pener­ba­ngan tak berjadwal dan charter, yang meng­angkut penumpang ataupun kargo. Jadi, pener­bangan tak berjadwal dan charter tidaklah semata-mata untuk penggunaan pribadi. Maka diperkirakan bahwa tahun 2018 dan 2019, pe­ ningkatan bisnis ini antara lain diharapkan dari meningkatnya mobilitas terkait kegiatan politik di Indonesia. Tentu saja juga diharapkan kegiat­ an ekonomi pertambangan pun akan menggeliat dan mendorong pertumbuhan penerbangan tak berjadwal dan charter.

Untuk penerbangan tak ber­jadwal, sekitar 200 helikopter dengan 60 ­operator ada di ­Indonesia, di antara­ nya 41% helikopter tersebut digu­ nakan untuk berbagai kegiatan, dan yang utamanya melayani pe­ nerbangan ke lokasi yang terpen­ cil, berada di daerah-daerah pegu­ nungan yang membutuhkan pengangkutan orang dan barang peralat­an; lainnya 16% digunakan untuk kegiat­ an lepas pantai, 16% untuk kegiatan law ­enforcement, 11% untuk charter, 9% untuk penggunaan korporasi, 7% untuk Search and Rescue (SAR) dan 1% untuk ­Emergency Medical Service (EMS).

Pesawat jet ada 51, di antaranya 35% adalah ­large-sized jet, dan 25% light-type dan 16% merupakan mid-size jet aircraft.

In the non-scheduled airlines business ­including charter busi­ ness, there are ­several specific ­factors that certain to directly affect the ups and downs of the business, namely mining industry activities and the construction of facilities and infrastructure in areas far from the center of government, which is implemented by the government.

It is generally understood that some ­uncertainty ­factors in the external environment greatly affect the ­aviation business that is sensitive to external changes, can be in the form of regulatory ­changes, changes in ­avtur prices, changes in the rupiah ­exchange rate against the US Dollar, etc. Environmental ­uncertainty is divided into two, namely the ­complexity of the ­aviation industry i­tself and the dynamics of the aviation ­industry.

Charter operators operate aircraft and helicopters.

In Indonesia there are a total of 48 non-scheduled and charter flight operators, which carry passengers or cargo. So, non-scheduled and charter flights are not solely for personal use. Therefore it is estimated that in 2018 and 2019, this business increase is ­expected, among others, from increasing mobility related to ­public political activities in Indonesia. Of course, it is also ­expected that mining economic activities will stretch and ­encourage the growth of non-scheduled and charter flights, too.

Denon Prawiraatmadja

For non-scheduled air­ lines, around 200 helicopters with 60 operators operate in Indonesia, of which 41% are used for various activities, mainly to remote locations in mountainous areas that ­require the transportation of people and equipment; ­another 16% is used for offshore ­activities, 16% for law ­enforcement ­activities, 11% for charters, 9% for corporate use, 7% for Search and Rescue (SAR) and 1% for ­Emergency Medical Service (EMS).

There are 51 jet aircraft, of which 35% are ­large-sized jets, and 25% light-type and 16% are mid-size jet ­aircraft.

Armada Penerbangan tak Berjadwal/ The Fleet of Non-Scheduled Airlines

14

INACA Annual Report 2017

Sumber: IBCAS 2018

Paradox Hasil Keuangan Paradox in Financial Results Pertumbuhan yang dijalani oleh industri pener­ bangan di Indonesia tahun 2017, merupakan satu sisi yang menggembirakan, tetapi pada aspek ­finansial pada umumnya operator penerbangan mengalami keadaan yang tidak menggembira­ kan. Dari sudut kinerja finansial, maskapai meng­ hadapi kecenderungan operasi yang merugi.

Salah satu penjelasannya adalah, porsi ­bahan bakar tercatat yang terbesar dari total beban ­operasional salah satu maskapai pada 2017, yakni mencapai US$ 1,15 miliar. Angka terse­ but ­melonjak sekitar 24,4% dibandingkan beban bahan bakar pada 2016 dengan nilai US$ 924 juta. Beban bahan bakar yang melonjak ini salah satu­nya dikarenakan harga avtur yang terpantau ­mengalami tren kenaikan sejak Juli 2017.

Maskapai tersebut ternyata membukukan pendapatan usaha sebesar US$ 4,17 miliar dan beban usaha senilai US$ 4,25 pada 2017. Ter­ catat rugi bersih yang ditanggungnya berjumlah US$ 158 juta. Ada maskapai lainnya mencatatkan rugi tahun berjalan sebesar Rp 512,96 miliar.

Salah satu grup airlines menyebutkan tren keru­ gian sebenarnya sudah terjadi semenjak 2016 tapi kondisinya bertambah buruk pada 2017.

Praktis dan nyaris semua airlines merugi di ­tahun 2017, bukan karena mismanagement, tetapi lebih kentara disebabkan oleh suplai yang masuk ke pasar jauh lebih besar.

Ketimpangan supply dan demand yang me­ lebar itu, membuat persaingan antarmaskapai kian ketat sehingga rata-rata harga tiket pesawat cenderung menurun. Di perkirakan menurunnya 8–10% setiap tahun pada suatu rute ­penerbangan.

Akibatnya ialah menurunnya pendapatan maska­ pai meskipun jumlah penumpang mengalami ke­ naikan. Kementerian Perhubungan lalu ­berupaya melakukan penyesuaian terhadap tarif batas bawah tiket penumpang pesawat kelas ekonomi.

Itu dipandang sebagai satu kebijakan yang mem­ beri solusi pada persaingan ketat yang menekan harga jual tiket dan membawa ­kecenderungan merugi bagi operator.

The growth carried out by the aviation industry in Indonesia in 2017, is an encouraging side, but in the financial aspect, generally, the operators experience unhappy conditions. From the point of view of financial performance, airlines face the tendency of operating losses.

One explanation is that the largest portion of fuel is recorded from the total operating expenses of one airline in 2017, reaching US $ 1.15 billion. This figure jumped around 24.4% compared to the fuel load in 2016 with a value of US $ 924 million. The soaring fuel cost is because the avtur price has been experiencing an upward trend since July 2017.

The airline turned out to record operating revenues of US $ 4.17 billion and operating expenses worth US $ 4.25 in 2017. The net loss borne was US $ 158 ­million. Another airline recorded a current year loss of Rp 512.96 billion.

One of the airlines group said the actual loss trend had occurred since 2016 but conditions had worsened in 2017.

Practically almost all airlines lose in 2017, not ­because of mismanagement, but more clearly due to the supply that goes into the market is much bigger.

The widening supply and demand imbalance makes competition among airlines more stringent so that the average airplane ticket prices tend to decline. Averagely there is ticket price decrease of 8-10% every year on a flight route. The result is a decrease in airline revenues even though the number of passengers has increased.

The Ministry of Transportation then attempted to make adjustments to the lower limit fare for economy class passenger tickets. It is seen as a policy that provides a solution to the fierce competition that lowers the selling price and brings the tendency to lose to operators.

INACA Annual Report 2017

15

Kemajuan-Kemajuan Bandara Airport’s Significant Progress Ada beda mencolok antara kerugian ­finansial yang dihadapi oleh operator penerbangan, ­dengan meningkatnya keuntungan komersial dan finansial bagi para non-operator penerbangan.

Yaitu, bagi manajemen yang mengelola sarana dan prasarana pendukung operasi penerbangan.

Bandara merupakan contoh yang menggairah­ kan dari perspektif komersial dan finansial.

PT Angkasa Pura (AP) I dan II terus mencatatkan pertumbuhan pendapatan dan laba setiap tahun.

Sepanjang tahun 2017, AP I membukukan pen­ dapatan Rp 7,1 triliun atau meningkat 17% dari pendapatan tahun 2016 yang bernilai Rp 6,1 ­triliun. Laba bersih perusahaan tersebut tumbuh 39% yakni dari Rp 1,1 triliun pada tahun 2016 menjadi Rp 1,6 triliun pada tahun 2017.

AP II meraih pendapatan Rp 8,24 triliun atau meningkat 24% dibandingkan dengan tahun 2016 yang Rp 6,65 triliun. Pendapatan aeronautika AP II pada tahun 2017 tumbuh hingga 24,3%.

Dimaklumi bahwa porsi biaya kebandarudara­ an berkisar 1–2% dari total biaya operasional maskapai penerbangan.

Lalu tampillah satu ide agar tarif jasa bandara diringankan, agar di satu sisi maskapai pener­ bangan terbantu dalam hal pengurangan biaya, dan di sisi lain perusahaan-perusahaan pen­ gelola bandara yang notabene perusahaan milik Negara (BUMN) bisa mengurangi tingkat labanya yang terus menerus menaik. Tetapi, kebijakan di­ harapkan dengan menjaga serta meningkatkan

kualitas pelayanan kepada para pengguna jasa bandara. Gagasan dan rencana tersebut belum ada tindak lanjutnya.

There is a striking difference between financial ­losses faced by airline operators, with increasing commercial and financial benefits for non-airlines operators. That is, for management who manage facilities and infra­ structure supporting flight operations. In this respect airports are exciting examples from a commercial and financial perspective.

PT Angkasa Pura (AP) I and II continue to record ­revenue and profit growth every year.

Throughout 2017, AP I posted Rp 7.1 trillion in ­revenue, an increase of 17% from 2016 revenue of Rp 6.1 trillion. The company’s net profit grew 39% from Rp 1.1 trillion in 2016 to Rp 1.6 trillion in 2017.

AP II earned revenue of Rp 8.24 trillion, an increase of 24% compared to 2016 of Rp 6.65 trillion. AP II aero­ nautical revenue in 2017 grew to 24.3%.

It is understood that the portion of airport costs ­ranges from 1–2% of the total operational costs of airlines.

Then there is an idea that airport service tariffs are mitigated, so that on the one hand airlines are helped in terms of cost reduction, and on the other hand airport management companies that are actually ­state-owned companies (BUMN) can reduce their prof­ it levels ­continuously. However, the policy is expected to ­maintain and improve the quality of service to air­ port ­service users. The ideas and plans have not been ­followed up.

Bandara di bawah manajemen PT Angkasa Pura I dan II adalah sebagai berikut: Airports under the management of PT Angkasa Pura I and II respectively are as follow:

PT Angkasa Pura I (Persero) I Gusti Ngurah Rai Juanda Sultan Hasanuddin Sams Sepinggan Frans Kaisiepo Sam Ratulangi Adisutjipto Adi Soemarmo Syamsuddin Noor Ahmad Yani Bandara Internasional Lombok Pattimura El Tari

16

INACA Annual Report 2017

PT Angkasa Pura II (Persero) DPS UPG UPG BPN BIK MDC JOG SOC BDJ SRG PRAYA AMQ KOE

Soekarno Hatta Kualanamu S.M. Badaruddin Sultan Syarif Kasim II Minangkabau Supadio Halim Perdanakusuma Raja Haji Fisabililah Husein Sastranegara Sultan Iskandar Muda Depati Amir Sultan Thaha Silangit Banyuwangi

JKT MES PLM PKU PDG PNK HLP TNJ BDO BTJ PGK DJB DTB BWX

Yang Baru di Tahun 2017 What’s New in 2017 Taksi udara pertama di bandara Soekarno Hatta

The first air taxi at Soekarno Hatta airport

Salah satu anggota INACA, PT Whitesky Avia­ tion bekerja sama dengan PT Angkasa Pura II melakukan pembangunan heliport komersial per­ tama di Indonesia. Penandatanganan komitmen kerja sama tersebut dilakukan pada 7 Juni 2017.

One member of INACA, PT Whitesky Aviation in c­ ollaboration with PT Angkasa Pura II, built the first commercial heliport in Indonesia. The signing of the commitment for cooperation was carried out on June 7, 2017.

Jalur selatan pulau jawa

South of Java Island

Setelah Bandar Udara Tasikmalaya di Jawa Barat berfungsi dengan baik, direncanakan beri­ kutnya akan menyusul dikembangkannya bandar udara di Sukabumi Selatan dan Bandar Udara Banten Selatan. Semuanya untuk mengembang­ kan perekonomian selatan pulau Jawa yang se­ lama ini tertinggalkan.

After Tasikmalaya Airport in West Java functions properly, the next plan will follow the development of airports in South Sukabumi and South Banten Airport.

All that is to develop the southern economy of the ­island of Java which has been left behind.

Jam operasi bandara Telah ditetapkan, tujuh bandara internasional yang beroperasi selama 24 jam adalah sebagai berikut: (1). Bandara Ngurah Rai–Denpasar, (2).

Bandara Juanda–Surabaya, (3). Bandara Sultan Hasanuddin–Makassar, (4). Bandara Sam Ratu­ langi–Manado, (5). Bandara Soekarno-Hatta– Tangerang, (6). Bandara Halim Perdanakusuma– Jakarta, (7). Bandara Kualanamu–Medan.

Juga, ada tujuh bandara yang beroperasi se­ lama 18 jam setiap hari dari pukul 06.00–24.00 (waktu setempat) adalah: (1). Bandara Adi Sucip­ to–Yogyakarta, (2). Bandara Adi ­Sumarmo–Solo, (3). Bandara Ahmad Yani–Semarang, (4). ­Bandara Sultan Syarif Kasim II–Pekanbaru, (5). Ban­ dara Depati Amir–Pangkal Pinang, (6). ­Bandara ­Supadio–Pontianak, (7). Bandara Sultan Thaha–­ Jambi.

Tiga bandara yang beroperasi 19 jam per hari dari pukul 05.00–24.00 (waktu setempat): (1). Bandara Husein Satranegara–Bandung, (2). ­Bandara Minangkabau–Padang, (3). Bandara Sultan Mahmud Badaruddin II–Palembang.

Bandara yang beroperasi 17 jam per hari dari pukul 06.00–23.00 (waktu setempat): (1). HAMS Sepinggan–Balikpapan, (2). Bandara Syamsudin Noor–Banjarmasin, (3). Bandara Internasional Lombok Praya, (4). Bandara Pattimura–Ambon.

Bandara yang beroperasi dari pukul 06.00–22.30 (waktu setempat): Bandara El Tari–­Kupang.

Bandara yang beroperasi 16 jam dari pukul 06.00–22.00 (waktu setempat): Bandara Sultan Iskandar Muda–Banda Aceh.

Airport operating hours It has been determined that seven international air­ ports operating for 24 hours are as follows: (1). Ngurah Rai Airport–Denpasar, (2). Juanda Airport–Surabaya, (3). Sultan Hasanuddin Airport - Makassar, (4). Sam Ratulangi Airport–Manado, (5). Soekarno–Hatta Airport –Tangerang, (6). Halim Perdanakusuma Airport–Jakar­ ta, (7). Kualanamu Airport–Medan.

Also, there are seven airports that operate for 18 hours every day from 06.00–24.00 (local time) are: (1).

Adi Sucipto-Yogyakarta Airport, (2). Adi Sumarmo–Solo Airport, (3). Ahmad Yani Airport–Semarang, (4). Sultan Syarif Kasim II Airport–Pekanbaru, (5). Depati Amir Air­ port–Pangkal Pinang, (6). Supadio-Pontianak Airport, (7). Sultan Thaha Airport–Jambi.

Three airports operating 19 hours per day from 05.00–24.00 (local time): (1). Husein Satranegara Air­ port–Bandung, (2). Minangkabau Airport–Padang, (3).

Sultan Mahmud Badaruddin II–Palembang Airport.

The airport operates 17 hours per day from 06.00– 23.00 (local time): (1). HAMS Sepinggan–Balikpapan, (2). Syamsudin Noor Airport–Banjarmasin, (3). Lombok Praya International Airport, (4). Pattimura Airport–Am­ bon.

Airports operating from 6:00 a.m.–10:30 p.m. (local time): El Tari Airport–Kupang.

The airport operates 16 hours from 06.00–22.00 (lo­ cal time): Sultan Iskandar Muda Airport–Banda Aceh.

Airports that operate from 05.00–20.00 (local time): Frans Kaisiepo–Biak Airport.

Airport that operates 12 hours from 07.00–19.00 (lo­ cal time): Raja Haji Fisabilillah Airport–Tanjung Pinang.

The airport operates seven hours per day from 08.00–15.00 (local time): Silangit Airport–Siborongborong.

INACA Annual Report 2017

17

Yang Baru di Tahun 2017 What’s New in 2017 Bandara yang beroperasi dari pukul 05.00– 20.00 (waktu setempat): Bandara Frans Kaisiepo– Biak.

Bandara yang beroperasi 12 jam dari pukul 07.00–19.00 (waktu setempat): Bandara Raja Haji Fisabilillah–Tanjung Pinang.

Bandara yang beroperasi tujuh jam per hari dari pukul 08.00–15.00 (waktu setempat): ­Bandara ­Silangit–Siborong-borong.

Alternatif pengaturan Slot Time Kenyataan baru, ketika periode Natal dan ­ ahun Baru, cukup banyak Extra Flight dijdwal­ T kan pada jam-jam yang dianggap tidak favorit bagi penumpang, juga bagi operator, seperti di siang dan tengah hari atau tengah malam hing­ ga dini hari. Tetapi ternyata jadwal tersebut tidak me­ngurangi minat konsumen. Ini satu indikasi positif. Jika penerbangan dengan slot time terse­ but juga dilaksanakan di luar peak season, tim­ bul analisa tentu slot penerbangan pada hari-hari biasa sepan­jang tahun akan bisa disebar lebih merata sehingga beban kerja pengatur pener­ bangan juga bisa ­lebih diratakan dan lebih ringan karena konsentrasi pengontrolan bisa dilaksana­ kan ­dengan waktu yang merata.

Selama ini, telah menjadi permasalahan di­mana operator penerbangan cenderung memperebut­ kan slot time pada peak hour atau golden time, yaitu pada pagi hari antara pukul 06.00–09.00 dan sore hari antara pukul 16.00–17.00. Itulah yang mengakibatkan padatnya jadwal penerbangan dan beban kerja yang tinggi terkonsentrasi pada pengatur operasional penerbangan, baik dari pihak bandara, maskapai, ground handling mau­ pun navigasi penerbangan. Sementara itu jadwal penerbangan di luar peak hour atau golden time tersebut cenderung sedikit bahkan boleh disebut kosong.

Penerbangan perintis Penerbangan Perintis merupakan kegiatan pe­ nyediaan jaringan dan rute penerbangan yang dapat melayani dan menghubungkan daerah terpencil dan tertinggal atau daerah yang belum terlayani oleh moda transportasi lain. Kalaupun sudah ada layanan penerbangan, operasinya secara komersial belum menguntungkan. Peng­ aturan itu diamanatkan dalam Undang-Undang nomor 1 tahun 2009 tentang Penerbangan.

Tahun 2017 Kementerian Perhubungan telah 18

INACA Annual Report 2017

melakukan pelayanan angkutan udara perintis dengan 25 koordinator wilayah (KPA) dengan 188 rute. Operator yang melayani, terdiri atas 3 operator anggota INACA yaitu; PT. Asi ­Pudjiastuti (Susi Air), PT. Airfast Indonesia dan PT. Marta Buana Abadi. Yang dioperasikan ialah angkutan udara perintis 166 rute dan angkutan bahan ba­ kar minyak subsidi tahun anggaran 2017.

Jumlah rute yang akan dilayani tahun anggar­ an 2018, direncanakan akan meningkat menjadi 218 rute (dengan 42 rute merupakan usulan baru) dan jumlah KPA selaku koordinator wilayah akan dioptimalisasi menjadi 23 koordinator wilayah.

Peningkatan jumlah rute ini sejalan dengan peran­ an penting angkutan udara perintis yaitu mem­ berikan aksesibilitas daerah terpencil/pedalaman yang tidak atau belum terhubungi oleh moda transportasi lain dan membentuk konektivitas ­jaringan rute penerbangan yang menghubung­ kan rute utama ataupun rute pengumpan dalam penyelenggaraan angkutan udara nasional.

Di Indonesia jumlah bandara seluruhnya 266, yang terdiri atas 29 bandara internasional dan 237 bandara untuk penerbangan domestik. Sebanyak 28 bandara dikelola oleh BUMN PT Angkasa Pura (AP) I dan PT Angkasa Pura (AP) II.

Alternative Slot Time settings There is a new reality, when the Christmas and New Year period, quite a lot of Extra Flight is scheduled at hours that are considered not favorite for passengers, also for operators, such as in the afternoon and midday or midnight to early morning. But it turns out that the schedule does not reduce consumer interest. This is a positive indication.

If the flight time slot is also carried out outside the peak season, there will be an analysis of the flight slots on normal days throughout the year will be more evenly distributed so that the flight management workload can also be more leveled and lighter because the control concentration can be carried out with the time equally.

Over the years it has become a problem where ­airline operators tend to compete seeking for time slots at peak hour or golden time, which is in the ­morning ­between 06.00–09.00 and the afternoon between 16.00–17.00. That is what causes flight schedules and high ­workloads to be concentrated on flight opera­ tions regulators, both from the airport, airline, ground ­handling and flight navigation. Meanwhile the flight schedule outside the peak hour or golden time tends to be a bit even empty.

Yang Baru di Tahun 2017 What’s New in 2017 Pioneer flights Pioneer Flights are activities to provide flight net­ works and routes that can serve and connect remote and underdeveloped areas or areas that have not been served by other modes of transportation. Even if there is already a flight service, its operations are not ­commercially profitable. The arrangement was man­ dated in Law number 1 of 2009 concerning Aviation.

In 2017 the Ministry of Transportation has con­ ducted pioneering air transport services with 25 ­regional ­coordinators (KPA) with 188 routes. The ser­ vice ­operator consists of 3 INACA member operators ­namely; PT. Asi Pudjiastuti (Susi Air), PT. Airfast Indone­ sia and PT. Marta Buana Abadi. The operated air trans­ portation is pioneering 166 routes and subsidized fuel oil ­transportation for 2017 budget year.

The number of routes to be served in the 2018 ­ udget year, is planned to increase to 218 routes (with b 42 routes being new proposals) and the number of KPA as regional coordinators will be optimized to 23 region­ al coordinators. The increase in the number of routes is in line with the important role of pioneering air trans­ port, namely providing accessibility to remote/inland areas that are not or have not been contacted by other modes of transportation and form flight routes network connectivity that connects the main routes or feeder routes in the implementation of national air transport.

In Indonesia the total number of airports is 266, con­ sisting of 29 international airports and 237 airports for domestic flights. A total of 28 airports are managed by state-owned PT Angkasa Pura (AP) I and PT Angkasa Pura (AP) II.

Penerbangan Haji Hajj Flight Operasi penerbangan haji, kendati sudah ­merupakan kegiatan tradisional yang pasti di­ laksanakan setiap tahun berskala kegiatan nasional dan internasional, penyelenggaraan ­operasionalnya tetap dapat dipandang mencer­ minkan ­ukuran kemampuan dan kualitas penge­ lolaan oleh ­instansi pemerintahan maupun oleh para operator di industri penerbangan.

Untuk pemberangkatan calon jamaah haji ­Indonesia tahun 2017 ilaksanakan pada periode 28 Juli–30 Agustus 2017. Jumlah total jamaah yang diberangkatkan mencapai 193.142 orang dengan pengangkutan 473 kloter (kelompok ter­ bang). Fase pemulangannya dilaksanakan pada periode 6 September–6 Oktober 2017.

Haj flight operations, although already a traditional activity that is definitely carried out every year on a scale of national and international activities, the event of its operations can still be seen as reflecting the size of the capability and quality of management by government agencies and by operators in the aviation industry.

The departure of 2017 Indonesian pilgrims would be held in the period 28 July–30 August 2017. The total number of pilgrims departed reaches 193,142 people by transporting 473 kloter (flying groups). The ­repatriation phase is carried out in the period of 6 ­September to 6 October 2017.

INACA Annual Report 2017

19

Lebaran 2017 Lebaran 2017 Jumlah penumpang angkutan udara musim Lebaran tahun 2017 meningkat sekitar 10 persen dibanding tahun 2016. Secara keseluruhan, jum­ lah penumpang diperkirakan mencapai 5.404.814 orang. Itu terdiri dari 4.729.287 penumpang rute dalam negeri (domestik) dan 675.527 penumpang dari luar negeri. Jumlah ini meningkat daripada realisasi jumlah penumpang pada periode yang sama tahun 2016 yang totalnya 4.922.176 pe­ numpang, yang terdiri dari 4.297.984 ­penumpang rute domestik dan 624.192 ­penumpang rute ­internasional.

Jumlah kursi penerbangan sebanyak itu dise­ diakan oleh 14 maskapai penerbangan dengan jumlah pesawat yang beroperasi sebanyak 532 pesawat.

Kementerian Perhubungan menerapkan bebe­ rapa strategi dan terobosan yaitu: Penambahan jam operasi bandar udara; Penghentian semen­ tara terkait pekerjaan-pekerjaan overlay di ban­ dar udara pada periode H–7 sampai dengan H+7; Penggunaan pesawat dengan tipe yang lebih besar untuk penerbangan berjadwal se­ bagai pengganti extra flight; Pemberian sanksi kepada maskapai yang menaikkan tarif diatas batas atas sesuai PM 14 tahun 2016; Pemberian takjil gratis untuk berbuka puasa oleh penye­ lenggara bandara dan maskapai penerbangan; Memberikan jaminan ketersediaan kursi untuk penerbangan periode H–3 sampai dengan H+3 bagi pengguna jasa angkutan udara; Maskapai ­penerbangan wajib mengembalikan slot time yang tidak dipergunakan kepada pengelola slot; Maskapai ­penerbangan agar mempergunakan slot time yang kosong di malam hari.

20

INACA Annual Report 2017

The number of passengers in the Lebaran (­Muslim’s annual great wholy holiday) season air transport in 2017 increased by about 10 percent compared to 2016.

Overall, the number of passengers is estimated to reach 5,404,814 people. It consists of 4,729,287 ­passengers on domestic routes and 675,527 passengers from abroad. This number increased from the ­realization of the number of passengers in the same period in 2016 totaling 4,922,176 passengers, ­consisting of 4,297,984 passengers on domestic routes and 624,192 ­passengers on international routes.

The total number of flight seats was provided by 14 airlines with a total of 532 aircraft operating.

The Ministry of Transportation applies several ­strategies and breakthroughs, namely: Addition to ­airport operating hours; Temporary stoppages re­ lated to overlay jobs at airports in the 7th D–7 period.

H+7; The use of larger types of aircraft for scheduled flights instead of extra flight; Sanctions for airlines that raise tariffs above the upper limit in accordance with PM 14 / 2016; Providing free takjil (snack meals) on time to break the fast by airport and airline companies; ­Providing guaranteed seat availability for H–3 to H+3 flights for users of air transport services; Airlines must return the slot time that is not used by the airlines; ­Airlines must use empty time slots at night.

Natal dan Tahun Baru Christmas and New Year Penerbangan periode Natal dan Tahun Baru (Nataru) 2017/2018 pun mengalami kenaikan yang signifikan, terwujud pada penerbangan tambahan (extra flight) yang relative sangat tinggi.

Penerbangan tambahan di rute domestik jumlah­ nya 1045 penerbangan ekstra dan di jalur interna­ sional 72 penerbangan ekstra.

Penumpang penerbangan domestik Nataru 2017/2018 mengalami kenaikan sekitar 8 persen dibandingkan tahun sebelumnya. Jumlah pe­ numpang yang berangkat dipantau di 35 ban­ dara. Untuk penerbangan internasional jumlah penumpang turun sekitar 2 persen dari 7 bandara internasional yang dipantau.

Ke-35 bandara domestik yang dipantau terse­ but adalah Bandara Soekarno–Hatta–Jakarta (CGK), Kualanamu Internasional–Medan, I Gusti Ngurah Rai–Denpasar, Juanda–Surabaya, Sultan Hasanuddin–Makassar, SAMS Sepinggan–Balik­ papan, Adisutjipto–Yogyakarta, Adi Soemarmo Solo, Ahmad Yani–Semarang, Syamsudin Noor– Banjarmasin, Sam Ratulangi–Manado, Supadio– Pontianak, Hang Nadim–Batam, El Tari–Kupang, Depati Amir - Pangkal Pinang, Internasional Lom­ bok–Praya, Juwata–Tarakan, Sultan Syarif Kasim II–Pekanbaru, Sultan Thaha Syaifuddin–Jambi, Sultan Babullah–Ternate, Mutiara Sis Al Jufri– Palu, Sultan Iskandar Muda–Banda Aceh, Sultan Mahmud Badarudin II–Palembang, Internasional Minangkabau–Padang, Pattimura–Ambon, Fatma­ wati Soekarno–Bengkulu, Tjilik Riwut–Palangka Raya, Husein Sastranegara–Bandung, Sentani– Jayapura, Raden Inten II–Tanjung Karang, Djala­ luddin–Gorontalo, Haluoleo–Kendari, Frans Kai­ siepo–Biak, Raja Haji Fisabilillah–Tanjung Pinang dan Halim Perdanakusuma–Jakarta (HLP).

Adapun 7 bandara Internasional yang dipan­ tau adalah Bandara, yaitu Soekarno–HattaJakarta (CGK), Kualanamu Internasional–Medan, I Gusti Ngurah Rai–Denpasar, Juanda - Surabaya, Sultan Hasanuddin–Makassar, Adisutjipto–Yogyakarta dan Husein Sastranegara–Bandung.

The business of the 2017/2018 Christmas and New Year (Nataru) period also experienced a significant ­increase, manifested in a relatively very high extra flight.

Additional flights on the domestic route are 1045 extra flights and 72 international flights.

Passengers of Nataru on domestic routes in 2017/2018 have increased about 8 percent com­ pared to the previous year. The number of passengers ­departing was monitored at 35 airports. However for international flights the number of passengers dropped by around 2 percent from the 7 international airports monitored.

The 35 domestic airports monitored are Soekarno Airport–Hatta, Jakarta (CGK), Kualanamu, Medan, I Gusti Ngurah Rai, Denpasar, Juanda, Surabaya, ­Sultan Hasanuddin, Makassar, Sepinggan, Balikpapan, ­Adisutjipto, Yogyakarta, Adi Soemarmo, Solo, Ahmad Yani, ­Semarang, Syamsudin Noor, Banjarmasin, Sam Ratulangi, Manado, Supadio, Pontianak, Hang Nadim, Batam, El Tari, Kupang, Depati Ami, Pangkal Pinang, International Lombok, Praya, Juwata, Tarakan, Sultan Syarif Kasim II, Pekanbaru, Sultan Thaha Syaifud­ din, Jambi, Sultan Babullah, Ternate, Mutiara Sis Al ­Jufri, Palu, Sultan ­Iskandar Muda, Banda Aceh, Sul­ tan Mahmud Badarudin II, Palembang, International Minangkabau, Padang, Pattimura, Ambon, ­Fatmawati Soekarno, Bengkulu, ­Tjilik Riwut, Palangka Raya, Husein Sastranegara, Bandung, Sentani, Jayapura, Raden Inten II, Tanjung Karang, Djalaluddin, Goron­ talo, ­Haluoleo, Kendari, Frans Kaisiepo, Biak, Raja Haji ­Fisabilillah, Tanjung Pinang and Halim Perdanakusuma, Jakarta (HLP).

The 7 International airports monitored are: ­Soekarno–Hatta, Jakarta (CGK), Kualanamu, Medan, I Gusti Ngurah Rai, Denpasar, Juanda, Surabaya, ­Sultan Hasanuddin, Makassar, Adisutjipto, Yogyakarta and Husein Sastranegara, Bandung.

INACA Annual Report 2017

21

Serba Online All Online Dunia penerbangan di Indonesia pada umumnya ­telah memasuki periode digitalization.

Ada maskapai yang sudah memperkenalkan sejum­ lah layanan digital terbaru. Ada yang sudah menggu­ nakan Electronic Flight Bag (EFB) menggantikan buku manual kertas di setiap pesawat sebagai salah satu upaya menjadi maskapai berbasis teknologi informasi serta mewujudkan penerbangan yang efisien dan ra­ mah lingkungan.

Telah dimulai penggunaan teknologi terkini di ban­ dara untuk Perizinan Online. Yaitu berupa Perizinan Angkutan Udara Online, Perizinan Online Personel ­Pesawat Udara, Perizinan Aviation Security Online, Per­ izinan Pas Bandar Online, dan Optimalisasi ­Perizinan Online.

Pengelola bandara seperti PT Angkasa Pura II mulai menerapkan konsep Smart Airport di bandara-bandara yang dikelolanya, khususnya Bandara Internasional Soekarno-Hatta. Konsep Smart Airport melalui digi­ talisasi tersebut tidak hanya pada improving customer experience dan increasing operating efficiency, namun lebih dari itu kini sudah mulai masuk ke new revenue stream.

Operator LCC di Indonesia juga terus mendorong efisiensi dengan penggunaan teknologi digital di se­ mua aspek korporasi. Diharapkan dengan langkah tersebut dapat mempercepat peningkatan profit dan mendorong terciptanya loyalitas konsumen.

Direktorat Navigasi Penerbangan Ditjen Perhubung­ an Udara Kementerian Perhubungan menggandeng Otoritas Penerbangan Swedia bekerja sama mengem­ bangkan sistem navigasi penerbangan digital.

The world of aviation in Indonesia generally has ­entered a period of digitalization.

There are airlines that have introduced a number of the latest digital services. Some have used Elec­ tronic Flight Bag (EFB) to replace paper manuals on each plane as an effort to become an information ­technology-based airline and realize efficient and ­environmentally friendly flights.

The use of the latest technology at the airport for ­Online Licensing has begun. Namely in the form of ­Online Air Transport Licensing, Online Aircraft ­Personnel Licensing, Aviation Security Online Licensing, Online Pass Licensing, and Online Licensing ­Optimization.

Airport management such as PT Angkasa Pura II began implementing the Smart Airport concept at the airports it manages, especially at the Soekarno-Hatta ­International Airport of Jakarta. The Smart Airport ­concept through digitizing is not only on ­improving cus­ tomer experience and increasing operating ­efficiency, but more than that now has begun to enter new ­revenue streams.

LCC operators in Indonesia also continue to drive ­efficiency with the use of digital technology in all ­aspects of the corporation. It is expected that this step can accelerate the increase in profit and encourage the ­creation of consumer loyalty.

The Directorate of Aviation Navigation, Directorate General of Air Transportation of the Ministry of Transpor­ tation, cooperates with the Swedish Aviation ­Authority to work together to develop a digital aviation navigation system.

Keselamatan / Safety INACA sebagai organisasi maskapai penerbangan berjadwal dan non berjadwal di Indonesia kembali mengadakan pelatihan keselamatan bagi semua prak­ tisi di industri penerbangan. ­Pelatihan yang diberi nama CASO (Company ­Aviation Safety Officer) angkatan XXVI dilaksanakan pada 01/02/2017 di Jakarta.

INACA berencana akan melengkapi bebe­rapa pela­ tihan yang telah diselenggarakan ­sebelumnya. Selain CASO, INACA juga meng­adakan pelatihan ASAT, Aviation Safety Auditor Training, SIT, Safety Investigation Training, serta Aviation Security Quality Control Workshop.

Jumlah peserta di angkatan ini adalah 27 orang, berasal dari 15 perusahaan dengan berbagai latar be­ lakang profesi di lingkungan dunia aviasi, yaitu pilot, station manager, awak kabin, FOO, instruktur, bahkan ada peserta dari bidang keuangan.

Setiap pelatihan CASO berlangsung selama delapan hari. Materi pelatihan diberikan oleh ahli dari berbagai bidang dan instansi, di antaranya dari Kemenhub dan KNKT (Komite Nasional Keselamatan Transportasi).

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INACA Annual Report 2017

INACA as a scheduled and non-scheduled airline association in Indonesia again holds safety training for practitioners in the aviation industry. The training named CASO (Company Aviation Safety Officer), the class XXVI was held on 01/02/2017 in Jakarta.

INACA plans to complete some of the previous ­training. In addition to CASO, INACA also held for ASAT (Aviation Safety Auditor Training), SIT (Safety ­Investigation Training), and Aviation Security Quality Control Workshop.

The number of participants in 2017 class is 27 persons, coming from 15 companies with various ­professional backgrounds in the aviation world, namely pilots, station managers, cabin crews, FOO, ­instructors, and even from airlines financial ­departments.

Each CASO training lasts for eight days. Training materials were provided by experts from various fields and agencies, including the Ministry of Transportation and the National Transportation Safety Committee.

Dari Ketua Penerbangan Kargo From the Chairman of Cargo Airlines Bisnis sektor kargo udara di Indonesia ­tahun 2017 agak menurun dengan per­ tumbuhan yang negatif, padahal ­tahun 2016 mencatat ­pertumbuhan sekitar 3,5 persen dibandingkan ­dengan 1,75 persen pada tahun 2015. Tahun 2016 itu pertumbuhannya adalah berkat ­meningkatnya permintaan konsumen untuk barang impor.

Di tahun 2017, dengan maksud tu­ juan mendorong pertumbuhan bisnis kargo udara, INACA bekerjasama dengan The Interna­ tional Air Cargo Association (TIACA) dan dengan beberapa perusahaan kargo terkemuka, telah menyelenggarakan Air Cargo Summit Indonesia pertama di ­Jakarta, konferensi 2 hari, yang meng­ hadirkan lebih dari 200 pemimpin industri untuk meng­eksplorasi peluang dan perkembangan ter­ baru serta tantangannya di Indonesia.

Indonesia adalah ekonomi terbesar Asia Teng­ gara dan produk domestik bruto (PDB) tumbuh sekitar 5,6 persen pada tahun 2016, menurut ­Laporan Transportasi Kargo Indonesia. ­Potensi bisnis kargo udara di Indonesia membuka ­peluang akan pertumbuhan yang pesat.

The 2017 air cargo business has ­declined somewhat with a negative growth, even though in 2016 it recorded a growth of around 3.5 percent compared to 1.75 per­ cent in 2015. In 2016 the growth was due to increased consumer demand for imported goods.

In 2017, with the aim of ­encouraging the growth of the air cargo business, ­INACA ­in collaboration with The International Air Car­ go ­Association (TIACA) and with several leading cargo companies, has organized the first Air Cargo Summit Indonesia in Jakarta, a 2-day conference, presenting more than 200 industry ­leaders to explore the oppor­ tunities and the latest developments and challenges in Indonesia.

Indonesia is Southeast Asia’s largest economy and its gross domestic product (GDP) grew around 5.6 ­percent in 2016, according to Indonesia’s Cargo ­Transportation Report. The potential of the air cargo business in Indonesia opens up opportunities for rapid growth.

Helmy A. Djaelan

Lalu lintas kargo udara di rute domestik Indonesia terlihat seperti ini: Air cargo traffic on Indonesia’s domestic routes looks like this:

Lalu Lintas Kargo

500,000,000 450,000,000 400,000,000 350,000,000 300,000,000 250,000,000 200,000,000 150,000,000 100,000,000 50,000,000 0 2012

2013

2014

Sources: Transportation Ministry

2015

2016

2017

2018

Datang / Arrival Berangkat / Departure INACA Annual Report 2017

23

Skema Pengurangan Karbon Carbon Reduction Scheme Indonesia berkomitmen ikut mengurangi gas kar­ bon pada penerbangan internasional, dan ditunjuk oleh ICAO (International Civil Aviation Organization) melaksanakan ICAO Regional Seminar on States’ Action Plans and Carbon Off setting and Reduction Scheme for International Aviation (CORSIA). INACA ikut serta pada seminar yang dilaksanakan pada ­10–13 April 2017 di Jakarta.

Beberapa upaya mitigasi yang telah dilakukan oleh Indonesia, di antaranya adalah: (1) Penyusunan kebi­ jakan, prosedur, dan pengembangan Sumber Daya Manusia. (2) Efisiensi prosedur operasional pesa­ wat udara. (3) Pemanfaatan bahan bakar terbarukan ­untuk pesawat udara dan energi terbarukan di ban­ dara ­dengan target penggunaan bahan bakar r­amah lingkungan sebesar 2% pada akhir tahun 2016. (4) Penggunaan armada pesawat yang lebih baru dan ramah lingkungan. (5) Peningkatan Air ­Traffic Mana­ gement dengan Performance Based Navigation (PBN). (6) Implementasi bandar udara ramah ling­ kungan. (7) Penyiapan infrastruktur implementasi market-based measures.

Seminar regional tersebut dibagi dua sesi per­ temuan, yaitu: a. ICAO State Action Plan (10–11 April 2017), membicarakan tentang langkah-langkah penting ­untuk mengurangi emisi gas rumah kaca yang ditim­ bulkan oleh penerbangan sipil internasional.

Sesi ini menggambarkan komitmen ICAO bersama negara-negara anggota dalam upaya mengurangi emisi gas rumah kaca di sektor penerbangan de­ ngan langkah-langkah yang terukur. Dalam sesi ini, ICAO menyampaikan kemajuan-kemajuan di bidang perlindungan lingkungan terkait penerbangan sipil.

Dan perwakilan negara anggota yang hadir bertukar pikiran tentang langkah pencegahan meningkatnya potensi pencemaran lingkungan yang disebabkan oleh penerbangan sipil; b. Seminar CORSIA (12–13 April 2017), mem­ bahas tentang persiapan langkah-langkah skema ­Global Market-based Measure (GMBM) / CORSIA yang akan dimulai pada tahun 2021.

Tujuan utama kegiatan ini adalah: (1) mendapat­ kan masukan terkait perhitungan batas gas buang emisi CO2; (2) mensosialisasikan informasi ­tentang ICAO Standards and Recommended Practices (SARP’s) terkait ­elemen-elemen rancangan CORSIA dan implemen­tasinya; (3) sebagai forum untuk me­ nyampaikan status kesiap­an masing-masing negara dalam ­menerapkan CORSIA serta penilaian dan ban­ tuan pelaksanaan terkait dengan CORSIA. ICAO sangat mengharapkan agar seluruh negara anggota ICAO terkait CORSIA dapat meningkat­ 24

INACA Annual Report 2017

kan kemungkinan kerjasama antara negara-negara ­anggota ICAO. Indonesia is committed to participating in reducing carbon gas on international flights, and was ­appointed

by ICAO (International Civil Aviation Organization) to implement the ICAO Regional Seminar on States’ Action Plans and Carbon Off settings and Reduction Scheme for International Aviation (CORSIA). INACA participated in the seminar held on 10–13 April 2017 in Jakarta.

Some mitigation efforts have been made by Indone­ sia, including: (1) Formulation of policies, procedures and development of Human Resources. (2) Efficiency of aircraft operating procedures. (3) Utilization of re­ newable fuels for aircraft and renewable energy at air­ ports with a target of environmentally friendly fuel use of 2% by the end of 2016. (4) The use of a newer and environmentally friendly aircraft fleet. (5) Increased Air Traffic Management with Performance Based Navi­ gation (PBN). (6) Implementation of environmentally friendly airports. (7) Preparation of infrastructure for implementing market-based measures.

The regional seminar was divided into two meeting sessions, namely: a. The ICAO State Action Plan (April 10–11, 2017), talks about important steps to reduce ­greenhouse gas emissions caused by international civil aviation.

This session describes ICAO’s commitment with member countries in an effort to reduce greenhouse gas emissions in the aviation sector with measurable steps. In this session, ICAO delivered advances in the field of environmental protection related to civil avia­ tion. And representatives of member countries who were present exchanged ideas about steps to pre­ vent the increasing potential of environmental pollu­ tion caused by civil aviation; b. CORSIA Seminar (12–13 April 2017), ­discusses the preparation of the steps for the Global ­Market-based Measure (GMBM)/CORSIA scheme which will begin in 2021.

The main objectives of this activity are: (1) get in­ put related to the calculation of CO2 emissions; (2) socialize information about ICAO Standards and ­Recommended Practices (SARP’s) regarding CORSIA design elements and their implementation; (3) as a fo­ rum to convey the status of readiness of each country in implementing CORSIA as well as assessment and implementation assistance related to CORSIA. ICAO hopes that all ICAO member countries related to CORSIA can increase the possibility of ­cooperation between ICAO member countries.

OUTLOOK Ada yang menyebutkan bahwa sebenarnya tren kerugian yang dialami oleh operator penerbangan di dalam negeri sebenarnya sudah terjadi semenjak 2016 tapi kondisinya bertambah buruk pada 2017.

Akan tetapi tahun 2018 tampak disambut oleh kalang­ an airlines dengan tetap menargetkan pertumbuhan kapasitas penum­pang. Tentu pihak airlines menya­ dari bahwa iklim industri penerbangan pun akan se­ makin penuh tantangan.

Kalau diambil sebagai contoh Garuda ­Indonesia, target pertumbuhannya tahun 2018 dinyatakan 9–10%.

Lion Air Group menilai kondisi industri ­penerbangan pada tahun 2018 akan bisa sedikit lebih baik diban­ dingkan 2017. Penilaian tersebut berdasarkan pertim­ bangan tahun 2018 merupakan tahun politik sehing­ ga belanja masyarakat ditaksir akan bisa bertambah.

Di samping itu ada faktor-faktor jangka pendek lainnya juga dinilai sangat berpengaruh, yaitu: pertumbuh­an besar-besaran di pasar China dan per­ luasan maskapai penerbangan China secara interna­ sional; berbagai teknologi pesawat baru yang telah memungkinkan transformasi dalam cara dan rute udara global dioperasikan, terutama memungkinkan perluasan berbagai maskapai penerbangan biaya rendah jarak jauh dan pembukaan rute baru; muncul sejumlah maskapai penerbangan baru; dan, sinkro­ nnya dengan pertumbuhan ekonomi global.

Semua itu telah berkontribusi pada alasan tingkat lalu lintas yang tinggi secara internasional. Harapan akan keadaan serupa bisa diterapkan untuk tahun 2018 dan seterusnya.

Adapun total produksi airlines nasional dan jumlah penumpang yang diangkut, dalam tiga tahun terakhir mengalami pertumbuhan yang positif sebagaimana dicatat pada beberapa statistik dibawah ini :

Total produksi airlines asing berjadwal di rute luar negeri: Total scheduled foreign airline production on internastional routes:

Source: Transport Ministry

Sebagai dimaklumi, ada yang memprediksi bahwa pada umum­nya lalu lintas penerbangan akan cende­ rung tumbuh sekitar satu setengah kali laju pertum­ buhan GDP atau PDB (Produk Domestik Bruto). Jika ­pertumbuhan PDB Indonesia tahun 2017 dinyatakan 5% maka secara teoritis pertumbuhan industri pener­ bangannya akan berkisar 7,5%.

Angkutan Udara di Indonesia periode 2000–2008 bertumbuh rata-rata diatas 20% per tahun, berarti diatas tingkat rata-rata pertumbuhan pasar dunia, kare­na do­rongan deregulasi dan perubahan ekster­ nal (ekonomi, teknologi, globalisasi). Proyeksi jangka panjang bagi pertumbuhan industri penerbangan di dunia adalah sekitar 4% per tahun.

Tapi kini yang tak kalah penting diperhatikan ialah kenyataan masyarakat bisnis dan masyarakat ­lebih luas pada umumnya menyadari sedang terjadi ‘­disruption’, yang mengubah banyak hal sedemikian rupa, sehingga cara-cara bisnis lama menjadi obsolete. Disruption bagi pemerintahan, ekonomi, hukum, politik, sampai penataan kota, konstruksi, pelayanan kesehatan, pendidikan, kompetisi bisnis dan juga hubungan-hubungan sosial. Bahkan konsep marketing pun sekarang terdisrupsi. Dunia memang selalu berubah dan perubahan itu sendirilah yang sifatnya konstan, ada terus. Begitu juga terjadi di industri ­penerbangan.

Laporan-laporan ekonomi di Indo­ Total produksi airlines nasional berjadwal di rute dalam negeri: nesia menyebut bah­wa membaiknya Total scheduled national airline production on domestic routes: kinerja ekspor dan investasi tahun 2017 belum berhasil secara signifikan merangsang konsumsi swasta, ter­ utama konsumsi rumah tangga. Jadi, pendorong ekonomi selanjutnya di­ harapkan akan datang dari dua sektor lagi, yaitu konsumsi dan ­pariwisata.

Source: Transport Ministry Pariwisata di Indonesia, pertumbu­ Total produksi airlines nasional berjadwal di rute luar negeri: hannya beberapa tahun terakhir ini me­ Total scheduled national airline production on international routes: mang mencerminkan harapan positif bagi peluang bertambahnya peranan dan akan bertumbuhnya bisnis pener­ bangan. Di rute dalam ne­geri pertum­ buhan jumlah penumpang cenderung menaik terus. Bersamaan itu pihak Source: Transport Ministry

INACA Annual Report 2017

25

OUTLOOK i­ndustri penerbangan nasional maupun operator pe­ nerbangan asing mestinya mengambil manfaat bis­ nis dari ekspansi pemasar­an pariwisata di Indonesia, baik pada sektor inbound maupun outbound travel.

Pemerintah menunjukkan kebijakan dan strateginya hendak mengembangkan pariwisata untuk menjadi core economy di negeri ini.

Di atas semua itu, massifnya pembangunan dan pengembangan insfratsruktur yang dijalankan oleh pemerintah, telah menjadi dan diharapkan seterus­ nya akan membuka lagi peluang dan mendorong secara signifikan perluasan industri penerbangan na­ sional ­Indonesia.

Ekonomi nasional dinyatakan terus membaik, ­dengan pertumbuhan PDB tercatat sebesar 5,07% pada tahun 2017, naik dari 5,03% pada tahun 2016 Jika pertumbuhan GDP Indonesia tahun 2018 juga akan bergerak sekitar 5,5%, maka bisa diharapkan industri penerbangan Indonesia akan bertumbuh sekitar 1,5 X 5,5% = 8,25%. Semoga !

Some say that the actual trend of losses experi­ enced by national airlines in the country has actually happened since 2016 but conditions have worsened in 2017. ­However, 2018 seems to be welcomed by airlines by targeting the growth of passenger capac­ ity. Of course, by being aware of the aviation industry climate, it will be even more challenging.

If taken as an example of Garuda Indonesia air­ lines, the target for growth in 2018 is 9–10%.

Lion Air Group assesses the condition of the airline industry in 2018 can be a little better than 2017. The ­assessment is based on 2018 considered to be a po­ litical year so that public spending is estimated to be able to increase.

Besides that there are other short-term factors that are also very influential, which among others are as follow: massive growth in the Chinese market and the expansion of Airlines of China internationally; a variety of new aircraft technologies that have enabled trans­ formation in global air-operated ways and routes, es­ pecially enabling the expansion of various long-haul low-cost carrier and opening new routes; a number of new airlines appeared; and, synchronous global economic growth.

All of these have contributed to the reason for the high level of international traffic. It is hoped that all those will be similarly applicable for 2018 and so on.

By the way the total national airline production and the number of passengers transported over the last three years have experienced positive growth as noted in the tables attached in this outlook.

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INACA Annual Report 2017

As understandable, there is prediction that gene­ rally aviation traffic will tend to grow about one and a half times the rate of growth of GDP (Gross Domestic Product). So, if Indonesia’s GDP growth in 2017 is 5% then theoretically the growth of the aviation industry will be around 7.5%.

Air Transport in Indonesia for the period of ­2000–2008 grew at an average of over 20% per year, meaning above the average level of world market growth, due to the push of deregulation and external changes (economy, technology, globalization). The long-term projection for the growth of the aviation ­industry in the world is around 4% per year.

But now equally important is the fact that the busi­ ness circles and the wider community generally ­realize that ‘disruption’ is taking place, which changes things in such a way that old business methods be­ come obsolete. Disruption for government, econom­ ics, law, politics, up to urban planning, construction, health services, education, business competition and also social relations. Even the marketing concept is now disrupted. The world is always changing and the change itself is constant, continuously. Likewise also in the aviation industry.

Economic reports in Indonesia say that the improve­ ment in export and investment performance in 2017 has not succeeded in significantly stimulating private consumption, especially household consumption. So, the next economic driver is expected to come from two sectors, namely consumption and tourism.

Talking on tourism in Indonesia, its growth in recent years indeed reflects positive expectations for the oppor­tunity to increase the role and the growth of the aviation business. In the domestic route, the growth in the number of passengers tends to increase steadily.

At the same time the national aviation industry and for­ eign aviation operators should take business benefits from the expansion of tourism marketing in Indonesia, both inbound and outbound travel sectors. The go­ vernment shows its policies and strategies to develop tourism to become a core economy in this country.

Above all, the massive development and infrastruc­ ture development carried out by the government has become and is expected to further open up opportu­ nities and drive significantly the expansion of Indone­ sia’s national aviation industry.

The national economy continues to improve, with GDP growth recorded at 5.07% in 2017, up from 5.03% in 2016.

If Indonesia’s GDP growth in 2018 will also move around 5.5%, then the Indonesian aviation industry can be expected to grow around 1.5 X 5.5% = 8.25%.

Hope!

Pimpinan Perusahaan Anggota President/CEO of Corporate Members Scheduled Airlines:

Citilink Indonesia, Juliandra Nurtjahjo n Garuda Indonesia, Pahala Nugraha Mansury n Indonesia Air, Henry Suparman n Indonesia AirAsia, Dendy Kurniawan n Indonesia AirAsia Extra, Capt. Sulistyo Nugroho Hanung n Kalstar Aviation, Andi Masyhur n Nam Air, Jefferson Jauwena n Sriwijaya Air, Chandra Lie n Transnusa Aviation Mandiri, Risnandi Saepu Rachman n Express Air, Koean Henny Kurniawan n Trigana Air, Rubiyanto Adisarwono n

Non-Scheduled Airlines:

Air Born Indonesia, Ruel De LeOn Nacachi n Airfast Indonesia, Irma Reuneker n Asi Pudjiastuti Aviation (Susi Air), Sudrajat n Aviastar Mandiri, Stefanus Poerwoto n Derazona Air Service, Atty Boedi Milyarti n Ekspress Transportasi Antar Benua, Tony D. Hadi n Enggang Air Service, Cristiano Silva n Gatari Air Service, Irwan Gading n Hevilift Aviation Indonesia, Jeffrey Dunn n Jayawijaya Dirgantara, Dian S. Nasution n National Utility Helicopters, Tony Kasim n Pegasus Aviation, Benjamin Johan Oktavianus n Pelita Air Service, Dani Adriananta n Penerbangan Angkasa Semesta, Ridwan Zainuddin n Surya Air, Herry Susianto n Transwisata Prima Aviation, Rustam Suhanda n Travira Air, Rizwan Halim n Whitesky Aviation, Denon Prawiraatmadja n Weststar Aviation, Joe Benyamin n Marta Buana Abadi, Vicoas T.B. Amalo S. n Indostar Aviation, Irwin Abdul Wahid n

Cargo Airlines:

n

Cardig Air, Helmy A. Djaelan n My Indo Airlines, Mohamed Yunos Ishak

INACA Executive Committee

Advisory Board of INACA: Erlangga Suryadarma, M. Arif Wibowo Chairman Board of INACA: Pahala Nugraha Mansury Secretary General: Tengku Burhanuddin Research: Wismono Nitidihardjo Finance/Administration: Dicky Dharyanto Secretary: Iyolla Xaviera Ohoiulun Staffs: Vina Dina Amalia, Waras Hariyadi Besari

Scheduled Airlines

Chairman: Bayu Sutanto

1) Vice Chairman for Safety, Security & Environment: Capt.Achmad Sadikin Members: Iman Rahmanto 2) Vice Chairman for Commercials: Eko Budi Gunarto Members: Rifai Taberi, Tenten Wardaya, Wishnu Handoyono 3) Vice Chairman for Operations & Engineering: Capt. Toto Soebandoro Members: Saehu Nurdin, Capt. Wildy Manua 4) Vice Chairman for Finance & Human Resources: Kushindrarto S Members: Edwin

Non-Scheduled Airlines

Chairman: Denon Prawiraatmadja 1) Vice Chairman for Safety, Security & Environment: Members: Peter Elias Latumeten, Patria Rhamadonna, Yuni Christyawati, Capt.Novianto 2) Vice Chairman for Commercials: Hasudungan Pandiangan Members: Ardyan Adhitya, Achmad Syarifudin 3) Vice Chairman for Operations & Engineering: Eko Fipianto Members: Abraham Bastian, Kabul Riswanto, Vicoas T.B Amalo S 4) Vice of Chairman for Finance & Human Resources: Bambang Narayana Members: Ichsan, Dian S. Nasution

Air Cargo

Chairman: Helmy A. Djaelan Vice Chairman: Akbar Masmardi

INACA Annual Report 2017

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Indonesia National Air Carriers Association

Gedung Estonia â&#x20AC;&#x201C; Blue Tower Office Lantai III Unit 3 Jl. Jatiwaringin Raya No. 9, Pangkalan Jati, Jakarta Timur Tel : +62 21 22857731 Fax : +62 21 22857731 Email : inaca@inaca.net Website : www.inaca.or.id

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INACA Annual Report 2017