Pesawat Citilink yang Tabrak Layang-layang Mendarat Selamat, Kru dan Penumpang Aman

pesawat-citilink-yang-tabrak-layang-layang-mendarat-selamat-kru-dan-penumpang-aman
Tim teknik Citilink Indonesia menyingkirkan layang-layang yang tertabrak pesawat yang ingin mendarat di Bandara Adisucipto, Yogyakarta. (Sumber: dok. PT Angkasa Pura I Bandara Adisutjipto via Kompas.com)

JAKARTA, KOMPAS.TV – Pesawat Citilink yang mengalami insiden menabrak layang-layang saat melakukan pendaratan di Bandara AdisuciptoYogyakarta turun dangan selamat.

Pesawat dengan nomor penerbangan QZ 1107 jenis ATR 72-600 itu menabrak layangan yang memiliki lebar sekitar 50 sentimeter di bagian landing gear pada Jumat (23/10/2020) sore kemarin.

VP Corporate Secretary & CSR PT Citilink Indonesia Resty Kusandarina menjelaskan sebelum mendarat pilot sudah melakukan komunikasi serta berkoordinasi kepada pihak menara serta menyampaikan kondisi banyaknya layang-layang yang terbang di wilayah area bandara.

Namun karena layang-layang berada di landasan pacu dan sulit untuk dihindari, pilot berusaha agar mendaratkan pesawat dari Bandara Internasional Halim Perdanakusuma, Jakarta itu dengan baik.

“Seluruh kru dan penumpang telah mendarat selamat,” ujar Resty dalam pesannya, Sabtu (24/10/2020).

Resty menambahkan seteleh insiden tersebut, tim teknik Citilink Indonesia telah melakukan pemeriksaan seluruh bagian pesawat secara intensif.

Menurutnya, tidak ada kerusakan pada pesawat tersebut dan laik untuk beroperasi kembali.

“Kami sampaikan terimakasih kepada pihak bandara yang telah memberikan himbauan kepada masyarakat sekitar terhadap bahaya bermain layangan di sekitar area bandara,” ujar Resty.

Pesawat menabrak layang-layang pada pukul 16.46 WIB. Sekitar tiga menit setelah mendarat, layang-layang tersebut ditemukan di roda pesawat.

Kejadian itu tidak mengganggu lalu lintas dan jadwal penerbangan di Bandara Internasional Adisutjipto Yogyakarta.

Petugas sudah menindaklanjuti lebih dalam dan tidak ditemukan kerusakan dan kondisi pesawat dipastikan siap terbang.

Pihak bandara juga telah melakukan sosialisasi dan mengimbau agar masyarakat tidak bermain layangan di kawasan bandara karena dapat mengancam keselamatan penerbangan.

Link: https://www.kompas.tv/article/118395/pesawat-citilink-yang-tabrak-layang-layang-mendarat-selamat-kru-dan-penumpang-aman?page=all

Maskapai Lion Air Digugat Pailit

Pesawat Lion Air Boeing 737-800NG.
Pesawat Lion Air Boeing 737-800NG.(Dokumentasi Rahmad Dwi Putra)

JAKARTA, KOMPAS.com – Seorang warga bernama Budi Santoso menggugat pailit PT Lion Mentari Airlines atau Lion Air di Pengadilan Negeri (PN) Jakarta Pusat pada 22 Oktober 2020 lalu terkait masalah utang.  Dikutip dari Sistem Informasi Penelusuran Perkara (SIPP), Sabtu (24/10/2020), perkara tersebut diajukan dengan nomor 343/Pdt.Sus- PKPU/2020/PN Niaga Jkt.Pst. Penggugat meminta pengadilan menetapkan Penundaan Kewajiban Pembayaran Utang (PKPU) sementara terhadap Termohon PKPU PT Lion Mentari Airline paling lama 45 hari terhitung sejak putusan a quo diucapkan.

“Mengabulkan Permohonan Penundaan Kewajiban Pembayaran Utang (PKPU) yang diajukan oleh Pemohon PKPU terhadap termohon PKPU dan menyatakan termohon PKPU berada dalam Penundaan Kewajiban Pembayaran Utang,” bunyi petitum yang diajukan Budi Santoso. Pemohon juga meminta pengadilan menunjuk dan mengangkat hakim pengawas dari hakim PN Jakarta Pusat untuk mengawasi proses PKPU terhadap termohon.

Dalam permohonannya itu, Budi Santoso juga menunjuk dan mengangkat Ronald Antony Sirait dari kantor pengacara Sirait, Sitorus, & Associates dan Monang Christmanto Sagala yang berkantor di Hotma Sitompul & Associates sebagai tim pengurus. “Untuk bertindak sebagai tim pengurus untuk mengurus harta termohon PKPU dalam hal termohon PKPU dinyatakan dalam PKPU Sementara dan/atau mengangkat sebagai kurator dalam hal termohon PKPU dinyatakan pailit,” bunyi petikan permohonan perkara. Terakhir, Budi juga memohon agar seluruh biaya perkara dibebankan kepada pihak maskapai tersebut. Sedangkan status perkara dinyatakan dalam penetapan majelis hakim.

Artikel ini telah tayang di Kompas.com dengan judul “Maskapai Lion Air Digugat Pailit”, Klik untuk baca: https://money.kompas.com/read/2020/10/24/083420926/maskapai-lion-air-digugat-pailit.
Penulis : Muhammad Idris
Editor : Muhammad Idris

One year later: The crash of Flight 3296

A commuter airplane has crashed near the airport in a small Alaska community on the Bering Sea, Thursday, Oct. 17, 2019, in Unalaska, Alaska. Freelance photographer Jim Paulin says the crash at the Unalaska airport occurred Thursday after 5 p.m. Paulin says the Peninsula Airways flight from Anchorage to Dutch Harbor landed about 500 feet (152 meters) beyond the airport near the water. (Jim Paulin via AP)
A commuter airplane has crashed near the airport in a small Alaska community on the Bering Sea, Thursday, Oct. 17, 2019, in Unalaska, Alaska. Freelance photographer Jim Paulin says the crash at the Unalaska airport occurred Thursday after 5 p.m. Paulin says the Peninsula Airways flight from Anchorage to Dutch Harbor landed about 500 feet (152 meters) beyond the airport near the water. (Jim Paulin via AP)

Twelve months ago, on Oct. 17, 2019, PenAir Flight 3296 overran the runway while landing at the Dutch Harbor airport, resulting in one passenger killed and four others injured. Since then, Ravn Alaska, which owned PenAir along with sister companies Corvus Airlines and Hageland Aviation, declared bankruptcy and auctioned off or sold the bulk of its assets.

Company executives blamed Ravn’s failure on the coronavirus, but on the Flight 3296 anniversary, it is worth considering just what happened to PenAir in the single year it was owned by Ravn, and what we have learned since the accident that exposes problems within the company in the months leading up to the tragedy.

Soon after the accident, the National Transportation Safety Board released an investigative update detailing the flight crew’s minimal experience in the aircraft. Ravn stopped all flights of the Saab 2000 into Unalaska and Alaska Airlines dropped the lucrative Capacity Passenger Agreement (CPA) it had with Ravn. The loss of the CPA, which paid Ravn for the Unalaska flights at “predetermined rates plus a negotiated margin, regardless of the number of passengers on board or the revenue collected,” had serious financial ramifications for the company. Questions raised by the NTSB’s preliminary investigation, however, left Alaska Airlines with little choice.

According to the NTSB’s initial report, and heavily covered in the media, the pilot in command (PIC) for Flight 3296 had an estimated 20,000 hours total flight time, but only 101 hours in the Saab 2000 (the co-pilot, with 1,446 hours total time, had 147 hours in the aircraft). Under PenAir’s previous ownership by the Seybert family, PICs were required to have 300 hours minimum in the Saab 2000 before operating into Dutch Harbor. (Similar requirements have existed for other companies operating at the challenging airfield.)

Based on the PenAir Operations Manual, flight-time minimums could be waived if approved by the company Chief Pilot. While the existence of such a waiver has not been addressed publicly, one month after the accident, the Federal Aviation Administration confirmed that Chief Pilot Crystal Branchaud had been replaced and no longer held a position of operational control with PenAir. The extent to which she or any other management personnel played a role in assigning the PIC to Flight 3296 will likely receive serious attention in the accident’s final report.

Another area of significant interest for investigators will be the flight crew’s decision to land in turbulent weather conditions. In the report, the NTSB stated that when Flight 3296 first attempted to land on Runway 13, the winds were at 10 knots from 270 degrees. After initiating a go-around, the winds were reported at 16 knots, gusting to 30, from 290 degrees. While on final approach the second time, the winds were 24 knots from 300 degrees, providing almost a direct tailwind. The aircraft was configured for approach with 20 degrees of flaps both times.

Aircraft landing performance standards are based on multiple factors including weight and balance, wind and runway conditions. While Flight 3296′s weight and balance has not been released, it is possible to determine a conservative estimate of its total weight from available data. According to the manufacturer, the aircraft has a basic empty weight of about 30,500 pounds (this includes the three-member crew). Adding fuel for required reserves and Cold Bay as an alternate destination (about 2,000 pounds) and weight for 39 passengers at the FAA standard for summer adults (195 lbs x 39 = 7,605 pounds), a total weight of 40,105 pounds can be calculated. This excludes any baggage that may have been onboard.

For Runway 13 at Dutch Harbor, PenAir’s company performance standards permitted a landing weight, with 20 degrees of flaps, of 40,628 pounds with zero wind, 35,402 pounds for 5 knots of tailwind and 29,955 pounds for 10 knots of tailwind. It recommended a reduction of 1,031 pounds for each additional knot of tailwind. There is thus no discernible calculation that would recommend landing on Runway 13 with the reported winds at the time of the crash at the aircraft’s approximate weight.

According to the NTSB, the flight crew reported touching down about 1,000 feet down the runway, with skid marks first appearing at about 1,840 feet. From there, the marks continued 200 feet before the aircraft crossed a grassy area, impacted the airport’s perimeter fence, crossed a ditch, hit a large rock and then crossed Ballyhoo Road. It was on the opposite shoulder of the road, over the rock seawall and nearly into the waters of Dutch Harbor, that Flight 3296 finally came to rest.

After the aircraft stopped and a desperate but ultimately unsuccessful effort was underway to save the life of passenger David Oltman, the flight crew waited with forward passengers for assistance in exiting. It was at that point, according to passenger Steve Ranney, that a brief verbal exchange occurred. “A passenger asked the captain why he landed,” explained Ranney in an email, “and he calmly said the computer showed he was within the safety margin.” According to Ranney, who was interviewed by NTSB investigators, neither the captain nor co-pilot spoke another word.

There is no onboard computer that calculates landing performance for the Saab 2000; the PIC could only have been referring to an app likely used on his company-issued iPad. “Electronic flight bags” are commonly utilized by pilots, but the use of any software for the purposes of formal flight planning in commercial operation would have to be approved by the FAA. When asked if PenAir had authorization to utilize performance calculation software, the FAA referred the question, as part of an ongoing investigation, to the NTSB. The NTSB would state only that “crew performance standards equipment procedures and a host of other factors” would be part of the investigation.

Decision-making is always an area of particular inquiry following a commercial crash, both on the part of the flight crew and company management. As investigators moved from the aircraft to the cockpit and back to the offices of PenAir, Ravn Air Group and even the FAA, there are other events in 2019 that may have garnered interest and point to further issues within the newly acquired company.
In February last year, PenAir Flight 3298 suffered an engine loss about an hour after departing King Salmon. In a statement to ADN at the time, FAA spokesman Allen Kenitzer said the aircraft “experienced engine trouble, so pilots shut it down.” The flight crew then returned to the village. In a subsequent Service Difficulty Report (SDR), the company reported a “right engine auto shutdown in flight, did not attempt restart. Troubleshooting in progress.” It is unknown what the final remedy was for that engine.

In July, PenAir Flight 2051 was en route from Anchorage to Dillingham when it suffered the loss of the right engine near its destination. As later detailed in a passenger complaint submitted to the FAA, the flight crew chose to turn around and fly all the way back to Anchorage on only one engine.

PenAir subsequently reported in an SDR that there was a “RT engine overtemp in cruise with auto shutdown” and that the engine was to be removed and replaced. Additionally, in a separate SDR the same day, the company reported a problem with the aircraft’s left engine, which went to “0 PU’s 5SEC.” The remedy was for that engine also to be replaced.
No mention of the problems with the left engine nor the necessary replacement of both engines was passed on to the passenger who filed the complaint. Neither was an explanation provided for the flight crew’s decision to forgo immediate landing at the nearest suitable airport (as required by federal regulation 121.565).

FAA Safety Inspector David Friend wrote to the passenger, a licensed pilot from the Bristol Bay region, that “it has been determined that the flight crew acted within the scope of all applicable Federal Aviation Regulations and associated PenAir Operations Specifications.” In a subsequent Freedom of Information Act request I submitted for a deviation of 121.565 report, the FAA responded that nothing pertaining to my request existed.

Months later, in the days after the crash of Flight 3296, Ravn announced a shift to using Dash-8 aircraft on the route and company management initiated a concerted effort to deflect blame to the Saab 2000. In an October 25 town hall meeting, CEO Dave Pflieger said Ravn would “need to go through a multifaceted process to ensure it is safe to land Saabs in Unalaska before they can return to service there.” This negative sentiment was echoed by Ravn’s new management, which acquired the PenAir and Corvus Airlines certificates along with several Dash-8 aircraft in a private sale last summer. In a July interview with KUCB, that company’s CEO, Rob McKinney, responded to questions about safe operations in rural Alaska by commenting on the crash of Flight 3296. “The Saab 2000 has a narrower margin of safety,” he asserted, “so that… potentially was a contributory cause of that unfortunate accident last year.”

Both Pfleiger and McKinney’s assessments ran sharply counter to the more than two years of accident-free flying with the aircraft under the Seyberts’ ownership, including thousands of flights into Unalaska. Further, from the time the Saab 2000s were acquired by the Seyberts and long before they were put into service, there was extensive flight testing, upgrades, modifications and certifications required for their transition to Part 121. All of this was heavily supervised by the FAA. By the time PenAir was purchased by Ravn in October 2018, there was nothing left for the Saab 2000 to prove; the aircraft simply needed the company to assign pilots who were trained how to fly it.

For now, Alaska Airlines flies scheduled service into Cold Bay, with continuing service to Unalaska provided by Grant Aviation. Alaska Central Express offers both regular cargo flights and passenger charter service and other operators, including Dena’ina Airtaxi, Alaska Air Transit, Resolve Aviation and Security Aviation also fly passenger charters. The Saab 2000s, which were leased by PenAir, have been parked at Anchorage International by their Florida-based owner since Ravn’s collapse. They will likely be relocated to the Lower 48 for maintenance and storage in the near future.

The NTSB’s final report on Flight 3296 should be released early next year. What it will reveal about problematic risk management assessments at all levels of the company is of great interest to anyone following aviation safety in Alaska. And while the detrimental fallout from the subsequent pandemic can not be ignored, it must be noted that Ravn was the only Alaska aviation company of significant size to file for bankruptcy after the virus. Further, although Ravn destroyed numerous financial, professional and customer relationships, many other companies shouldered the pieces it left behind while still continuing to navigate the current uncertain economic landscape.

The easiest thing in the world would be to dismiss PenAir’s summer engine problems and the decisions leading up to the Unalaska crash, disregard how long Ravn’s $90 million worth of unpaid bills were accruing, pay no attention to the likely sky-high fleet insurance the company was paying and simply blame everything that happened to it on the coronavirus. But just like the transparent attempt to shift responsibility of the Flight 3296 tragedy onto the aircraft, this would also require a determination to blindly ignore so many events leading up to Ravn’s demise, including its 16 accidents and incidents over the previous ten years. It is worth noting the most recent of those was not Flight 3296, but rather a gear-up landing by Hageland Aviation in Fairbanks, four months before Ravn shut down. It was easy to miss that one when the company was so loudly insisting everything was COVID-19′s fault.

Link: https://www.adn.com/opinions/2020/10/21/one-year-later-the-crash-of-flight-3296/

Berlaku Besok, Pemerintah Hapus Airport Tax di 13 Bandara

Calon penumpang di bandara berjalan menuju pesawat terbang komersil. (Foto ilustrasi)
Calon penumpang di bandara berjalan menuju pesawat terbang komersil. (Foto ilustrasi)

VIVA – Pemerintah menghapus biaya Pelayanan Jasa Penumpang Pesawat Udara (PJP2U) atau seringkali dikenal sebagai Passenger Service Charge (PSC) di 13 bandara yang ditentukan. Pembebasan Airport Tax itu diberikan kepada para penumpang yang berangkat dalam upaya mendorong kebangkitan industri penerbangan dan pariwisata.

“Setiap penumpang tidak dibebani biaya PSC, karena akan dikeluarkan dari komponen biaya tiket, dan biaya PSC-nya akan ditagihkan oleh operator bandara kepada Pemerintah,” kata Direktur Jenderal Perhubungan Udara Kementerian Perhubungan Novie Riyanto dalam jumpa pers virtual di Jakarta, Kamis.

Stimulus PJP2U ini akan diberlakukan bagi calon penumpang yang membeli tiket mulai dari tanggal 23 Oktober 2020 jam 00.01 WIB hingga 31 Desember 2020 jam 23.59 WIB. “Dan tiket yang dibeli untuk penerbangan sebelum jam 00.01 tanggal 1 Januari 2021,” katanya.

Hal tersebut disampaikan usai Penandatanganan Kesepakatan Bersama Pemberian Stimulus Penerbangan Tarif Pelayanan Jasa Penumpang Pesawat Udara dan Pemberian Stimulus Pelayanan Jasa Kalibrasi Fasilitas Penerbangan, yang antara lain dihadiri oleh Dirut PT Angkasa Pura I (Persero) Faik Fahmi, Dirut PT Angkasda Pura II (Persero) Muhammad Awaluddin, serta Ketua Umum Asosiasi Perusahaan Penerbangan Nasional Indonesia (INACA) Denon Prawiraatmadja.

Dikatakan Novie, pandemi COVID-19 menjadi mimpi buruk bagi industri penerbangan yang berdampak pada anjloknya arus penumpang dari dan ke berbagai daerah, sehingga pemerintah melalui Kementerian Perhubungan perlu memberikan insentif atau stimulus penerbangan.

Harapan dari stimulus Tarif PJP2U ini, katanya, akan memberikan keringanan bagi para penumpang untuk bepergian menggunakan jasa transportasi udara yang akhirnya akan membangkitkan pertumbuhan industri lainnya seperti pariwisata dan UMKM.

Stimulus berupa penyediaan biaya kalibrasi fasilitas navigasi penerbangan dan alat bantu pendaratan pesawat yang menjadi kewajiban operator bandara baik Angkasa Pura I, Angkasa Pura II, Bandara Hang Nadim Batam dan Bandara Komodo-Labuan Bajo ditanggung oleh Pemerintah. Sehingga, dapat meringankan beban biaya operasional operator bandara akibat pandemi COVID-19.

Dikatakan, stimulus tarif PJP2U atau PSC akan berlaku di 13 bandara udara yaitu Bandar Udara Internasional Soekarno-Hatta, Tangerang (CGK), Hang Nadim, Batam (BTH), Kuala Namu, Deliserdang (KNO), I Gusti Ngurah Rai, Denpasar (DPS), Yogyakarta Internasional, Kulon Progo (YIA), Halim Perdanakusuma, Jakarta (HLP), Internasional Lombok, Praya (LOP), Jenderal Ahmad Yani, Semarang (SRG), Sam Ratulangi, Manado (MDC), Komodo, Labuan Bajo (LBJ), Silangit (DTB), Blimbingsari, Banyuwangi (BWX), Adi Sucipto, Yogjakarta (JOG).

Stimulus PJP2U ini tentunya adalah berita baik bagi masyarakat dan industri penerbangan, diharapkan dengan stimulus ini masyarakat akan mendapatkan keringan biaya perjalanan menggunakan maskapai dengan berbagai tujuan, yang akhirnya akan memberikan dampak yang signifikan terhadap pertumbuhan ekonomi di daerah, seperti industri pariwisata, sektor UMKM dan juga industri lainnya.

Tentu saja di tengah pandemi ini diharapkan masyarakat pengguna jasa transportasi udara tetap mengutamakan protocol Kesehatan dengan tetap menerapkan 3 M yaitu menggunakan masker, mencuci tangan dan juga menjaga jarak.

Kemenhub berharap bagi operator penerbangan maupun operator bandar udara dengan adanya stimulus PJP2U menjadi berita baik, dengan harapan peningkatan pengguna jasa transportasi udara, namun di sisi lain para pemangku kepentingan penerbangan tetap diwajibkan menaati SE Dirjen Nomor 13 Tahun 2020. (Ant)

Link: https://www.viva.co.id/berita/bisnis/1314905-berlaku-besok-pemerintah-hapus-airport-tax-di-13-bandara

AirAsia X Berhenti Beroperasi di Indonesia, Ada Apa?

Foto Pesawat Airbus A330-900 yang dipesan AirAsia X(dok AirAsia X, Airbus)

JAKARTA, KOMPAS.com – Maskapai AirAsia X berencana menutup operasionalnya di Indonesia. Langkah tersebut dilakukan agar dapat bertahan di tengah pandemi Covid-19. Sebagaimana diketahui, maskapai yang merupakan bagian dari AirAsia Group itu belum dapat beroperasi sejak Maret lalu. Deputy Chairman Air Asia X Lim Kian Onn mengatakan, penutupan operasional juga merupakan bagian dari restrukturisasi yang tengah dilakukan maskapai guna menghapus utang sebesar 63,5 miliar ringgit atau setara Rp 222 triliun (asumsi kurs Rp 3.500 per ringgit).

Lim mengaku kesulitan untuk mendapatkan persetujuan dari para investor dan kreditur. Pasalnya, mereka merasa kecewa dan meminta meminta persyaratan yang lebih baik, termasuk ekuitas gratis untuk utang yang dihapuskan. Namun, Lim menambahkan, hal itu tidak mungkin dipenuhi oleh maskapai penerbangan.  Meskipun begitu, Lim memastikan bahwa pihaknya akan menemukan jalan tengah guna memajukan bisnis maskapai.

“Tidak ada yang bisa mendapatkan keuntungan dari ditutupnya usaha kami,” ujarnya dikutip dari The New Straits Times, Senin (19/10/2020). Sebagai informasi, AirAsia X merupakan maskapai yang difokuskan untuk melayani penerbangan jarak jauh, dengan waktu terbang lebih dari 4 jam. CEO AirAsia Group Tony Fernandes pun mengakui, penerbangan jarak jauh akan memakan waktu pulih lebih lama ketimbang jarak dekat. “Business travel, penerbangan antarbenua, first class travel, akan membutuhkan waktu lama untuk bangkit,” ucap Fernandes.

Artikel ini telah tayang di Kompas.com dengan judul “AirAsia X Berhenti Beroperasi di Indonesia, Ada Apa? “, Klik untuk baca: https://money.kompas.com/read/2020/10/19/140800926/airasia-x-berhenti-beroperasi-di-indonesia-ada-apa.
Penulis : Rully R. Ramli
Editor : Sakina Rakhma Diah Setiawan

Boeing 737 MAX Dinyatakan Aman Terbang oleh Regulator Penerbangan Eropa

Boeing 737 MAX Dinyatakan Aman Terbang oleh Regulator Penerbangan Eropa

ejak insiden yang menimpa Boeing 737 MAX Lion Air dan Ethiopian, pesawat tersebut dilarang terbang di seluruh dunia. Namun, hari ini Boeing akhirnya mendapat kabar positif setelah sekian lama.

Melalui BloombergEuropean Union Aviation Safety Agency (EASA) atau regulator penerbangan Eropa telah menyatakan puas atas perkembangan yang dilakukan oleh Boeing untuk pesawat Boeing 737 MAX.

Meski demikian, bukan berarti Boeing 737 MAX akan segera terbang dalam waktu dekat. EASA melalui Executive Director-nya, Patrick Ky, menyatakan bahwa Boeing 737 MAX dinyatakan aman dan bisa kembali terbang sebelum tahun 2020 berakhir.

Saat ini EASA sedang menyiapkan dokumen final untuk sertifikasi kelayakan terbang yang seharusnya akan rampung bulan depan. Kemudian komentar dari publik akan dikumpulkan selama periode 4 minggu. Barulah setelah itu di bulan Desember 2020, Boeing 737 MAX bisa kembali mengudara di langit Eropa.

Boeing 737 MAX 8 milik Garuda Indonesia. Foto oleh Ikhwan Hidayat

Boeing 737 MAX Dituntut Lebih Baik

Meski sudah dinilai layak terbang, namun EASA nampaknya tidak akan puas dengan perkembangan saat ini. Kedepannya, EASA juga mengharapkan perkembangan lanjutan untuk Boeing 737 MAX. Spesifiknya, sistem sensor sintetis ketiga akan dipasang untuk meningkatkan level keamanan dari pesawat tersebut.

Pada insiden terjatuhnya pesawat Lion Air & Ethiopian, sistem sensor angle-of-attack (AOA) pada kedua pilot mengalami malfungsi. Sensor sintetis ketiga tersebut akan menjadi fitur back-up yang membantu pilot untuk melihat apakah pesawat mengarah ke atas atau ke bawah.

Disebutkan bahwa perlu waktu 2 tahun untuk mengembangkan sensor tambahan tersebut, yang mana akan diwajibkan pada varian terbesar Boeing 737 MAX 10 yang akan mulai beroperasi di tahun 2022.

Penutup

Regulator penerbangan Eropa telah memberikan lampu hijau untuk pesawat Boeing 737 MAX. Kemungkinan besar kita bisa melihat pesawat tersebut mulai terbang di langit Eropa sebelum tahun 2021. Melihat perkembangan positif tersebut, tidak menutup kemungkinan pesawat tersebut akan turut mendapat sertifikasi & kembali terbang juga di benua lain.

Ketika kembali terbang, saya cukup percaya bahwa Boeing 737 MAX akan menjadi salah satu jenis pesawat teraman. Wajar saja mengingat banyaknya uji coba dan regulasi baru yang harus dipenuhi oleh Boeing. Meski masih ada keraguan, saya pribadi tidak masalah untuk terbang di pesawat tersebut.

Link: https://pinterpoin.com/boeing-737-max-aman-terbang-eropa/

Kiat Maskapai Bertahan Saat Pandemi: Thai Airways Jualan Gorengan, AirAsia Bisnis Akikah

Gerai penjualan patong-go di gedung THAI Catering, Bangkok.
Gerai penjualan patong-go di gedung THAI Catering, Bangkok.(FACEBOOK THAI CATERING)

JAKARTA, KOMPAS.com – Penyebaran pandemi virus corona ( Covid-19) membuat performa industri maskapai babak belur. Jumlah penumpang anjlok seiiring dengan pembatasan aktivitas di berbagai negara. Tak mau tinggal diam menanti ancaman kebangkrutan, perusahaan maskapai penerbangan terpaksa merambah bisnis lain agar bisa tetap bertahan. Salah satu kiatnya yakni memanfaatkan anak usaha atau divisi bisnis katering untuk meraup pendapatan tambahan. Sebagaimana diketahui, industri kuliner memang relatif kebal terhadap pandemi Covid-19. Belanja masyarakat yang masih tinggi terhadap konsumsi makanan jadi tolok ukurnya. Berikut contoh dua maskapai penerbangan yang terjun ke bisnis kuliner.

1. AirAsia buka bisnis daging akikah

Maskapai penerbangan swasta terbesar Malaysia ini baru saja mengumumkan langkah bisnis dengan terjun ke perdagangan daging akikah. Populasi muslim di Negeri Jiran yang besar, membuat prospek bisnis daging kambing untuk aqiqah sangat potensial. Selain itu, AirAsia juga fokus menggarap pasar umat muslim di luar negeri yang jadi wilayah operasional armada pesawat AirAsia seperti Timur Tengah, Bangladesh, Thailand, dan India. Permintaan daging akikah selalu tinggi dan tak mengenal musim. Air Asia sendiri meluncurkan platform penjualan online bernama Ikhlas yang bisa diakses di laman ikhlas.com/aqiqah. Bisnis daging akikah ini dijalankan anak perusahaannya, Ikhlas Com Travel Sdn Bhd yang berkantor pusat di Kuala Lumpur Sentral, Kuala Lumpur, Malaysia.

Harga kambing yang ditawarkan bervariasi yakni antara RM 499 atau sekitar Rp 1,77 juta (kurs Rp 3.500) dan paling mahal sebesar RM 799 atau sekitar Rp 2,83 juta. “Sebagai bagian dari ekspansi bisnis digital grup AirAsia, Ikhlas, lini bisnis airasia.com yang melayani platform gaya hidup Muslim hari ini meluncurkan layanan terbarunya, aqiqah,” tulis Air Asia di laman resminya seperti dikutip pada Senin (12/10/2020).

2. Thai Airways jual gorengan

Thai Airways adalah satu contoh maskapai yang terbilang sukses menggeluti bisnis kuliner di luar katering penerbangan di saat pandemi Covid-19. Tak tanggung-tanggung, maskapai flag carrier ini bahkan mengandalkan jualan gorengan.

Gorengan yang dijual Thai Airways cukup populer bagi masyarakat Thailand, khususnya di Bangkok. Perusahaan ini memanfaatkan aset kateringnya untuk memproduksi gorengan yang diberi nama Patong-go tersebut.

Untuk penjualannya, selain menyewa tempat di berbagai lokasi strategis, Thai Airways juga memanfaatkan aset-aset propertinya seperti kantor di berbagai sudut kota untuk lokasi berjualan. Setiap orang, orang-orang rela mengantre untuk membeli Patong-go sejak dibuka mulai pagi hari. Dikutip dari Bangkok Post, setiap kotak dijual seharga 50 baht (Rp 23.600) yang berisi tiga gorengan dan sebungkus saus celup yang terbuat dari ubi ungu dan telur custard. Beberapa lokasi penjualannya antara lain toko roti Puff & Pie di pasar Or Tor Kor, di kantor pusatnya di distrik Chatuchak, gedung Rak Khun Tao Fa, gedung Thai Catering di distrik Don Muang, serta kantor cabang Thai Airways di Silom. Thai Airways tak hanya menjual gorengan, lini bisnis kateringnya juga dimanfaatkan untuk menjual roti. Perusahaan juga menyulap restoran menjadi kabin pesawat kelas satu. Untuk membangun suasana, restoran itu dilengkapi dengan kursi yang nyaman dan awak kabin yang perhatian.

Thai Airways restoran pop up di Bangkok, Thailand.
Thai Airways restoran pop up di Bangkok, Thailand. (Dok. AFP)

Artikel ini telah tayang di Kompas.com dengan judul “Kiat Maskapai Bertahan Saat Pandemi: Thai Airways Jualan Gorengan, AirAsia Bisnis Akikah”, Klik untuk baca: https://money.kompas.com/read/2020/10/12/150600626/kiat-maskapai-bertahan-saat-pandemi-thai-airways-jualan-gorengan-airasia.
Penulis : Muhammad Idris
Editor : Muhammad Idris

Tuesday’s Market Minute: Southwest Asks Union Employees For Pay Cuts

Southwest Airlines Co (NYSE: LUV) is asking its employees to agree to pay cuts for the first time through the end of next year. This notion is specific to union employees, and the airline has said is the trade-off to avoiding furloughs and future job cuts. Non-union salaries will already be cut by at least 10% until the beginning of 2022. And the Southwest CEO Gary Kelly is also already foregoing his salary entirely through 2021, with several senior-level executives taking a 20% pay cut.

While it is not news that the airlines as a whole have been one of the hardest-hit sectors throughout the pandemic, it remains unclear when they will see any degree of relief. Airline travel demand remains down 70% compared to a year ago despite receiving federal aid of $25 billion dollars earlier this year. Under the terms of the government package, all airlines were banned from laying off or furloughing any employees until October 1.

As October quickly crept up and federal aid restrictions lifted, the airlines began taking necessary measures to remain afloat. American Airlines Group Inc (NASDAQ: AAL) laid off roughly 19,000 employees and United Airlines laid off about 13,000 employees within the last week.

While another round of stimulus has been in talks, a formal package remains unapproved. U.S. House Speaker Nancy Pelosi even asked the U.S. airline executives on Monday to hold off on further job cuts, promising that relief is on the way. The Southwest Airlines’ CEO has confirmed the company can avoid job losses if these terms are reached within the unions by the start of 2021, also noting “I feel like we have a moral obligation to them.”

Southwest stock remains down about 28% this year, outperforming its airline peers who have on average lost about 50% of their value in the last 8 months.

Link: https://www.yahoo.com/news/tuesdays-market-minute-southwest-asks-142348948.html?.tsrc=daily_mail&uh_test=1_04

Covid-19 Vaccine Delivery Will Present Tough Challenge to Cargo Airlines

Covid-19 Vaccine Delivery Will Present Tough Challenge to Cargo Airlines

  • Inoculations for the new coronavirus will require thousands of extra flights, taxing stretched airlines
  • UPS is combining multiple refrigerators at its airport hubs to store vaccines in transit.

The pandemic has revealed shortcomings in global supply chains and forced business to make logistics a bigger strategic priority. Successfully delivering Covid-19 vaccines will test manufacturers and shippers on what lessons have been learned.
“If 50 million doses were available today, could we distribute them?” asked Glyn Hughes, head of cargo at the International Air Transport Association, a trade group. “The answer is almost certainly ‘No’, for every jurisdiction.”
The air-cargo industry is making plans for delivering as many as 20 billion Covid-19 vaccination doses, even before regulators have approved any of the multiple treatments under development. Shippers say they are having to plan without knowing exactly how many vaccine doses they’ll have to ship, where they will be manufactured and how cold they have to be kept.
Pharmaceutical companies and shippers say they expect the bulk of vaccine supplies to be transported by air. Cargo-airline executives are working on a delivery schedule that assumes initial batches become available during the traditional peak season for shipping that runs from fall through early February.
Carriers such as FedEx Corp. FDX 0.44% and the DHL arm of Deutsche Post AG DPSGY 0.22% have started preparations such as introducing new temperature-monitoring systems to track future vaccine shipments. United Parcel Service Inc. UPS -0.41% and Deutsche Lufthansa AG are building “freezer farms” combining multiple refrigerators at their airport hubs to store vaccines in transit.
Yet cargo flights are fast filling up through February with bookings for consumer electronics, apparel and industrial parts through the holiday season and new year, said airline executives. This year’s peak season is expected to include a lift from the delayed iPhone 5G from Apple Inc. and Sony Corp.’s PlayStation 5.
“We’re planning for the mother of all peaks,” said Don Colleran, president of FedEx’s express division, on an investor call last month.
Airlines said they would make room for essential supplies such as vaccines, just as they have for personal protective equipment throughout the pandemic.
Most of the potential vaccines have to be kept at a low constant temperature throughout the journey to prevent spoiling, according to cargo experts. These fall into two temperature ranges—around freezing and about minus 70 degrees Celsius—with very different transport and storage requirements.
Pharma executives said spoilage rates for other vaccines during transport range from 5% to as much as 20% because of poor temperature control.
“This is going to be one of the biggest challenges for the transportation industry,” Michael Steen, chief operating officer at Atlas Air Worldwide Holdings Inc., said in an interview. Atlas is one of the largest cargo airlines, flying freight on behalf of customers including Amazon.com Inc. and DHL.
Cargo executives said they expect it will take two years for a vaccine to reach all of the world’s population, with particular challenges in some emerging markets where infrastructure is limited.
The air-cargo industry isn’t starting from scratch. Pharma products have been one of the fastest-growing and most profitable cargo types over the past decade. Shippers have developed increasingly sophisticated supply chains for vaccines in recent years, especially for the flu. Gene therapies, another booming area, already require transport and storage at very low temperatures.
Planning flu-season vaccine deliveries typically starts months ahead and includes analyzing which routes and airports carry the highest risk for delays and spoilage, said Larry St. Onge, president of DHL’s life sciences and health care unit.
DHL is applying that analysis to potential Covid-19 vaccines, which will have more-urgent delivery needs and far larger volume.
IATA estimates transporting a single dose to the global population would require the equivalent of 8,000 fully-laden Boeing Co. 747 flights, based on dimensions for vials and packaging provided by pharma companies. A recent study by DHL and McKinsey & Co. pegged demand at 15,000 flights, while including syringes and protective equipment for medical staff would increase the cargo-space requirement.
Pharma shipments already account for around 1.9% of global air-cargo volume, said IATA, and adding Covid-19 vaccines could double that share. Not every freighter jet is able to handle very cold cargo because of regulatory restrictions on how much dry ice they can transport to cool them, said executives.
Air-cargo capacity is already tight, with flights flying fuller than before the pandemic started. International air-cargo capacity was down 32% in August from a year earlier while demand was only 14% lower.
The pandemic-driven travel downturn has removed from service hundreds of passenger jets and the belly space that once carried cargo. More freighters are joining the fleet, with Atlas returning stored 747s from the desert and passenger airlines converting around 100 planes to carry freight in their cabins.
Covid-19 vaccine makers such as Pfizer Inc. have already begun manufacturing doses to be ready for shipment should regulators authorize their use. However, the uncertainty over approval timing and shipping requirements has meant they have stopped short of booking space on cargo flights, said airline executives.
The U.S. government last month outlined its initial plans for distributing vaccines domestically under its Operation Warp Speed program run by the Department of Health and Human Services and the Pentagon, as well as the Centers for Disease Control and Prevention.
McKesson Corp. , one of the world’s largest drug wholesalers, has been contracted by CDC to ship some vaccine types in the U.S. It hasn’t detailed how they would be transported, and air-cargo executives said they haven’t signed any Covid-19 vaccine-related deals yet. McKesson declined to comment.
President Trump said during the opening presidential debate last week that the military would support distribution of the vaccine. The Pentagon said it doesn’t expect to have to use military transport aircraft, except to very remote areas. “Our best military assessment is that there is sufficient U.S. commercial-transportation capacity to fully support vaccine distribution,” said a spokesman.

Virgin Atlantic to Test Cabin Crew and Pilots for COVID-19 at Least Once a Month

Photo Credit: Virgin Atlantic

Beleaguered airline Virgin Atlantic is to test all of its cabin crew and pilots for COVID-19 at least once a month as part of measures to “instil confidence” in the safety of air travel. The airline, which is majority-owned by Sir Richard Branson, however, warned the move would do little to increase ticket sales without a system to replace draconian quarantine rules with mass COVID-19 passenger testing.


Pilots and cabin crew have been taking part in a trial of rapid pre-flight COVID-19 testing since September 30 on flights to Hong Kong and Shanghai. Both of these destinations require crew to present a negative COVID-19 test certificate before being allowed entry.


The plan is now to extend rapid testing to other destinations that require negative tests for crew members, as well as those where such requirements don’t currently exist. In effect, it would mean that all crew would be tested for COVID-19 at least once per month.


Testing would be mandatory for certain destinations.
The move follows a similar initiative developed by shareholder Delta Air Lines. The Atlanta-based airline has now tested every member of staff for the novel Coronavirus and plans to roll-out mass rapid testing in the near future.
Results from the mass-testing program, Delta claims, shows that cabin crew are less likely to succumb to COVID-19 than the general public. The airline put that down to safety measures like mandatory mask-wearing rules and enhanced aircraft cleaning.


Last week, Air Canada also announced plans to roll-out mass rapid COVID-19 testing for staff members on a voluntary basis. The airline is using the Abbott rapid ID NOW testing system that can produce results in as little as 15-minutes.
On Monday, the South African government had to clarify rules for flight crew entering the government after Emirates apparently cancelled some services over confusion with new COVID-19 travel restrictions. While passengers must present a negative test certificate dated within 72-hours of travel, this will no longer be a requirement for cabin crew.
They won’t, however, now be allowed to leave their hotel rooms as part of preventative measures.

Link: https://www.paddleyourownkanoo.com/2020/10/05/virgin-atlantic-to-test-cabin-crew-and-pilots-for-covid-19-at-least-once-a-month/