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"Pada tahun 2022, Pemerintah Indonesia meratifikasi Perjanjian Penyesuaian Batas Flight Information Region (FIR) atau wilayah informasi penerbangan dengan Pemerintah Singapura. Ratifikasi ini memunculkan kontroversi di tingkat domestik, di mana ratifikasi ini dilihat janggal, baik dalam perjanjian yang diratifikasi dan instrumen hukum dalam ratifikasi. Perjanjian ini dinilai tidak sesuai dengan keinginan Pemerintah Indonesia karena perjanjian ini muncul dari proses panjang inisiasi Presiden Joko Widodo di tahun 2015 untuk mengambil alih secara penuh pengawasan FIR di wilayah udara Kepulauan Riau dan Natuna yang didelegasikan ke Singapura, berdasarkan mandat dari International Civil Aviation Organization (ICAO). Sedangkan, pada perjanjian ini, hanya terjadi penyesuaian batas pengawasan FIR di Kepulauan Riau dan Natuna, sehingga masih terdapat wilayah udara Indonesia yang didelegasikan ke Singapura. Selain itu, dalam ratifikasi, instrumen hukum yang digunakan Pemerintah Indonesia adalah Peraturan Presiden Nomor 109 tahun 2022. Hal ini dilihat bertentangan dengan Pasal 4 Undang- Undang Nomor 24 tahun 2000 mengenai Perjanjian Internasional yang menuliskan bahwasanya perjanjian internasional yang bersinggungan dengan kedaulatan teritori Indonesia, harus diratifikasi melalui Undang-Undang yang dibentuk oleh Dewan Perwakilan Rakyat Republik Indonesia (DPR-RI). Dari kontroversi ini, muncul pertanyaan mengenai alasan dari mengapa Pemerintah Indonesia memutuskan untuk meratifikasi perjanjian ini. Dalam menjawab pertanyaan tersebut, penelitian ini menggunakan teori model politik birokrasi Allison dan Zelikow (1999) yang menganalisa aktor-aktor yang terlibat dalam pengambilan kebijakan luar negeri suatu negara melalui empat pertanyaan konseptual terkait politik birokrasi antar aktor. Melalui teori ini, ditemukan tiga variabel faktor pendorong dilakukannya ratifikasi oleh Pemerintah Indonesia, di mana tiga variabel faktor ini saling timbal-balik dan berkaitan dengan aktor- aktor strategis di dalam politik birokrasi pada proses ratifikasi. Secara spesifik, penelitian ini menemukan bahwa ratifikasi yang dilakukan oleh Pemerintah Indonesia didorong oleh keterlibatan, persepsi, kekuatan, dan interaksi para aktor-aktor strategis, baik di tingkat domestik dan internasional yang mendorong dilakukannya ratifikasi sebagai opsi kebijakan yang disetujui semua aktor. Dari pada itu, meskipun terdapat kontroversi dari keputusan Indonesia untuk meratifikasi perjanjian tersebut, politik birokrasi dalam proses ratifikasi menemukan ratifikasi sebagai satu opsi yang didorong oleh aktor strategis dengan persepsi dan kekuatan dominan untuk mendorong ratifikasi, sehingga pada akhirnya dalam interaksi yang dilakukan ratifikasi menjadi opsi kebijakan yang disetujui semua aktor.

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In 2022, the Government of Indonesia ratified the Agreement on the Alignment of the Flight Information Region (FIR) boundaries with the Government of Singapore. This ratification raised controversy at the domestic level, where the ratification was seen as irregular, both in the agreement being ratified and the legal instrument used in the ratification. This agreement was considered not in accordance with the wishes of the Government of Indonesia because it emerged from a long process initiated by President Joko Widodo in 2015 to fully take over the supervision of the FIR in the airspace of the Riau Islands and Natuna, which had been delegated to Singapore based on the mandate of the International Civil Aviation Organization (ICAO). However, in this agreement, there was only aligment of FIR boundaries in the Riau Islands and Natuna, so that parts of Indonesian airspace are still delegated to Singapore. In addition, in the ratification, the legal instrument used by the Government of Indonesia was Peraturan Presiden No. 109 of 2022. This was seen as contradictory to Article 4 Undang-Undang No. 24 of 2000 concerning International Treaties, which states that international treaties related to the sovereignty of Indonesian territory must be ratified through Undang-Undang passed by the House of Representatives of the Republic of Indonesia (DPR-RI). From this controversy, a question arises regarding the reason why the Government of Indonesia decided to ratify this agreement. In answering this question, this research uses the bureaucratic politics model theory of Allison and Zelikow (1999), which analyzes the actors involved in a country's foreign policy-making through four conceptual questions related to bureaucratic politics between actors. Through this theory, three driving factor variables were found for the ratification by the Government of Indonesia, where these three variables are reciprocal and related to strategic actors in the bureaucratic politics process of ratification. Specifically, this research finds that the ratification carried out by the Government of Indonesia was driven by the involvement, perception, power, and interaction of strategic actors, both at the domestic and international levels, which pushed ratification as a policy option agreed upon by all actors. Therefore, although there is controversy over Indonesia’s decision to ratify the agreement, bureaucratic politics in the ratification process finds ratification as the only option driven by strategic actors with dominant perceptions and power, so that in the end, through their interaction, ratification became a policy option agreed upon by all actors."

"Negara Kesatuan Republik Indonesia yang sangat luas yang teridiri dari 17.508 pulau dan 81.000 km2 garis pantai, dengan luas perairan laut mencapai /- 5.900.000km2. Dengan luasnya wilayah Indonesia, maka akan mengundang ancaman pelanggaran baik di wilayah laut dan wilayah udara Indonesia. Ruang udara Indonesia di atas kepulauan Riau dan Natuna dikenal sebagai Sektor A, B, dan C yang dikelola oleh Singapura dan Malaysia. Beberapa usaha pengambil alihan pun pernah dilakukan namun belum berhasil. Dengan Pelayanan Navigasi penerbangan di Indonesia di Sektor A, B, dan C sampai saat ini yang masih dikuasai oleh Singapura dan Malaysia akan berdampak pada bidang politik, bidang ekonomi, pertahanan keamanan negara. Ini sudah saatnya pemerintah mengkaji ulang tentang Flight Information Regional yang dikelola oleh Singapura dan Malaysia dan sebagai negara yang berdaulat Indonesia harus dapat mengambil alih kembali Pelayanan Navigasi di Sektor A, B, dan C dari Singapura dan Malaysia. Dalam penerapan Flight Information Region Sektor A, B, dan C, Indonesia sudah sesuai dengan standar yang ditetapkan oleh Annex 11 Konvensi Chicago 1944 dan Indonesia sudah mampu mengelola wilayah udara negaranya.

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Unitary State of the Republic of Indonesia consists of 17,508 islands and 81,000 km2 of coastline, with sea area reaching 5.900.000km2. With the vastness of Indonesia, it will invite the threat of violations both in the sea and air region of Indonesia. Indonesia 39 s airspace over the islands of Riau and Natuna is known as Sectors A, B, and C managed by Singapore and Malaysia. Several takeover attempts have been made but have not succeeded. With Indonesia 39 s Navigation Services in Sectors A, B, and C to date still dominated by Singapore and Malaysia will have an impact on the political, economic, and defense of the country 39 s security. It is time for the Government to review the Regional Flight Information managed by Singapore and Malaysia and as a sovereign country Indonesia should be able to take over the Navigation Service in Sectors A, B and C from Singapore and Malaysia. In implementing Flight Information Region Sector A, B, and C, Indonesia is in conformity with the standards set by Annex 11 of the 1944 Chicago Convention and Indonesia has been able to manage the airspace of the country."

"Otoritas kontrol ruang udara atau FIR terkait keamanan dan keselamatan penerbangan sipil memiliki pengaruh yang sangat signifikan terhadap berlaku penuh dan ekslusifnya suatu Negara atas kedaulatan ruang udaranya. Pada Rapat Terbatas Tingkat Menteri tanggal 8 September 2015, Presiden RI menginstrusikan kepada Menteri Perhubungan dan Panglima TNI untuk mengambil alih kontrol ruang udara sektor ABC di Kepuluan Riau dari FIR Singapura dalam tiga atau empat tahun kedepan. Dampak pendelegasian kontrol ruang udara ini adalah kerugian pada tiga gatra dari panca gatra ketahanan nasional yaitu ekonomi, politik, dan pertahanan keamanan di kedaulatan udara Indonesia. Sejak tahun 2007 telah dilaksanakan audit kepatuhan keamanan dan keselamatan penerbangan oleh ICAO kepada Indonesia serta kesiapan-kesiapan dan rapat koordinasi antar kementerian dan Lembaga yang terlibat kebijakan FIR. Beberapa hal tersebut dijadikan acuan dalam penelitian ini untuk melihat sejauh mana penerapan strategi perencanaan dan analisis kebijakan dari kementerian dan lembaga terkait dengan metode penilitian kualitatif. Dari hasil penelitian disimpulkan bahwa kemampuan sumber daya penerbangan Indonesia masih berada di bawah standar rata-rata dunia serta masih adanya ego sektoral dan perbedaan persepsi antar Kementerian dan Lembaga pada urgensi kebijakan ini. Sedangkan pada strategi perencanaan dan analisis kebijakan terlihat belum adanya pelaksanaan roadmap yang komprensif dalam mengimplementasikan Instruksi Presiden tersebut.

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The airspace control authority or FIR of civil aviation security and safety has a significant role on the exclusiveness of a State especially on it airspace sovereignty. On September 8, 2015, the President of the Republic Indonesia instructed the Minister of Transport and the TNI Commander to take control of the ABC sector air space in Riau Islands from the Singapore FIR within three or four years. The impact of this delegation of airspace control is the loss of three aspects of the national security resilience such as economic, political, and defense of security in air sovereignty of Indonesia. From 2007 ICAO has conducted compliance audits on aspects of aviation safety and security in Indonesia, as well as coordination readiness and coordination meetings between Ministries and Agencies involved in this FIR policy. It`s to analyze how far the implementation of strategic planning and policy analysis. This research uses a qualitative research method. The result of this research shows that the ability of aviation resources in Indonesia is still below the world average standard as well as the existence of sectoral ego and the difference of perception. For planning strategy and policy analysis, there is no comprehensive roadmap to manifestation President`s instruction."

"Wilayah udara yang berada di atas sebuah negara merupakan hak negara tersebut secara penuh dan eksklusif. Namun, ketentuan itu tidak selalu dapat diikuti. Hal ini ditunjukkan dengan adanya pengaturan wilayah penerbangan di atas negara - negara di dunia, Flight Information Region (FIR), yang tidak selalu mengikuti garis batas negara. Kondisi tersebut dialami oleh Indonesia. Sebagian wilayah udara di kawasan Kepulauan Riau dan Natuna didelegasikan kepada Singapura karena ketidakmampuan Indonesia konon dalam mengelola navigasi penerbangan. Melalui pendelegasian wilayah udara tersebut, terdapat berbagai kerugian yang diderita oleh Indonesia. Namun, pemerintah Indonesia tetap meneruskan kerja sama pengelolaan wilayah udara tersebut walaupun perjanjian pendelegasian, yang dibuat pada tahun 1995, telah berakhir masa berlakunya, dan kondisi Indonesia telah memungkinkan untuk mengambil kembali kewenangannya. Hal inilah yang menjadi anomali dari sikap negara berdaulat. Oleh sebab itu, tesis ini menggunakan teori politik birokratik (bureaucratic politics theory) dalam pembedahan isu untuk melihat proses pemutusan kebijakan politik luar negeri di antara birokrasi - birokrasi di dalam negeri. Pembedahan tesis dibagi sesuai dengan variabel dalam teori ini, yaitu aktor/birokrasi yang terlibat, faktor yang menentukan masing - masing aktor, dan sikap aktor dalam menyatukan pertimbangan untuk menghasilkan keputusan dan tindakan pemerintah. Setelah mendapatkan ketiga variabel penelitian, langkah selanjutnya adalah memetakan politik birokratik Indonesia terkait isu tersebut. Pada akhirnya, ditemukan adanya masalah politik birokratik intranasional yang menyebabkan limitasi pilihan bagi pemerintah dalam proses pemutusan kebijakan politik luar negeri menanggapi isu pendelegasian wilayah udara nasional kepada Singapura. Masalah ini juga merefleksikan persaingan antara Indonesia dan Singapura di beberapa aspek.

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Air territory, located above a country, is exclusively and fully considered a right owned by the subjacent state. However, this provision does not always succeed to follow. This is indicated by the Flight Information Region (FIR) which most unlikely follow the country demarcation line. That condition is experienced by Indonesia with most of the air territories in Riau Islands and Natuna are delegated to Singapore due to the country's inability in managing air navigation. By delegating the air territory, Indonesia suffers various losses. However, Indonesian government still continues the air territory management cooperation although the delegation agreement in 1995 has expired, and the condition of Indonesia has made it possible to take back the authority. This is considered an anomaly of the sovereign state's attitude. Therefore, this thesis applies the bureaucratic politics theory in dissecting issues to look at the foreign policy decision making process among bureaucracies in the country. Thesis dissection is divided according to the variables in this theory, the actor/bureaucracy involved, the factors that determine each actor, and the attitude of each actor in aggregating to yield governmental decisions and actions. After obtaining three variables of the study, Indonesian bureaucratic politic, related to the issue, is mapped. In the end, the identified problems of intra-national bureaucratic politics cause choices of limitation in the governmental foreign policy decision making process in response to the issue of national air territory delegation to Singapore. Furthermore, this issue also reflects the competition between Indonesia and Singapore in several aspects."

"[ABSTRAKSkripsi ini membahas mengenai perbuatan melawan hukum yang dilakukan oleh Pemerintah, dalam hal ini Menteri Perhubungan cq. Direktorat Jenderal Perhubungan Udara pada kasus perlakuan diskriminatif oleh PT Lion Air terhadap Ridwan Sumantri sebagai penumpang penyandang cacat. Direktorat Jenderal Perhubungan Udara dianggap bertanggungjawab atas perbuatan yang dilakukan oleh penyedia jasa penerbangan PT Lion Air dan penyelenggara kebandarudaraan PT Angkasa Pura II. Direktorat Jenderal Perhubungan dianggap tidak hanya sebagai regulator dalam bidang penerbangan namun juga sebagai pembina yang mencakup antara lain aspek pengaturan, pengendalian, dan pengawasan terhadap kepatuhan penyedia jasa angkutan udara serta penyelenggara kebandarudaraan dalam menjalankan peraturan perundang-undangan bidang penerbangan.ABSTRACTThis paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations;This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations, This paper discusses the unlawful act committed by the government, represented by the Director General of Civil Aviation (DGCA), Minister of Transportation, in case of discriminatory treatment by PT Lion Air to Ridwan Sumantri as a passenger with disabilities. DGCA held responsible for acts committed by PT Lion Air as an airline and PT Angkasa Pura II as airport administrator. DGCA considered not only as a regulator on civil aviation, but also as an authority on regulation, control, and supervision of the compliance of airline service provider as well as airport administrator on executing civil aviation regulations]"

"ABSTRAKLong touchdown merupakan salah satu jenis event penerbangan, didefinisikan sebagai kontak pesawat dengan landasan pacu melebihi area pendaratan normal. Touchdown distance umumnya digunakan sebagai garis dasar standar untuk menilai apakah sebuah penerbangan mengalami pendaratan panjang atau tidak. Long touchdown itu sendiri tidak akan menyebabkan hilangnya nyawa secara langsung tetapi akan meningkatkan kemungkinan terjadinya insiden Runway Excursion. Tujuan dari makalah ini adalah untuk menemukan fitur parameter penerbangan kunci dari insiden Long touchdown dengan menganalisis data Quick Access Recorder (QAR) dan mengajukan langkah-langkah pencegahan dari perspektif operasi percontohan pada saat yang sama. Pertama, menentukan variabel parameter kinerja penerbangan, mencakup tahapan pendaratan utama dari ketinggian 1500 kaki hingga touchdown. Kemudian 100 kasus data QAR terpilih dari penerbangan Garuda Indonesia tipe pesawat B737-800NG dibagi menjadi dua kelompok sesuai dengan ambang batas untuk mengidentifikasi pendaratan normal dan pendaratan panjang. Studi ini akan menganalisis apakah flare operation akan sangat mempengaruhi jarak touchdown dan flare time. Temuan ini dapat menjadi dasar pengembangan model matematika dan kuantitatif untuk lebih mengungkapkan hubungan antara kinerja pilot dan operasi pendaratan pesawat yang dapat diterapkan dalam praktik untuk mencegah insiden pendaratan dan bahkan kecelakaan

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ABSTRACTA long touchdown, which is one type of flight event, is defined as an aircraft's contact with the runway over the normal touchdown area. Touchdown distance is generally used as a standard baseline for judging whether a landing is long or not. Long touchdown itself would not lead to major loss of life directly but will increase the occurrence probability of runway excursion accident greatly. The aim of this research is to discover key flight parameter features of long touchdown events by analyzing Quick Access Recorder (QAR) data and put forward prevention measures from the perspective of pilot operation at the same time. 10 flight performance parameter variables were defined, covering major landing stages from 1500 ft to touchdown. Each flight parameter variable of these 100 flights was compared between groups and then the logistic and linear regression models were developed respectively to further examine the links between touchdown distance and these flight parameter variables. The study would analyze whether flare operation would greatly influence touchdown distance and flare time. These findings could be the basis of developing a mathematical and quantitative model for further revealing the relationships between pilot operations and landing performance, which can also be applied in practice to prevent landing incidents and even accidents."

"GSO segment above the Indonesia area was ever claimed by Indonesia's Government under its sovereignty, but in the subsequent development its sovereignty claim was changed to the preservation right claim in the use to put satellite in a certain place. Ratification of the 1967 space treaty made by Indonesia could influential to the position of Indonesia against the claimed to the GSO segment. The juridical and comparative method was used to examination the data above, the data was examined qualitatively. From the examination's data could be concluded that after the ratification's Indonesia cannot based on the reason again that Indonesia did not bound the 1967 Space Treaty against the Indonesian's claims in the GOS segment. Although Indonesia still have an interest for the sake of use in the GSO segment, but the Indonesia has to implement the Space Treaty 1967 in its activities."

"ABSTRAKPenelitian ini membahas tentang kepentingan nasional Singapura terhadap penguasaan ruang udara Kep.Riau yang ingin diambil alih kembali oleh Indonesia. Ruang udara Kep.Riau masuk ke dalam bagian dari FIR Singapura sejak tahun 1946. Indonesia sudah bertahun-tahun berusaha untuk mengambil alih ruang udara tersebut namun Singapura tetap tidak memberikan dengan alasan Indonesia belum siap. Pada tahun 2015, Presiden Joko Widodo menginginkan pemerintahannya mempercepat pengambilalihan ruang udara Kep. Riau tersebut menjadi tahun 2019, dari seharusnya akan dievaluasi pada tahun 2024. Penulis memfokuskan tulisan ini pada alasan atau faktor kepentingan nasional apa yang mendasari Singapura tidak memberikan otoritas ruang udara tersebut kepada Indonesia. Penulis akan membahas mengenai FIR Indonesia secara singkat, teknologi radar navigasi yang Indonesia miliki dan kesiapan dari Indonesia untuk mengambil alih. Selain itu penulis juga akan mengupas dari sisi Singapura, penulis akan membahas tentang FIR Singapura, posisi Bandara Changi sebagai Global-Hub dan melihat keuntungan yang didapatkan Singapura dari sektor penerbangannya. Dari hasil penelitian ini, penulis mendapati bahwa Singapura memiliki kepentingan ekonomi yang kuat berdasarkan keuntungan yang didapatkannya melalui sektor penerbangan. Sehingga Singapura merasa perlu untuk menguasai ruang udara tersebut dan memiliki keraguan akan kapabilitas Indonesia apabila Indonesia menguasai ruang udara tersebut.

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ABSTRACT

This research discusses the national interest of Singapore in the control of the Kep. Riau airspace that Indonesia wants to take over. Kep. Riau's airspace has been part of the Singapore FIR since 1946. Indonesia has been trying for years to take over the airspace, but Singapore still does not giving the authority to Indonesia because Indonesia is not ready yet. In 2015, President Joko Widodo wanted his government to speed up the takeover of Kep. Riau in 2019, of which it should be evaluated in 2024. The author focuses on this article on the reasons or factors of national interest that underlie Singapore not to give the airspace authority to Indonesia. The author will briefly discuss the Indonesian FIR, the navigation radar technology that Indonesia has and the readiness of Indonesia to take over. In addition, the author will also review from the Singapore side, the author will discuss the Singapore FIR, the position of Changi Airport as a Global-Hub and see the benefits Singapore gets from its aviation sector. From the results of this study, the authors found that Singapore had strong economic interests based on the benefits it gained through the aviation sector. So Singapore feels the need to control the airspace and also Singapore has doubts about Indonesia's capability if Indonesia controls the airspace."