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"[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]"

"For civil aviation to progress it has never been just about technology and business practices. To go from the rudiments of the early services that plied across short distances in Europe and America to what we experience today required most of all that politicians and policy-makers address the central problems of national sovereignty over air space and national ownership and control over airlines. Those problems have plagued the development of seamless and efficient air services for consumers in the international sphere. One would have thought that international airlines might have led the way towards a uniform globalized system given the nature of their enterprise, but that has definitely not been the case. Sovereignty and security issues have more often than not trumped commercial arguments for a more level playing field for international airlines. There has thus been an on-going tussle between sovereignty, state security and mercantilist practices on the one hand and the ambition for civil aviation to flourish on the other. As one early commentator put it:’ one is convinced that the sovereign state cannot be left without authority over what happens just above its territory, (but) … one shrinks from the idea that aerial navigation could be the object of narrow-minded restrictions.’ How those narrow-minded restrictions were gradually eroded, though still not eliminated, to enable civil aviation to flourish is at the heart of this work.This book will be of direct interest to students of aviation, modern history, international relations and transport. It is also of value to airline industry professionals and government transport departments."

"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."

"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."

"Keselamatan penerbangan menjadi prioritas utama dalam operasional penerbangan di seluruh dunia. Namun, kecelakaan fatal penerbangan sipil masih sering terjadi di Indonesia. Kecelakaan fatal pada penerbangan umumnya tidak hanya melibatkan satu faktor, tapi terjadi melalui berbagai faktor yang terakumulasi dan saling berinteraksi. Penelitian ini bertujuan untuk mengidentifikasi faktor-faktor yang memiliki hubungan dengan kecelakaan fatal pada penerbangan sipil di Indonesia. Penelitian menggunakan desain potong lintang yang dilakukan pada bulan Juli 2023 dengan mengambil seluruh data dalam bentuk final report kecelakaan pesawat sayap tetap yang dipublikasi oleh Komite Nasional Keselamatan Transportasi (KNKT) Indonesia dari tahun 2007-2019. Didapatkan total 36 insidensi kecelakaan fatal penerbangan sipil di Indonesia selama periode tersebut. Didapatkan total 36 insidensi kecelakaan fatal penerbangan sipil di Indonesia selama periode tersebut. Setelah eksklusi dan analisis bivariat dengan metode uji chi-square dan Fisher’s exact, faktor-faktor yang ditemukan berhubungan dengan kecelakaan fatal penerbangan komersial adalah jenis lisensi pilot, tipe kabin pesawat, jumlah engine pesawat, maximum takeoff weight (MTOW) pesawat, hari kecelakaan, lokasi kecelakaan terhadap bandara, keterlibatan api, kategori kecelakaan dan fase penerbangan. Tidak ditemukan adanya hubungan yang signifikan pada seluruh faktor yang diabalisis terhadap kecelakaan fatal penerbangan umum.

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Aviation safety is a priority in aviation operations throughout the world. However, fatal civil aviation accidents still occur frequently in Indonesia. Fatal aviation accidents generally do not only involve one factor but occur through various factors that accumulate and interact with each other. This research aims to identify factors that are related to fatal accidents of civil aviation in Indonesia. The research used a cross-sectional design which was carried out in July 2023 by including all final reports on fixed-wing aircraft accidents published by the Indonesian National Transportation Safety Committee (KNKT) from 2007-2019. There were a total of 36 fatal civil aviation accidents in Indonesia during the period. After exclusion and bivariate analysis using the chi-square and Fisher's exact test methods, the factors found to be associated with fatal commercial aviation accidents were type of pilot license, aircraft cabin type, number of aircraft engines, maximum takeoff weight (MTOW) of the aircraft, day of the accident, accident location relative to airport, fire involvement, accident category and flight phase. There was no significant association found between all factors that responded to fatal general aviation accidents."

"Keselamatan penerbangan menjadi prioritas utama dalam operasional penerbangan di seluruh dunia. Namun, kecelakaan fatal penerbangan sipil masih sering terjadi di Indonesia. Kecelakaan fatal pada penerbangan umumnya tidak hanya melibatkan satu faktor, tapi terjadi melalui berbagai faktor yang terakumulasi dan saling berinteraksi. Penelitian ini bertujuan untuk mengidentifikasi faktor-faktor yang memiliki hubungan dengan kecelakaan fatal pada penerbangan sipil di Indonesia. Penelitian menggunakan desain potong lintang yang dilakukan pada bulan Juli 2023 dengan mengambil seluruh data dalam bentuk final report kecelakaan pesawat sayap tetap yang dipublikasi oleh Komite Nasional Keselamatan Transportasi (KNKT) Indonesia dari tahun 2007-2019. Didapatkan total 36 insidensi kecelakaan fatal penerbangan sipil di Indonesia selama periode tersebut. Didapatkan total 36 insidensi kecelakaan fatal penerbangan sipil di Indonesia selama periode tersebut. Setelah eksklusi dan analisis bivariat dengan metode uji chi-square dan Fisher’s exact, faktor-faktor yang ditemukan berhubungan dengan kecelakaan fatal penerbangan komersial adalah jenis lisensi pilot, tipe kabin pesawat, jumlah engine pesawat, maximum takeoff weight (MTOW) pesawat, hari kecelakaan, lokasi kecelakaan terhadap bandara, keterlibatan api, kategori kecelakaan dan fase penerbangan. Tidak ditemukan adanya hubungan yang signifikan pada seluruh faktor yang diabalisis terhadap kecelakaan fatal penerbangan umum.

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Aviation safety is a priority in aviation operations throughout the world. However, fatal civil aviation accidents still occur frequently in Indonesia. Fatal aviation accidents generally do not only involve one factor but occur through various factors that accumulate and interact with each other. This research aims to identify factors that are related to fatal accidents of civil aviation in Indonesia. The research used a cross-sectional design which was carried out in July 2023 by including all final reports on fixed-wing aircraft accidents published by the Indonesian National Transportation Safety Committee (KNKT) from 2007-2019. There were a total of 36 fatal civil aviation accidents in Indonesia during the period. After exclusion and bivariate analysis using the chi-square and Fisher's exact test methods, the factors found to be associated with fatal commercial aviation accidents were type of pilot license, aircraft cabin type, number of aircraft engines, maximum takeoff weight (MTOW) of the aircraft, day of the accident, accident location relative to airport, fire involvement, accident category and flight phase. There was no significant association found between all factors that responded to fatal general aviation accidents."