Along with other DGCA Indonesia affairs, the State Safety Program works tirelessly to take a more proactive approach to establish a culture of safety within the DGCA Indonesia as well as within the aviation community we regulate. Every year, DGCA Indonesia publishes RESPONSE Safety Bulletin whose content is derived from voluntary reports reported by aviation service providers. The reports collected in DGCA Indonesia SSP VRS portal since the first edition of the RESPONSE safety bulletin was published are 795 report as shown in Figure 3.
The results of the analysis performed by the SSP DGCA Indonesia team based on the valid VRS reports collected in 2020. For this reason, the DGCA Indonesia SSP team analyzes the events reported by the VRS portal related to highlighted safety topics in 2020, as in Figure 5.
VOLUNTARY REPORTING SYSTEM
Reports in the Non-VRS category are due to unclear identity of the reporter, such as not including the wrong name, phone number and email address, making it difficult to follow up. Making the move due to the slip ILS slope at AAA not in the right condition (too low), Then we make the mandatory missed approach due to the lack of storage and visual reference established. Go around due to unstable approach, ILS suddenly out of service, We continue with visuals but we were unstable and causing to go around.
NAVIGATION AID
It is important for all flight crews to report any navigation aid anomalies when they occur during flight to the ATS unit. It is essential for ANSP to ensure the performance of navigation aids by performing various measures as necessary. It is important for all flight crews to report to the ATS unit any navigation aid anomalies when they occur in flight.
CATEGORY : LARGE AIRCRAFT / ATC
It is important for all flight crews to report any in-flight navigation aid anomalies to the ATS unit. Cancel approach by ATC and Making go around for approach runway XXX due to animal on runway. We do go-around procedure, After holding 2 times, ATC gives us clearance to approach ILS runway XXX again.
WILDLIFE
Expect to approach ILS runway XXX after exiting VOR 4500 ft already tab 5, continue descent to 2200 ft follow VNAV and continue in lower gear, flaps 15. ATC informs us to cancel the approach due to animals on the runway and continue to climb 4500 ft to the VOR and hold .
TCAS-TA
When the Airplane XXX was in the final approach position, the pilot informed ATC that there were 3 kites in the Approach Runway XXX area with the following distances: 1. Meanwhile, airport operator can publish the condition if there are many kites to increase pilot awareness.
ANOTHER AIRBORNE OBJECT (KITES)
It is necessary for all flight crews to confirm to ATC if any unclear instruction then take action as indicated. The traffic at airfield was too heavy at the moment, there is also CB above runway to the south.
COMMUNICATION
During the ILS approach to 400ft, he found the PAPI light to be fully red, although the flight crew followed the glide slope through F/D to 400ft and corrected by reducing vertical speed, the PAPI still showed 3 red 1 white. About 5 NM into the final approach path, the final image requested an increase in brightness of the PAPI light and confirmation of the AAA tower, but the crew found that there was no PAPI light at all. After landing, the crew reported to tower control that the PAPI lights were not illuminated at all.
CATEGORY : CABIN / MECHANIC / AIRPORT / OTHER NAVIGATION AID
Based on that, the airport operator takes immediate action to inspect the condition and carry out remediation. Aircraft experienced a soft bounce just after landing flight, indicating the possibility of runway surface irregularity during landing.
RUNWAY SURFACE
CATEGORY : CABIN / MECHANIC / AIRPORT / OTHER
Error in variable stator lane that caused fuel leakage, causing fuel spillage on parking platform no. It is necessary to perform procedures or inspections to ensure that the aircraft component and fueling tools and equipment are operating properly during refueling.
REFUELLING
MARKING
MANDATORY
OCCURRENCE REPORT
Mandatory Occurrence Report (MOR) developed by DGCA and KNKT is to capture all the valuable information about an event including: what happened, where, when and to whom the report is addressed. In addition to this, Mandatory Occurrence Report (MOR) will also be able to capture some specific hazards that are known to contribute to accidents, so usually an occurrence report tends to collect more technical information. Mandatory Occurrence Report (MOR) is a renewed system managed by DGCA through IMSIS Portal Database with user friendly mindset.
For all reported MOR in January – November 2020, 24 occurrences have been investigated by KNKT i.a.w CASR Part 830 and for the rest internally investigated by Operator i.a.w CASR Part 19 under the supervision of the DGCA.
ACCIDENT SERIOUS INCIDENT INCIDENT
ACCIDENT
SERIOUS INCIDENT
INCIDENT
MANDATORY OCCURANCE REPORT 21
SCF-NP
Define as: Airprox, ACAS alerts, loss of separation as well as midair (near) collisions or collisions between aircraft in flight, including all collisions between aircraft while both aircraft are in the air, including both air traffic control and also the phenomena related to the separation of the cabin crew. , to be used for AIRPROX reports and original TCAS alerts are included here. Reported Airprox events involving civil aircraft were submitted by Civil Aircraft Operator and Air Navigation Provider and managed (verified) by DGCA. One of the safety issues that do not equip TCAS/ACAS aircraft such as military aircraft, small helicopters and jets and trainer aircraft.
The peak contributes to this incident mostly in the vicinity of designated training area such as Batam, Banyuwangi and Malang (military training area) and also (over the airspace with high density traffic) the largest traffic is clearly in Cengkareng, Sentani and Wamena. The team acknowledges that the security measures may be less effective for aircraft that are not equipped with a radio or a transponder (a device that communicates an aircraft's position and flight path information). DGCA has set Airprox as one of the Safety Indicators (SPI) in the area of air navigation.
To keep Airprox Occurrence at an acceptable level, DGCA Indonesia conducts Quarterly Airprox Meeting involving KNKT, DAAO, DAN, ANSP and Airline to determine the root cause and preventive actions. The DGCA regularly conducts the Civil-Military Coordination Forum to discuss security issues (including aviation) involving military aircraft. During the COVID-19 pandemic, DGCA Indonesia reminded ANSP and airline to maintain security awareness against potential occurrences, including airprox.
RUNWAY INCURSION
BIRD : BIRDSTRIKE
MANDATORY OCCURANCE REPORT 25
SCF-PP
SAFETY CIRCULAR
YEAR 2020
SAFETY CIRCULAR SE 47. YEAR 2020
Instruct the pilot-in-command to relay to the Air Traffic Services (ATS) unit the in-flight/post-flight weather observation regarding weather conditions, CB clouds, turbulence, crosswind and other safety-related information ;. Prepare a flight tracking system that can provide the latest weather information to the pilot in command.
AIR TRANSPORT OPERATORS
Comply with minimum weather requirements during dispatch, take-off and landing in accordance with the Standard Operating Procedure (SOP) and applicable regulations (for VFR visibility of at least 3 SM or 4.8 km and a minimum ceiling of 1000 feet). Information below minimum visibility conditions at airports due to weather changes (FOG, MIST, FOG, RAIN) is included in the category of temporary disturbances to visibility around airports and/or heliports that do not affect the safety of aircraft operations in terms of the provisions of CASR Part 175 with relating to Information NOTAMs must not publish;. Pilot in command using air-to-ground (A/G) communication tools or in automated terminal information services (ATIS);.
Improve coordination with related units for handling aircraft in visibility during minima SAFETY CIRCULAR SE.
AIR NAVIGATION SERVICE PROVIDERS
AIRPORT OPERATORS
Ensure that the delivery of the latest weather information to the Air Traffic Services (ATS) unit is immediately presented to the pilot in command, particularly in the approach and landing phase 2.
AVIATION METEOROLOGICAL
INFORMATION SERVICE PROVIDERS
The head of the regional office of the DGCA is instructed to report immediately to the Director General of Civil Aviation if low visibility disturbance occurs at airports under their jurisdiction and affects delayed flights, canceled flights and diverted flights. The Director of Airworthiness and Aircraft Operations, the Director of Airports and the Director of Air Navigation oversee the implementation of Safety Circular SE.
DGCA INDONESIA
SSP GAP ANALYSIS
OVERVIEW
Before developing an SSP (State Safety Programme) implementation plan, a gap analysis of existing state structures and processes against the ICAO SSP framework is needed to assess the existence and maturity of the respective SSP elements. The elements or processes identified as requiring action as a result of the gap analysis will form the basis of the SSP implementation plan. DGCA is not only a regulator but it also requires the involvement of all stakeholders involved in the aviation sector so that the implementation of SSP can be realised/mature.
SSP GAP ANALYSIS OVERVIEW
SSP PROTOCOL QUESTIONS OVERVIEW
A total of 299 of the 943 protocol questions (PQ) of the ICAO USOAP are used to assess the foundations of an effective national security program (SSP), as stated in the "SSP Foundational PQ". Based on the 2017 ICAO Coordinated Validation Mission (ICVM) report and ICAO USOAP Corrective Action Plan (CAP) open PQs, the 2020 Effective Implementation (EI) score for SSP Foundation PQs is 82.04%, while above the APAC average score of 63. .77%. A Corrective Action Plan (CAP) was implemented on open PQs and resulted in the closure of 29 core PQs out of a total of 80 open PQs or leaving 17.96% of open PQs to be targeted for closure in next year's plan.
DGCA Indonesia included the completion of Open SSP Foundation PQs as part of its SSP implementation plan.
PROTOCOL QUESTIONS OVERVIEW SSP
The ALoSP (Acceptable Level of Safety Performance) expresses the safety levels that the State expects from its aviation system. Currently, DGCA Indonesia has established safety performance indicators for each service provider to determine the acceptable level of safety in Indonesia as shown in Figure 11.
DGCA INDONESIA ALoSP
