Anda disini:

Criminal Investigation Impacts on Flight Safety

1. Introduction

Following an aviation accident or serious incident, normally in most of the country two parallel and separate investigations are conducted, namely safety (technical) and judicial (legal) investigation. Each investigation has a clear and specific objective, but different purpose. In the legal sphere which is called criminalization of aviation, is apportioned to blame or liability. Whereas in the aviation community and in the interest of safety, emphasis is given to the causation and prevention not apportion to blame. How the criminalization of aviation accident can negatively affect to flight safety?

2. Description
2.1 Criminalization Investigation

There is no official definition of criminalization investigation. This usually happens following an aircraft accident, where the police pursue inquiries in order to establish whether there is sufficient evidence to justify criminal proceedings if there are fatalities or facility damage. It is rather a judicial investigation or prosecution applied to aviation accident in apportion to blame or liability in the form of damages (compensation) or punishment (accountability).

The safety investigation is conducted in accordance with ICAO Annex 13, which contains international standards and recommended practices for the investigation of aviation accidents and incidents. It is clearly stated that the sole objective of the investigation of any accident or incident shall be the prevention of accidents and incidents and not the purpose of this activity to apportion blame or liability1. This approach is entrenched by both Annex 13 and EU Directive 94/56, which lays down the principles governing the investigation of civil aviation accidents and incidents within the European Union (Sofia and Mateou 2010). Both these legal instruments stipulate that the main objective of investigating an aviation accident is to undertake an investigation for the sole purpose of identifying all the circumstances that led to the accident, in order to facilitate safety recommendations to prevent similar accidents in the future. This technical investigation is non-punitive in nature, and the accident scenario and sequence of events leading up to the accident are derived from the facts collected.

Honestly, no aviation personnel are intended to create an accident. But accident occurs as a result of an undesirable chain of events. The accident  will not happen if the chain is broken to disconnect the events. Once incident happens, the investigation as a reactive action is required to find out the root cause and preventive measure. The aviation industry has been learning more than 100 years to improve its safety by investigating the accident and take necessary measures. One of the most valuable tools in practice for the improvement of safety is the ability to learn from mistakes. 

Selengkapnya...

Apa syaratnya sebuah bandar udara disebut bandar udara internasional

Syarat sebuah bandar udara bisa disebut bandar udara internasional bukanlah fasilitas penerbangannya seperti panjang landasan, terminal megah, pesawat jet, atau lainnya.

Sebuah bandar udara bisa disebut bandar udara internasional antara lain jika memiliki fasilitas pelayanan:

- Pabean (Custom),
- Imigrasi (imigrasi), dan
- Karantina (Quarantine).

Penerbangan yang bisa dilayani bukan hanya penerbangan domestik tapi juga penerbangan internasional (antar negara) dan tidak tergantung jarak. Sebuah penerbangan internasional bisa saja lebih pendek jaraknya dibandingkan dengan penerbangan domestik. Pesawat yang digunakan juga tidak mempengaruhi status sebuah bandar udara. Sebuah bandar udara yang didarati pesawat jet belum tentu bisa menjadi bandar udara internasional. Bandar udara kecil dengan fasilitas lengkap pabean, imigrasi dan karantina bisa menjadi sebuah bandar udara internasional.

Berikut ini daftar bandar udara internasional yang ada di Indonesia pada saat tulisan ini dibuat:

  1. Adi Sumarmo Solo
  2. Adisutjipto, Yogyakarta
  3. Ahmad Yani, Semarang
  4. Eltari, Kupang
  5. Frans Kasiepo, Biak
  6. Halim PK, Jakarta
  7. Hang Nadim, Batam
  8. Husein S, Bandung
  9. Juanda, Surabaya
  10. Juwata, Tarakan
  11. Minangkabau, Padang
  12. Mopah, Merauke
  13. Ngurah Rai, Denpasar
  14. Pattimura, Ambon
  15. Lombok, Lombok
  16. Kualanamu, Medan
  17. Raja Haji Fisabilillah, Tanjung Pinang
  18. Sam Ratulangi, Manado
  19. Sentani, Jayapura
  20. Sepinggan, Balikpapan
  21. Soekarno-Hatta, Tangerang
  22. Sultan Hasanuddin, Makassar
  23. Sultan Iskandar Muda, Banda Aceh
  24. Sultan Mahmud Badaruddin II, Palembang
  25. Sultan Syarief Kasim II, Pekan Baru
  26. Supadio, Pontianak
  27. Syamsuddin Noor, Banjarmasin

Disarikan dari pertanyaan di grup Facebook dan ringkasan jawaban dari mbak Pramedistianisaa Mariana dan bapak Aminarno Budi Pradana.

disclaimer

Semua tulisan di site ini hanyalah untuk belajar dan meningkatkan ketrampilan personel penerbangan dan menambah wawasan masyarakat umum. Jika ada perbedaan dengan dokumen resmi dari otoritas yang berwenang dan pabrik pesawat, maka dokumen resmilah yang berlaku. Klik di judul disclaimer di atas untuk melihat keseluruhan aturan penggunaan ilmuterbang.com

Pengunjung

Kami memiliki 132 tamu dan tidak ada anggota online

Go to top