Capt. Daniel Putut, STPI Bisa Menjadi Integrated Aviation Academy

Capt. Daniel Putut, STPI Bisa Menjadi Integrated Aviation Academy

Bapak lulusan STPI angkatan berapa dan Lulus tahun berapa?

Saya lulusan PLP Curug, jurusan Penerbang, angkatan 45 dan lulus tahun 1989.

Sejak Bapak lulus, bisa diceritakan sedikit pengalaman Bapak bekerja dimana saja, hingga mencapai jabatan dan pekerjaan yang Bapak emban saat ini?

Setelah lulus dari Curug bekerja di Dirgantara Air Service sebagai penerbang di kabupaten dan pedalaman di Kalimantan. Memiliki rating Briten Norman, Casa 212 dan DC3 Dakota. Kurang lebih tiga tahun sebagai Captain Briten Norman.

Dari situ mulai perusahaan gas homebase di Banjarmasin mempercayai sebagai manajer operasi. Lalu sekolah terkait dengan investigasi, hingga sempat bergabung dengan KNKT. Mulai dari situlah saya banyak belajar tentang safety. Selama 11 tahun di migas dari 1989 sampai tahun 2000. Sempat juga di Airmark Indonesia, tapi untuk pesawat penumpang, terbangnya di rute Denpasar-Lombok pp.

Dari tahun 2000, dari situ saya coba set up satu perusahan sendiri sama teman-teman di Kalimantan. Ada satu pesawat nganggur yang bisa kita perbaiki dan kita terbangkan. Akhirnya ada teman pilot yang asli daerah situ mendirikan perusahaan Borneo Air Transport. Perusahaan sempat berkembang, kita manage sendiri perusahaannya. Sampai suatu saat pesawat satu satunya yang kita punya ini kecelakaan.

Saya harus kembali kerja lagi dan saya masuk Airfast Indonesia sampai tahun 2003. Setelah itu saya masuk Lion. Di Lion sebagai pilot biasa. Saat itu Wing baru dibuka saya dipercaya sebagai Safety Manager di Wings Air. Kemudian dari situ saya mulai menjadi Safety Manager di Lion Air. Dulu Wings Air dan Lion Air jenis pesawatnya sama yaitu MD80. Kemudian dari situlah saya masuk di jajaran manajemennya Lion Grup. Jadi dari Safety Manager Wings Airm terus menjadi Safety Manager Lion Air, sampai menjadi Direktur Safety. Di Lion saya terbang MD80. Terakhir saya terbang B747-400. Saya sebagai Direktur Safety di Lion dari tahun 2009 sampai dengan tahun 2011.

Sejak 2011 pengembangan Lion semakin cepat. Diperlukan apa yang disebut Ground Handling. Saya diminta me-manage Ground Handling. Sampai dengan kemarin 2016, saya dapat tambahan kerja lagi sebagai Direktur Operasi Lion Air.

Saya pikir, Tuhan telah menunjukkan jalan kepada saya, harus melewati fase itu. Jadi di posisi sekarang, saya digoyang sini digoyang sana, apapun itu, sudah teruji.

Persisnya saat ini Bapak mengemban tugas dimana dan sebagai apa?

Saya sebagai Direktur Operasi Lion Air, disamping Direktur Utama Lion Airport Service dan Business Development Director Lion Group.

Bisa diceritakan sedikit pengalaman Bapak lainnya?

Bicara soal penerbang, pernah pesawatnya jatuh. Saya dua kali ngalami pesawat mesinnya dua-duanya mati dan harus mendarat darurat. Terjadi di pesawat Britten Norman di Banjarmasin tahun 1995. Yang kedua dengan pesawat Casa 212. Sama juga mesinnya mati dan saya harus mendarat di daerah pantai di Sangatta dengan membawa 24 penumpang. Yang ingin saya ceritakan bahwa proses mendaratnya nggak ada masalah. Saya sempat mendarat di lapangan.

Lion terus memperbaiki pelayanan. Apa upaya corrective action lainnya dari Lion Grup?

Lion punya 108 B737NG, 3-A320, 2-B747-400. Sekarang OTP Lion sampai dengan terakhir September sudah hampir 90 persen. OTP bisa jalan kalau memang ada pesawatnya, ada pilotnya, ada yang ngatur penumpangnya, seharusnya bisa jalan. Yang paling penting pesawat dan pilot. Kalau sekarang pesawatnya ada gangguan, ya mempengaruhi, misal ada kerusakan. Saya hanya membuat pesawat kondisinya prima atau kita buat cadangan. Kalau buat cadangan harus ada pesawat yang di-standby-kan. Jadi kalau ada pesawat bermasalah, pesawat standby-nya naik. Nah dengan jumlah kru yang sudah cukup, nggak ada masalah. Juga asal ada komunikasi. Setiap pilot WA saya, jika ada masalah sedikit. Pilot juga komunikasikan dengan operation center supaya cepat dicarikan solusi, sebelum pesawat mendarat. Apa yang harus diperbaiki, tanya sama maintenance berapa lama harus memperbaikinya. Kalau lebih dari 3 jam, kita harus sampaikan pada para penumpang, juga kasih tahu pada bandara kita akan undur berapa jam. Itu sekarang sudah ter-manage.

Soal SOP sudah kita perbaiki. Sedang terkait Ground Handling kita masih di 24 propinsi tentunya. Masing-masing bandara punya Ground Handling dan yang kita manage hanya di 8 station besar, sisanya menggunakan Pihak ke-III

Tapi kita memang perlu teknologi, perlu IT yang bagus. Ada beberapa aplikasi-aplikasi yang harus kita pakai. Dengan adanya aplikasi-aplikasi ini kita jadi gampang, seperti dashboard saja, untuk memonitor semuanya dalam satu tangan..

Lion Grup masih merajai penerbangan Domestik. Menurut Bapak apakah Lion Grup akan mampu terus mempertahankan pencapaian ini dan akan lebih baik lagi kedepannya?

Market atau pasar di Indonesia sebetulnya demand-nya masih sangat banyak, tetapi kita harus lihat juga infrastrukturnya. Sekarang mungkin sudah mulai kalau masuk Jakarta, sudah susah dapat slot. Surabaya susah dapat slot, Denpasar susah dapat slot. Nah saya sih confident, saya yakin bahwa kalau misalnya tadi infrastruktur juga berkembang, kita masih bisa.

Lion coba mengembangkan daerah-daerah yang belum punya tradisi kembang. Contohnya tanggal 7 Oktober 2016 buka Solo. Kita coba buka 28 destinasi dari Solo. Pak Menteri mau ke Solo sama saya. Beliau datang untuk meresmikan Solo sebagai salah satu Hub Wisata, bukan Jogja saja. Karena Jogja sudah nggak bisa.

Karena kita terkenal bahwa kita bukan mencari market tapi kita meng-create market. Solo kurang populer untuk market. Kalau kita perhatikan market dari Timur ke Solo kayaknya nggak begitu hidup. Kita bikin terobosan kita create market walau nggak ada demand-nya, kita coba karena toh pesawat-pesawat kita harus terbang semua.

Wing juga membuat banyak terobosan. Membuka rute-rute yang kurang popular, seperti Tasikmalaya, Palopo, terus Kerinci, kita coba masuk kesitu. Jadi pengembangannya Wings Air juga untuk memberikan feeder kepada Lion. Banyuwangi, Wakatobi itu juga sedang kita propose. Tapi lagi lagi kita terbentur sama perijinan. Persyaratan perijinan itu harus ada kalau mau bikin rute misalnya dari Halim ke Tasikmalaya, waktu bikin harus dituliskan dalam Business Plan. Dilain sisi pemerintah atau Pak Presiden mengembangkan, tapi di satu sisi orang masih marginal dalam artian…. oh nggak bisa pak kalau nggak punya Business Plan. Padahal untuk membuat Business Plan hari ini kita submit misalnya dari Menado ke Miangas, ditanya dulu berapa ya jaraknya? tarifnya berapa ya? berapa minyak harganya ya? perusahaannya untung nggak ya?

Saya harapkan Pak Menteri yang baru ini bisa. Tapi sudah mulai seperti Solo. Beliau minta rute Tanjung Pandan ke Kuala Lumpur, saya jawab, bisa Pak Menteri, selama Bapak berikan ijin. Jadi kami minta dukungan Pak Menteri. Kaya dilaut lah, kalau pengurusan ijin rute itu selama itu kapal berbendera Indonesia, dia bisa berlabuh di seluruh pelabuhan Indonesia. Selama pelabuhan itu secara safety bisa untuk dimasuki. Nah kalau ini dibuka, waduh… industri penerbangan bisa benar-benar jalan.

Dikabarkan ratusan pilot masih menganggur khususnya terjadi over supply FO dan ab initio. Kalau pandangan Bapak terkait hal ini bagaimana dan kira-kira apa solusinya? 

Jadi gini, sekarang kalau mungkin punya data sejak Curug sempat stop sekolah penerbang, kalau nggak salah tahun 1997 sampai dengan tahun 2002. Itu khan berarti udah 5 tahun. Nah 5 tahun kalau dikonversikan dengan jam terbang berapa jam, katakan nggak usah 800-1.000 jam setahun, katakanlah dengan 500 jam dikali 5 tahun sudah 2.500 jam. Kita kehilangan momen ini sehingga kebanyakan yang sekarang rata-rata di airlines itu sudah captain semua. Begitu tahun 2002, orang berlomba-lomba bikin sekolah penerbangan. Yang terjadi adalah bukan oversupply tetapi bagaimana kita mengisi kekurangan yang ada.

Khan sekarang kebutuhan captain disini urgent sekali, tapi untuk mengisi supaya bisa masuk kedalam upgrading, Lion Air Grup punya simulator 9 unit. Sembilan simulator itu tidak bisa mengakomodir orang untuk menjadi upgrading, sehingga untuk menjadi captain, waktunya tertahan. Simulator dipakai untuk yang sekarang Lion Air saja yang sehari menerbangkan 600 penerbangan dengan kita punya sekitar kurang lebih 800 pilot. Ada mandatory training yang ditentukan oleh regulator. Ada yang namanya yang paling penting adalah recurrent dan profisiensi check, akhirnya di counduct di simulator dengan 800 pilot, simulator kita ini itu sudah hampir 1 x 24 jam, 7 hari. Itu terpakai terus untuk recurrent sama profisiensi check saja, sehingga ini nggak bisa untuk upgrading. Nah otomatis yang dari luar masuk kesini tertahan. Saya pernah menyampaikan, Curug khan punya 2 simulator Airbus dan Boeing 737. Nah kenapa nggak curug dimasukkan disini (Lion), Itu khan kalau lulus Curug masuk kesini, masih di ranahnya Curug. Keluar punya rating B-737NG atau A320, begitu masuk mengurangi pemakaian simulator kita. Kalau ini masuk kesini ini pasti saya ambil karena sudah mengurangi simulator.

Test case kemarin misalnya 9 orang Curug sudah punya rating 737. Lamaran yang numpuk di bagian recruitment itu langsung dilewatin. Mending ngambil ini, supaya untuk mengurangi yang tadi. Ini pelan-pelan supaya kita bisa upgrading karena schedule simulator atau namanya calendar of training itu khan untuk masuknya sangat-sangat susah. Ab initio kalau mau masuk khan harus pakai simulator semuanya juga. Curug masukin saja, nanti tinggal biayanya kita konversikan setelah anaknya masuk. Itu yang terjadi dengan permasalahan pilot ab initio sehingga kemarin kami rapat sama Curug, coba masukin simulatornya Curug. Simulatornya hidup, dapat biaya operating cost juga.

Memang sih tidak bisa dibilang jaminan pasti masuk atau nggak. Tapi dengan punya type rating paling tidak kita bisa bekerjasama. Mana yang mau di kasih ke Lion ya masuk pakai standar kita. Lulus dari situ tinggal beberapa fase lagi. Yang kita nggak lalui dalam proses recruitment kita skip istilahnya.

Sewaktu kemarin 9 lulusan Curug ada satu test disini yang juga cukup ketat yaitu test Bahasa Inggris, dimana nilai TOEFL-nya harus 700. Ada beberapa dari mereka yang nggak mencapai , tapi karena saya melihat ini potensi, toh ini Bahasa Inggris dan juga co-pilot, maka akan kita catat atau nanti tahun depan suruh belajar, tahun depan suruh test lagi. Itu salah satu kita membantu Curug untuk bisa berproduksi. Bikin advance course untuk langsung ke airline course misalnya. Saya siap bantu kok.

Satu hal lagi orang jangan berpikiran sempit, bahwa perusahaan penerbangan hanya yang sekarang besar-besar. Ada yang kecil-kecil. Khan dari Curug itu dididik dari nol sampai punya CPL single/multi engine. Orang tuapun jangan maunya masukin anaknya ke Curug sesuai kemauannya harus begini. Kenapa orang banyak mau masuk kesini (Indonesia). Banyak di negara ini yang punya pesawat banyak, tapi diisi oleh orang asing. Pesawatnya masuk ke pedalaman-pedalaman. Nah itu kalau saya, itu yang saya kejar. Seperti waktu saya bikin usaha di Kalimantan, itu juga terbang bukan di kota besar, tapi di pedalaman yang runway dari tanah, yang runway-nya baru dibuat atau dibuat dengan swadaya masyarakat. Yang nginepnya diatas sungai dan pulang terbang naik perahu.

Alumni Curug membentuk Ikatan Alumni yang beranggotakan seluruh alumni STPI Curug dari semua angkatan dan semua jurusan yang tersebar di seluruh Indonesia. Apakah Bapak setuju dengan hal ini?

Saya nggak setuju kalau ini cuma setengah-setengah. Kalau benar-benar, kalau perlu kita buat semacam legal kita buat wadahnya jadi nggak cuma alumninya kumpul-kumpul komunikasi, tapi sekalian kita legalkan terus ada punya target-target yang jelas. Kemudian Visi Misinya yang jelas. Yang terpenting yang namanya alumni khan kita memperhatikan orang-orang yang mungkin kurang beruntung atau orang-orang yang sudah pensiun, paling tidak ada wadah disitu.

Dengan semakin banyaknya pesawat, saya kepikiran teman-teman Curug dulu yang sudah purna tugas. Saya sudah mulai, pensiunan ATC kita ambil untuk membantu kita. Atau dari prodi yang lainnya, Listrik terus kemudian Teknik Pesawat Udara, banyak yang bisa sinergi dengan industri-industri. Industri itu bisa ya airport, bisa airline, bisa macam-macam.

Saya menghimbau dan mengajak kepada penerbang-penerbang atau untuk semua STPI, kita memperkaya diri kita bisa dengan belajar, bisa dengan pengalaman, bisa juga bergaul dengan orang lain. Ada tiga hal untuk bisa menambah wawasan, yang pertama jelas belajar, yang kedua adalah pengalaman, baru yang ketiga membangun network.

Alumni STPI sebenernya nggak usah takut kita mau ditempatkan di Nabire, Oksibil, Rote, Alor, Miangas sekalipun. Jadi nggak usah takut tapi justru disitulah orang-orang hebat biasanya mengalami, itu secara general alumni. Sedang untuk penerbang alumni kalau sudah biasa terbang di runway rumput, runway yang sloop-nya lebih dari tiga persen, environment cuacanya yang cukup signifikan, alat bantu navigasi yang sangat terbatas itu adanya di pedalaman-pedalaman sana.

Itu namanya ditempa untuk bisa mempunyai wawasan yang luas. Beda kalau sekarang khan maunya langsung terbang. Pesawat, navigasi, semuanya sudah disiapkan dengan bagus, jadi begitu terjadi kesalahan orang susah untuk menemukan referensi. Visualnya misalkan, jadi begitu alat navigasi rusak, udah saya nggak mau terbang. Nah dulu khan kita tidak bisa seperti itu begitu navigasinya rusak posisi kita di pedalaman ya kita tetep terbang dengan visual tadi. Jadi nggak usah takut untuk terbang di pedalaman nanti toh lama lama justru kalau namanya karier tentunya semakin menanjak.

Jangan nanti sudah terbang di pesawat besar lalu suatu saat nanti nggak tahu dengan Open Sky, semua diisi oleh pesawat asing, artinya orang-orang kita sendiri harus terbang ke pedalaman, itu khan namanya dari atas jadi turun. Nah itu yang kita siap nggak seperti itu.

Soal STPI, menurut pandangan Bapak, bagaimana perkembangan STPI saat ini?

STPI saya bilang cukup bagus. Kalau mungkin nanti di STPI ada prodi baru misalnya pengembangan bandara. Mungkin ada sipil yang spesialisasinya bagaimana sih bikin overlay runway, bagaimana sih menghitung PCN. Nah in khan belum ada prodi itu, kalau bisa punya itu berarti bisa integrated aviation industry.

Sekarang banyak misalnya safety yang diluar sana misalnya seperti mencegah kecelakaan akibat take off ataupun landing. Itu belum ada di Indonesia. Misalkan kalau pesawat overrun jangan ya udah kejeblos aja masuk rumput. Tapi ada teknologi seperti semen yang lunak begitu pesawat masuk langsung terjebak, harusnya sampai kesitu, mengurangi resiko akibat kecelakaan.

Jadi teman-teman adik-adik kita atau anak-anak kita nanti, syukur STPI Curug bisa sampai situ. Aviation academy yang benar-benar bisa integrated aviation. Disitu ada apa saja, ada bandara, ada lingkungan/amdal dan lain-lain itu bisa terakomodir disitu.

Apa harapan Bapak kedepan terhadap dunia penerbangan nasional? 

Harapan saya sekarang khan kita berkompetesi secara bebas dengan market baik di ASEAN ditambah dengan Open Sky. Nah kita mesti memiliki Self Defense, punya daya tahan yang sangat kuat bukan untuk kepentingan pribadi, tapi untuk kepentingan nasional. Siapa yang meng-inisiate, yang meng-inisiate ya pemerintah.

Semua perusahaan penerbangan mendatangkan pesawat bahkan Lion saja sampai dengan 2027 akan ada 895 pesawat. Nah harapannya adalah semua pesawat itu akan ditaruh disini, karena potensi market masih ada disini, bahkan di daerah-daerah perintis yang yieldnya tinggi. Justru itu bagaimana sekarang mengejar kesitu, tolonglah infrastruktur juga harus diperkuat, sekarang bikin bandara baru di Kerinci contohnya, sudah ada nggak fasilitas-fasilitasnya yang memadai, persyaratan untuk ijin rute, kategorinyapun itu harus semuanya safety misalnya.

Mimpi-mimpi saya tentang penerbangan nasional itu banyak. 17.000 pulau di Indonesia ini kalau bisa satu pulau ada satu bandara. Orang paling penting khan komunikasi dan transportasi. Sekarang komunikasi menggunakan HP untuk berkomunikasi, begitu juga untuk transportasi harus dipermudah. Pemerintah juga harus mendukung. (*)

Sumber : http://alumnicurug.com/alumni-curug-edisi-07/

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