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Abstract

This article aims to analyze the urgency of aircraft mortgage regulation to provide an alternative solution for airlines that requires a loan to maintain their cash flow sufficiently by placing their aircraft as debt collateral. Since the issuance of Law Number 1 of 2009 on Aviation, the provisions regarding aircraft mortgage as debt collateral was removed from the previous Aviation Law Number 15 of 1992. Article 12 Paragraph (1) of Law Number 15 of 1992, governed that aircraft could be subject to mortgages, however, this provision was abolished by the new Aviation Law Number 1 of 2009. Article 465 of the new Aviation Law explicitly states that all provisions in Law Number 15 of 1992 are no longer valid, meanwhile, Law Number 1 of 2009 on Aviation, in no way regulates aircraft mortgages. In practice, this legal vacuum has become a problem for airline companies to place their registered aircraft as collateral in form of a mortgage. Particularly in the Covid 19 pandemic, which until the end of 2021 has not ended yet, it has caused severe damages to the financial balances of many airlines due to the absence of passengers and restrictions to fly by the Government. The aircraft can be used as collateral or security interest for, for example, a working capital loan. This research is a normative study that will discuss and analyze the types of collateral over aircraft that are most likely to be carried out by airlines in Indonesia amid the unavailability of aircraft mortgage regulation. This article also attempts to find possibilities that may be engaged to solve the problem.

Bahasa Abstract

Tujuan dari artikel ini adalah untuk menganalisa pentingnya peraturan mengenai hak tanggungan terhadap pesawat udara untuk memberikan alternatif jalan keluar bagi maskapai penerbangan yang membutuhkan pinjaman dalam rangka memelihara kecukupan arus kasnya, dengan menempatkan pesawat mereka sebagai jaminan. Sejak diterbitkannya Undang-Undang Nomor 1 Tahun 2009 Tentang Penerbangan, ketentuan mengenai hak tanggungan atas pesawat udara sebagai jaminan utang telah dihapus dari undang-undang sebelumnya yaitu Undang-Undang Nomor15 Tahun 1992. Pasal 12 ayat (1) Undang-Undang Nomor 15 Tahun 1992, mengatur bahwa pesawat udara dapat dijadikan obyek hak tanggungan, namun ketentuan ini dihapus oleh undang-undang penerbangan yang baru yaitu Undang-Undang Nomor 1 Tahun 2009. Pada pasal 465 Undang-Undang Penerbangan yang baru ini secara tegas menyatakan bahwa seluruh ketentuan yang termuat di dalam Undang-Undang Nomor 15 Tahun 1992 tidak berlaku lagi, sementara itu Undang-Undang Penerbangan yang baru tidak mengatur tentang hak tanggungan atas pesawat udara. Dalam praktik, kekosongan hukum ini telah menimbulkan kesulitan terhadap maskapai-maskapai penerbangan untuk menempatkan pesawat udara mereka sebagai jaminan utang dalam bentuk hak tanggungan. Khususnya pada masa pandemik Covid 19 ini yang sampai akhir 2021 masih belum juga berakhir, telah menyebabkan kerusakan pada neraca keuangan pada banyak maskapai penerbangan yang disebabkan karena ketiadaan penumpang dan larangan terbang dari Pemerintah. Pada hakekatnya, pesawat udara dapat digunakan sebagai jaminan untuk, misalnya, pinjaman modal kerja. Penulisan ini adalah studi normatif yang akan mendiskusikan dan menganalisa bentuk-bentuk jaminan apa saja yang biasa dilakukan oleh maskapai-maskapai penerbangan di Indonesia di tengah ketidak-tersediaan ketentuan hukum yang mengatur penempatan pesawat udara sebagai jaminan utang. Tulisan ini juga mencoba untuk menemukan kemungkinan yang dapat ditempuh sebagai solusi terhadap persoalan tersebut.

References

Legal Documents

Indonesian Law

Indonesian Constitution of 1945 Indonesian Civil Code. Indonesian Law Number 15 of 1992 On Aviation. Indonesian Law Number 4 of 1996 On Guarantee. Indonesian Law Number 10 of 1998 On Banking. Indonesian Law Number 42 of 1999 On Fiduciary. Indonesian Law Number 1 of 2009 On Aviation. Indonesia Transportation Ministry Regulation Number 13 of 2012 on The Registration and Nationality of Ship The United Kingdom. The Mortgaging of the Aircraft Order 1972 retrieved on July 31, 2019, from http://www.legislation.gov.uk/uksi/1972/1268/made The United States of America. Code Federal Regulation Part 49 retrieved on July 31, 2019, from https://iclg.com/practice-areas/aviation-laws-and-regulations/usa. Treaty The Chicago Convention of 1944 (The Convention On International Civil Aviation 1944, signed in Chicago on December 7, 1944) The Geneva Convention 1948 (Convention On the International Recognition Of Rights In Aircraft, signed in Geneva On June 19, 1948) The Cape Town Convention 2001 (Convention On International Interest In Mobile Equipment, Signed in Cape Town On November 16, 2001)

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