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Banyak tindakan tidak aman yang dilakukan penumpang merupakan wujud nyata dari persepsi penumpang. Oleh karena dengan diketahuinya persepsi tentang risiko keselamatan penerbangan oleh penumpang maka diharapkan dapat mengurangi risiko buruk terhadap penumpang selama melakukan penerbangan. Penelitian ini bertujuan untuk mengetahui gambaran persepsi penumpang tentang risiko keselamatan penerbangan berdasarkan maskapai penerbangan, Jenis pekerjaan, dan tingkat pendidikan serta mengetahui profit konsep locus of control dan self efficacy dihubungkan dengan persepsi penumpang tentang risiko keselamatan penerbangan. Desain penelitian ini bersifat deskriptif analitik dengan pendekatan cross sectional. Sampel penelitian berjumlah 174 orang yang diambii dari Terminal I A, 1B, 1 C dan 2F di Bandara Soekarno Hatta. Dari basil penelitian dapat disimpulkan bahwa self efficacy dan maskapai penerbangan mempengaruhi persepsi penumpang tentang risiko keselamatan penerbangan. Dimana, rata-rata responden memiliki persepsi yang baik tentang risiko keselamatan penerbangan dan self efficacy mcmberikan pengaruh positif terhadap persepsi penumpang tentang risiko keselamatan penerbangan. Selain itu juga terdapat perbedaan persepsi tentang risiko berdasarkan maskapai penerbangan. Dimana rata-rata responden Garuda Indonesia memiliki persepsi yang baik tentang risiko keselamatan penerbangan dibandingkan rata-rata responden dari maskapai penerbangan lain. Disarankan bagi PT (Persero) Angkasa Pura II selaku badan pengelola bandara dan Airline untuk tetap mempertahankan sistem kontrol keselamatan yang tegas sesuai dengan regulasi yang berlaku, meningkatkan safety induction di bandara dan sosialisasi tentang keselamatan penerbangan untuk meningkatkan awareness penumpang terhadap keselamatan penerbangan. Untuk penelitian selanjutnya, lebih difokuskan pada konteks sosial, budaya, dan proses organisasi.
Recently, there are so many unsafe acts of passenger which is a reflection of individual perception. So that, passengers are expected having good risk perception to decrease risk during flight. The main objective of this research is to describe passenger's risk perception by commercial fiight/Airline_ The risk perception -is associated with Airline, occupation, education, based on the locus of control and the self efficacy. Research design is descriptive and analytic with cross sectional approach_ Sample for this research are 174 passengers from Terminal IA, 1 B, 1 C and 2F at Soekamo Nana Airport. As a conclusion, passenger's risk perceptions are contributed by self efficacy and Airline. Generally, passengers having good risk perception and self efficacy positively contributes to passenger's risk perception. Average of Garuda Indonesia's Respondents has the biggest percentage of good risk perception than the other respondent from different Airline. It is recommended that PT (Persero) Angkasa Pura II and the Airline should be keep tightly of safety control regulation, increasing safety induction and socialize about safety aviation to passengers, and increasing the passenger's awareness about safety in aviation. Future research into risk perception of passenger in aviation will need to be focused on contexts of social, culture, and organizational processes.
Hasil penelitian menunjukkan karakteristik sikap (personality) yang dimiliki oleh pimpinan kurang optimal pada karakteristik ketahanan emosi, bersikap terbuka, berorientasi pada pembelajaran dan sikap berhati-hati. Karakteristik gaya kepemimpinan transformasional pada pimpinan kurang optimal pada karakteristik ikut terlibat. Karakteristik praktik terbaik yang dimiliki oleh para pimpinan masih kurang optimal pada karakteristik tanggung jawab. Untuk meningkatkan karakteristik safety leadership, maka perlu adanya pelatihan ulang mengenai safety leadership bagi para pimpinan untuk menyegarkan kembali pemahaman yang kurang optimal tentang safety leadership, mengkaji ulang job description yang ada dan mengembangkan Job description safety leadership yang lebih terukur dan penilaian atau audit safety leadership di departemen drilling PT. X.
Geothermal, oil and gas drilling are known as projects with high work risks and require high costs. Several studies strongly indicate that safety leadership management influences the success of behavioral safety processes. The leadership role in the Drilling department in working on drilling projects will be one of the benchmarks of success related to positive safety outcomes. This study is a qualitative method approach to analyze three factors that influence safety leadership, namely personality, transformational leadership style, and best practices in the position of Head and Assistant Head. Data was collected in April-July 2020 in the Drilling department of PT. X through in-depth interviews, document review and observation.
The results showed the characteristics of personality possessed by the leader is less than optimal on the characteristics of emotional resilience, extroversion, learning orientation and conscientiousness. The characteristics of transformational leadership styles are less than optimal on the characteristics of Engaging. Characteristics of best practices are still not optimal in terms of accountability characteristics. To improve the characteristics of safety leadership, it is necessary to have retraining on safety leadership for leaders to refresh the suboptimal understanding of safety leadership, review existing job descriptions and develop a more measured Job description of safety leadership and an assessment or audit of safety leadership in drilling department of PT. X.
Safety culture has been defined by the Advisory Committee on Safety in Nuclear Installations (ACSNI,1993) as the product of individual and group values, attitudes and beliefs, competencies and patterns of behaviour that determine the commitment to, and the style and proficiency of, an organisation’s health and safety management (HSE, 2005) . While, safety climate is workers' perceptions and perspectives on policies, procedures, and work practices related to safety carried out by management (Ismail, 2015) . Safety climate is often used to describe the more ‘tangible’ outputs of an organisation’s safety culture (Health and Safety Executive (HSE), Offshore Safety Division of the HSE, 2010) . Safety climate analysis through surveys can be used to identify relationships between important dimensions of safety in an organization and how it can contribute to the overall results of safety culture (M.D. Cooper, 2000) . This research was conducted at an oil company called PT. ABC. Occupational accident data of PT. ABC in all production areas (2014-2019) concluded that 71% of accidents occur due to Unsafe act (immediate cause), and 49% due to Human Factor (root cause). In this research, the author will analyze the application of safety climate in offshore production areas. The results of observations show that there are differences in the application of safety climate aspects among workers based on shift schedule, position, status of workers, duration of work in offshore, and work experience. These data are the focus of the author to be used as research material in analyzing safety climate. The research conducted is mixed methods research in which some data will be assessed quantitatively and some will be assessed qualitatively. The results of the study were analyzed descriptively with in-depth analysis. The tool used to analyze aspects of the safety climate is the "Offshore Safety Climate Assessment Toolkit" developed by Loughborough University which divides workers' perceptions into three types, namely perception as individuals, perceptions as work units, and perceptions as company members. This method uses a questionnaire media that involves 95 respondents (the entire population) and interviews with several of the company's safety responsibility stakeholders as targets. From the safety climate analysis results obtained 8,16 values, where this can be interpreted that the workers' perceptions of safety values are well internalized within workers both as individuals, as work units and as members of the company. Statistical calculations concluded that there were no significant differences in the application of work safety climate between 18 workers with a rhythm schedule of 2 weeks on / off, and 2 weeks on-1 week off (p (0,263)> 0.05) , workers with staff and non-staff positions (p (0,794)> 0.05), workers with indefinite time employment agreements and workers with certain time work agreements (p (0,881)> 0.05), workers with short term offshore employment and long term workers (p (0,953)> 0.05), and young / fresh graduate and experienced / experienced workers (p (0,065)> 0.05). There were significant differences in the application of work safety climate between workers with a rhythm schedule of 3 weeks on / off, and 2 weeks on-1 week off (p (0,000)< 0.05) and between workers with a rhythm schedule of 3 weeks on / off, and 2 weeks on/ off (p (0,003)< 0.05)
Berdasarkan analisis HFACS, lapisan supervisory factor memberikan kontribusi terbesar dari penyebab kecelakaan kerja dengan proporsi 42%. Hasil analisis juga menunjukkan keterkaitan hubungan antar faktor-faktor penyebab yang datang dari masing-masing lapisan utama HFACS yang menunjukkan adanya interkasi antara active failure dan latent condition hingga terjadinya kejadian yang tidak diinginkan (adverse events). Operasi yang tidak terencana dengan baik, kepemimpinan/pengawasan yang tidak memadai, dan pengaruh proses operasi organisasi yang tidak memadai menjadi suatu kondisi laten yang terbaring dalam organisasi hingga terpicu oleh adanya active failure yang datang dari skill-based errors dan decision errors dari pekerja.
This study discusses the analysis the causes of occupational incidents that occur in the oil and gas industry activities. Using in-depth analysis studies through descriptive analytic methods, the research was conducted by conducting qualitative analysis of investigative report data on all categories of serious incidents resulting loss of working days (Days Away From Work) and incidents which had fatality impacts within PT O operation area during period of 2012 - 2019. Analysis the causes of occupational incidents during the research were using the Human Factor Analysis and Classification System (HFACS) method.
Based on the HFACS analysis, the supervisory factor layer provided the largest contribution from the causes of occupational incidents with a proportion of 42%. The analysis also shows the relationship between the causal factors that come from each of the main layers of HFACS which shows the interaction between active failure and latent conditions to the occurrence of adverse events. Unplanned operations, inadequate leadership / supervision, and the influence of the inadequate organization's operational processes become a latent condition that lies dormant in the organization until triggered by active failure that comes from skill-based errors and decision errors from workers.
The focus of this research is to analyze all occupational accidents of lifting activities on land rig operations in PT ‘X’ using the Human Factor Analysis and Classifications System (HFACS) method in 2014 - 2018. The type of research methodology is qualitative research with a descriptive design. The final result shows that the unsafe act layer is the most ineffective layer that contributing to almost all occupational accident cases which is 45 of 49 total cases of occupational accidents. Error is the sub-layer of unsafe act which has the highest number of contributions to occupational accident cases with total 39 cases. On the other side, the organizational influences layer is the second layer that has high contribution to accident which is 26 of 49 total cases of occupational accidents. The organizational process is the sub-layer of organizational influences which contributing to 23 cases of occupational accident. The third layer which has contribution to accident is unsafe supervision. The unsafe supervision has contribution to accident which is 16 of 49 total cases of occupational accidents. Inadequate supervision and planned inappropriate operation are the sub-layer of inadequate supervision which contribute to the accident cases for 10 cases equally. The layer of preconditions for unsafe actions is the effective layer which has contribution to occupational accident cases which is 8 of 49 total cases of occupational accidents. Personnel factor is the sub-layer of preconditions for unsafe actions which contribute to 7 cases of occupational accidents. According to the result, researcher recommend that corrective action must be taken at each layer of HFACS as the safety protection system, both latent failures and active failures with the emphasis on improvement, which start from the organizational influences layer, followed by the unsafe supervisions layer, and then unsafe actions layer, while the improvement on the layer of precondition for unsafe actions becomes the last improvement. Improvement to organizational influences layer, unsafe act layer, and unsafe supervisions layer will have a positive influence on the layer of precondition for unsafe actions.