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Posted by Suryono Adisoemarta on
Janus <indonesians@janus.berkeley.EDU>
29 Oct 92
1992 National Trade Data Bank
Market Reports
May 19, 1992
INDONESIA - PASSENGER/CARGO AIRCRAFT/ENGINES
SUMMARY
This article is derived from a report titled: "The Aircraft and Parts:
Passenger/Cargo Aircraft/Engines (fixed wing) Market in Indonesia", dated
March 1992, prepared by Risa Bhinekawati, American Embassy - Jakarta. This
article consists of 24 pages and contains the following subtopics:
OVERVIEW
STATISTICAL DATA
MARKET ASSESSMENT
BEST SALES PROSPECTS
COMPETITIVE SITUATION
MARKET ACCESS
TRADE PROMOTION OPPORTUNITIES
ANTIBOYCOTT COMPLIANCE
FIRMS ARE REMINDED THAT THE EXPORT ADMINISTRATION AMENDMENTS OF 1977 AND
EXPORT ADMINISTRATION REGULATIONS (15 C.F.R. PART 369) PROHIBIT CERTAIN
FORMS OF COMPLIANCE WITH FOREIGN BOYCOTTS, INCLUDING FURNISHING
INFORMATION
OR ENTERING INTO OR IMPLEMENTING AGREEMENTS. THIS DOCUMENT OR SUBSEQUENT
ASPECTS OF THIS TRANSACTION MAY INVOLVE CONDITIONS OR REQUIREMENTS
COMPLIANCE WITH WHICH IS PROHIBITED. VIOLATORS OF U.S. ANTIBOYCOTT LAW ARE
SUBJECT TO SEVERE PENALTIES INCLUDING FINE, IMPRISONMENT AND REVOCATION OF
EXPORT LICENSE PRIVILEGES. FIRMS ARE FURTHER REMINDED THAT ANY UNITED
STATES PERSON RECEIVING A REQUEST FOR THE FURNISHING OF INFORMATION, THE
ENTERING INTO OR IMPLEMENTATION OF AGREEMENTS, OR THE TAKING OF ANY OTHER
ACTION WHICH FURTHERS OR SUPPORTS RESTRICTIVE TRADE PRACTICES OR BOYCOTTS
MUST REPORT SUCH RECEIPT TO THE DEPARTMENT OF COMMERCE, IN ACCORDANCE
WITH 15 C.F.R. 369.6.
INFORMATION CONCERNING U.S. ANTIBOYCOTT LAWS AND HOW TO COMPLY WITH THEM
IS AVAILABLE FROM THE OFFICE OF ANTIBOYCOTT COMPLIANCE, ROOM 6098, U.S.
DEPARTMENT OF COMMERCE, WASHINGTON, D.C. 20230, (202) 377-2381 AND FROM THE
OFFICE OF GENERAL COUNSEL, ROOM 2010, U.S. DEPARTMENT OF THE TREASURY,
WASHINGTON, D.C. 20220, (202) 566-5569.
A. OVERVIEW
Indonesia is an archipelagic country, located between two continents, Asia
and Australia, and two oceans, the Indian and Pacific. It comprises 13,700
islands, spreading along the equator. The distance from North to South is
approximately 1,800 KMs, and from West to East is about 5,000 KMs. Two
thirds of the area is ocean, while the islands are mountainous and heavily
forested. Indonesia has a tropical climate with temperatures around 20 - 30
Celsius. This geographic condition makes Indonesia highly dependent on air
transportation. Surface transport is difficult on land and slow by sea.
Indonesia has a total of 543 airports of all sizes. Of this number, 413
locations have runways that are less than 900 Ms, and 27 locations have
runways less than 600 Ms.
The growth rate of Indonesian's international air transportation reached 12
percent for passengers and 13.2 percent for cargo for the period between
1990 and 1991. There were 2,079,500 people and 76,460 tons of cargo
transported in 1989, and increased to 2,308,254 people and 84,871 tons of
cargo in 1990. Domestically, six airlines operating scheduled flight
services and other chartered flights transported 7.7 million passengers and
93,000 tons of cargo in 1991. The growth rate for domestic air transport
was 4.3% for passengers and 6.9% for cargo for scheduled airliners. In 1990
the flow of domestic passengers reached 7,610,045 people and 83,952 tons for
cargo. Non-scheduled airliners transported an additional 488,276 people in
1990.
The existing fleet of fixed wing aircraft registered with the Directorate
General of Air Communications in 1991 consists of 604 aircraft. This number
includes 111 jet aircraft of 19 types and 493 non jet aircraft of 95 types.
The country's aviation industry is classified into (1) scheduled operations,
which has 7 operators but only 5 in service, (2) non-scheduled operations,
which has 18 operators and (3) general operations which has 23 operators.
Indonesia has its own aircraft manufacturing facility, Industri Pesawat
Terbang Indonesia (Indonesian Aircraft Industry), known as IPTN, and is
trying to become a major Asian aircraft producer. IPTN is now working on a
bilateral airworthiness agreement with FAA in the United States, which will
allow FAA to check the standards of IPTN work and hopefully grant FAA
airworthiness certification to their aircraft. This would give IPTN a
better chance to expand its export market.
Despite the ambitious plan of Indonesia to produce its own aircraft, imports
of aircraft engines and parts still account for 90% of the Indonesian
market. The trade statistics does not show the actual figures because many
of the aircraft engines items are categorized under other product items.
Indonesian government policy on the importation and granting of aircraft
operational licenses is laid down in Presidential Instruction No. 1 of
1980. This regulation banned the importation of aircraft which has a
similar function to those of three types of aircraft produced by IPTN: the
CASA C-212 twin-engine passenger plane, the BO-105 helicopter and the Puma
S-330 helicopter. A market demand for aircraft exists, but the regulations
required to receive an import permit are very difficult. It generally takes
two to three years for a company to secure an import license.
This ISA emphasizes fixed wing aircraft and parts, while another ISA on
rotary wing aircraft (helicopters) and parts will be provided separately.
B. STATISTICAL DATA
Based on the Trade Statistics issued by the Indonesian Central Bureau of
Statistics, the total market for aircraft and parts in Indonesia is as
follows:
(US DOLS MILLIONS) GAIN/LOSS
Previous Last Current Est. Avg. Annual
Year Year Year Real Growth -
1989 1990 1991 Next 3 Years
Import Market 103.3 406.3 214.4* 10%
Local Production** 64.9 58.8 47.4
Exports** 4.3 20.4 8.3
Total Market 163.9 444.7 253.5 10%
Import from U.S. 44.6 73.0 47.6*
Exchange rates: US Dollars 1 equals
1989: Rp. 1,800.00
1990: Rp. 1,900.00
1991: Rp. 1,990.00
Future Inflation Rate Assumed: 11.0%
1990 Import Market Share (Percent for U.S.A. and Major Competitors):
U.S.A.: 18% ; Germany: 10% ; France: 10% ; Netherlands: 43.3%
Spain: 4.4%; Other countries: 18.2%.
Receptivity to U.S. Products on a Scale of 5 (highest) to 0 (lowest): 5;
Competition on a Scale of 1 (very heavy) to 5 (very little): 3;
Market barriers on a Scale of 1 (very severe) to 5 (very few):
for aircraft: 3
for components: 5
Note:
*: estimated from actual October'91 statistical data.
**: based on IPTN production which was delivered in respective year.
The statistics do not show the trends of Indonesian imports. There is a
considerable fluctuation from year to year because aircraft or major items
of equipment are purchased infrequently, and the purchase may have a
significant effect on total market in the statistics. For example, the
Netherlands account for 43.3% of total imports in 1990 due to the
importation of several Fokker F-100 by Sempati Air, one of the Indonesian
private airlines.
C. MARKET ASSESSMENT
The Government's efforts to encourage the growth of the air transportation
industry are reflected in, among other things, Presidential Instruction No.
1/1980, which basically allows private companies to operate jet planes, and
bans the importation of aircraft which have the same type and function as
the NC-212, and the BO-105 and Puma S-330 helicopters .
There are plenty of opportunities in Indonesia for replacing elderly
turboprops, and for satisfying the demand for fleet expansion. IPTN has
designs on that market, particularly with its new N250 50-passenger project,
scheduled for first flight in 1995 or 1996. But this state-owned company
still has to demonstrate its practical ability to organize and sustain a
consistant quantity production, something it has not yet done convincingly
with the CN-235 program, which has been in existence for almost 10 years.
I. Present Condition of Air Transport in Indonesia
a. Flight Network
Domestic schedule flights connect 27 Provincial Capitals, 228 Regency towns,
and 246 District towns. Domestic routes are classified into trunk lines
(connecting provincial capitals, Jakarta and Potential Regency Towns),
feeder lines (connecting Regency Capitals, Provincial Capitals and important
District towns), and pioneer lines (connecting isolated areas and District
Capitals or Regency Capitals). Overseas routes now connect Indonesia with
42 destinations in 35 countries, mainly in Asia, Australia, the Middle East,
Europe and North America. In addition to the scheduled flight network,
there is also the non-commercial/unscheduled flight network served by Air
Charter companies and General Aviation. These services connect
approximately 381 small airports in the hinterlands and border areas.
Starting in 1974, the Government introduced a system of pioneer services
connecting isolated, remote or border areas, particularly those not served
by other modes of transport. Pioneer flight routes totalled 30 in 1990, of
which 27 were in Irian Jaya, 1 in Sumatra and 2 in Kalimantan. Until now,
the operation of subsidized pioneer services have been assigned to PT.
Merpati airline, under subsidy contracts with the Government, for the
distribution of fuel to remote areas.
b. The fleet
At the end of 1990, the registered fleet totalled 756 aircraft, made up of
the following: 210 aircraft with maximum weight of over 10 tons, 363 fixed
wing smaller aircraft of less than 10 tons, and 183 helicopters. During the
last 10 years the composition has not changed much, except that there have
been increases in the number of large and medium aircraft as a result of the
purchase of 6 Airbus A-300s, 28 F-28 MK.4000s, 6 F-27 MK.500s, 5 CN-235s and
20 CN-212 aircraft, 5 B-737s, and 4 F-100s.
By the end of August 1991, there were a total of 810 aircraft registered by
the Directorate General of Air Communications (DGAC). This number includes
111 jet aircraft, 493 non jet and 206 helicopters. There are 19 types of
jet, 95 types of non jet and 18 types of helicopter operating in Indonesia,
with US aircraft dominating the fleet. A complete list of the types and
numbers of aircraft operating in Indonesia is provided in the appendix.
c. The Age of Aircraft
c.1. Scheduled Flight Services
Out of 204 aircraft registered by the DGAC, there are 110 aircraft less than
10 years old, 86 are between 10-20 years and 8 are older than 20 years.
Among the scheduled flight services, Garuda is operating 87 aircraft, 49 of
them less than 10 years, 36 are between 10-20 years and 2 are older than 20
years.
PT Merpati Nusantara operates 69 aircraft, 38 of them are less than 10
years, 27 are between 10-20 years and 4 are older than 20 years.
Bouraq Indonesia has a total of 26 aircraft, 11 of them are less than 10
years, 13 are between 10-20 years, and 20 are older than 20 years.
Mandala Airlines has 11 aircraft, 4 of them are less than 10 years and 11
are between 10-20 years old.
Sempati Air has a total of 11 aircraft, 8 are less than 10 years and 3 are
between 10-20 years old.
c.2. Non Scheduled Airline Companies
There are 18 operators of non-scheduled airline services, having a total of
221 aircraft registered in 1991. These numbers include 119 non-jet planes,
87 helicopters and 15 jet aircraft. The growth of the use of jet planes has
been quite obvious in the last 3 years. In 1988 there were only 3
registered jet planes, which increased to 4 in 1989, 8 in 1990 and up to 15
aircraft in 1991.
100 of the 221 aircraft operated by non-scheduled airlines are less than 10
years old, 110 are between 10-20 years, and 11 are over 20 years old. For
the non-jet aircraft category, there are 53 aircraft which are less than 10
years, 61 are between 10-20 years, and 5 are older than 20 years. There are
32 helicopters which are less than 10 years, 49 are between 10-20 years and
6 are older than 20 years. All 15 jets are less than 10 years old.
c.3. Special Airline Companies
There are 23 special airline companies registered at the Ministry of
Tansport. These companies operate 11 jet planes, 255 non jet aircraft, and
119 helicopters.
II. Total Market Demand
As shown on the statistics above, the total market for Aircraft and parts in
Indonesia in 1990 was valued at US& 406.3 million. Local production is
estimated from various sources, including data from IPTN. The statistics do
not show the trend of Indonesian imports. There is a considerable
fluctuation from year to year because aircraft or major items of equipment
are purchased infrequently, and the purchase may have a significant effect
on the total market in the statistics. For example, the Netherlands
accounted for 43.3% of total imports in 1990 due to the importation of
several Fokker F-100 by Sempati Air, one of the Indonesian scheduled private
airlines.
Major operators such as Garuda Indonesia and Merpati have already fulfilled
their purchase plans for the end of PELITA V (PELITA is the Indonesian Five
Year Development Plan) in 1994. According to a study conducted by a
research company, by the end of 1994 Indonesia plans to add 5 B-747 Jumbo
jets; 4 wide body planes similar to the DC-10 or A-300; 8 medium jets
similar to the DC-9, B-737, or Aira-90; 15 small jets of the F-28 type; 27
Turbo Prop planes similar to the F-27, or CN-235; 55 small aircraft similar
to the NC-212, DMC-6, or Short Skyvan; 57 light aircraft similar to the
NW-2, Cessna, or Piper; and 66 helicopters.
III. End User Profile
The aviation industry in Indonesia can be classified into domestic and
international flight services. The domestic routes are entirely served by
local airline companies, while the international services are operated by
local and foreign airline companies. The government classified the
country's aviation industry into:
a. Scheduled operations
b. Non-scheduled operations
c. Special operations/general aviation
Scheduled operations are regular flights of airline companies on certain
routes, carrying passengers, goods and mail. Indonesia has seven scheduled
operators. Garuda and Merpati are state-owned companies, serving domestic
and international routes. The other five are domestic investment companies,
and only three of them are still operating, namely Bouraq Indonesia, Mandala
Airways and Sempati Air. Zamrud Aviation and Seulawah Air Service are no
longer in service.
Merpati Nusantara, subsidiary of the national carrier Garuda, took over the
bulk of Garuda's domestic routes, and as a result its traffic has increased
rapidly. It carried 2.5 million passengers in the first 11 months of 1990 -
registering an increase of 600 percent, possibly qualifying it for the title
of world's fastest-growing airline in 1990. Revenue passenger-kilometers
increased by about 800 percent to 1.5 billion. Merpati has a remarkably
diverse fleet. At the beginning of 1991 it had 88 aircraft of 15 different
types, ranging from Twin Otters to DC-9s and a couple of Lockheed Hercules.
The indiginous IPTN CN-235 is one of the types operated. There are 15 of
the aircraft in the fleet.
Indonesia has three other domestic scheduled airlines, all privately owned.
One is Bouraq, which carried 425,000 passengers last year. It too is
growing fast, though not as fast as Merpati; traffic was up almost 70
percent in 1990. The regional carrier's fleet includes 14 748s and three
Viscount 810s. The third airline is Mandala, with a Viscount 810 and five
Lockheed Electras. The most modern equipment in the domestic sector is
operated by Sempati Air with four Fokker 100s. The company began scheduled
operations in 1990. It operates twice daily between Jakarta, Indonesia and
Singapore, and also between Jakarta and Medan.
GARUDA
Garuda Indonesia is shedding its domestic routes to concentrate on
international service as the airline begins accepting the first aircraft in
a &3.6 billion, 37-transport fleet expansion and renewal program. The
airline also must rebuild an infrastructure worn thin by 10 years of losses
totaling & 900 million. The first of eight leased Boeing 737-300s delivered
were placed in service within two days on Garuda's busiest domestic trunk
route, Jakarta to Surabaya. All eight are scheduled to be in service by the
end of this year.
The 124-pasenger 737-300s will be used primarily on regional routes such as
to Kuala Lumpur, Malaysia. The Boeing 737-300s are on an eight-year lease
from International Lease Finance Corp, and eventually will be replaced by an
equal number of owned 737-300s.
Six leased McDonnell Douglas MD-11s will be delivered starting in 1991 and
continuing through 1993. Leased from GPA, these will be replaced with four
MD-11s the airline has on order, plus two options. A 1989 order for 12
Fokker 100s will begin arriving in 1993 at a rate of about four per year.
The 102-passenger, narrow body fanjets will replace aging DC-9-32s and the
smaller Fokker F-28s Garuda uses on its short and medium haul domestic trunk
routes. Longer term deliveries include six Boeing 747-400s, which will
arrive between 1994 and 1996. The first of nine Airbus Industrie A330s will
arrive in 1996.
The Garuda fleet now includes eight Boeing 747-200s and 747-300s, 12
DC-10-30s, and two Lockheed L-1011 transports. Two of the 747s, three of
the DC-10s and both L-1011 are leased. Garuda also flies nine Airbus
Industrie A300B4s, two Boeing 737-300s, 15 DC-9s and 13 F-28s. Eventually
Garuda plans to operate only 737s and larger aircraft. The airline is
midway through a phased transfer of 40 domestic routes and the 37 F-28s and
DC-9s used to fly them to its Merpati Nusantara Airlines subsidiary. The
move will allow Garuda to concentrate on expanding its international service
and increasing tourism to the country. Garuda is retaining only its
domestic trunk routes - most of which are shuttles - with wide body flights
or continuations of international service. As scheduled now, Garuda will
have only nine narrow-body DC-9s and six F-28s in service after the transfer
to Merpati is completed in 1991. Eventually these and the F-100s will be
handed over to Merpati as well.
Garuda's maintenance division is progressively expanding its capabilities at
a new 114 hectare (282 acre) maintenance center at Soekarno-Hatta
International Airport in Jakarta. The airline's goal is to become as
self-sufficient in maintenance as practical. The company can already take
the DC-10 through D-check and the 747 through C-check heavy maintenance. A
new D-check capability is scheduled for the A300s in September, and total
overhaul capability on the F-28 is planned for 1991. The carrier is one of
a handful in Asia that performs Section 41 replacements on Boeing 747s. It
already has completed four on its own 747-200s, with finish times dropping
from 90 days on the first to 55 days currently. A 40 day completion time is
the target. The maintenance division is actively competing for third-party
repair contracts and has bid on a Japan Air Lines requirement for 747
section 41 work.
MERPATI
Indonesia's Merpati Nusantara Airlines is expanding its fleet, staff and
route network dramatically as it takes over most of Garuda Indonesia's
domestic jet services. Prior to 1989, Merpati, Sempati, and Bouraq
generally were restricted to operating piston- and turboprop-powered
aircraft. Sempati recently received authority to operate jets as part of a
government move to deregulate Indonesia's airlines.
Indonesian flag carrier Garuda is transferring most of its DC-9 and F-28
fleet and domestic routes to Merpati to free Garuda to concentrate on
long-distance international routes. Both carriers are owned by the
government. Merpati operates as a subsidiary of Garuda.
The multiphase transfer began in September 1989, when Merpati took over two
Garuda DC-9s and 15 Fokker F-28s. They support Garuda's former eastern
Indonesia route networks with hubs at Surabaya on East Java and Balikpapan
on Kalimantan (Borneo) Island. A second phase, begun in January 1990,
transferred the remaining routes on Java and Kalimantan. Merpati's fleet
now consists of three DC-9s and 20 F-28s. Garuda aircraft used for flights
to Sumatra and the surrounding islands will be absorbed starting in January,
1991. The shift will swell Merpati'se fleet by another six DC-9s and eight
F-28s.
Overall, Merpati is picking up 37 jets and 40 new routes from Garuda.
Weekly flights will double to 225 departures a day from about 24 major and
minor hubs. Passenger enplanements are forecast to increase from about 1.2
million in 1989 to 3 million this year, according to the airline's chief of
corporate strategy. Prior to its operational merger with Garuda, Merpati
flew seven different turboprop aircraft types totaling about 60 aircraft,
with older types, including Vickers Viscounts and Hawker Siddely HS-748s, to
be retired as Garuda aircraft arrive and an order for 15 CN-235s is
completed. The airline also has 65 CN-250s on order. The Indonesian-built
aircraft will replace 15 aging F-27 twin turboprops starting in about 1996.
It also will be a step-up aircraft for routes where traffic outgrows the
CN-235's 40 seat capacity. Eventually the airline will fly only IPTN-built
aircraft. With the integration of Garuda aircraft and routes, Merpati's
1990 revenues are forecasted to increase more than 200% from 1989's & 48
million.
Merpati is now serving domestic routes with 84 aircraft, including 19 Fokker
and DC-9 jets. However, the carrier needs interim new-generation turboprops
to replace and supplement its fleet of aging F27s, before deliveries of the
indigeous N-250 begin in 1996. Merpati plans to retire five of its oldest
F27s as well as two HS748s in 1992. The current replacement schedule calls
for eight new aircraft to be introduced before the end of 1991, a further
six in 1992, and then a further two each in 1993, 1994, and 1995, making a
total of 20 aircraft. It is understood that Merpati will lease these
aircraft, though an option to buy is likely to be included should traffic
increase beyond the projected 9% a year. The ATR72 and ATP have emerged as
the favoured types although selection has yet to be made.
Merpati has built a US&19.7 hangar as its maintenance center at the Juanda
International Airport complex. The hangar can accommodate three aircraft
inside the building and six outside.
SEMPATI AIR started operations more than 20 years ago as an air charter
company flying oil and drilling equipment to remote areas in Indonesia as
well as to neighbouring countries. It introduced jets last year following
the government's de-regulation of the aviation industry. Today, it has
withdrawn totally from the charter business and has scheduled services to
more than 20 cities in Indonesia, catering mostly to business travellers.
Its fleet today comprises 6 Fokker 27 and 4 Fokker 100 planes. In line with
its ambitious expansion plans, Sempati is upgrading and boosting its fleet.
One of its Fokker 27 aircraft is currently being refurbished in Singapore.
It has also purchased 7 Fokker 100 aircraft for US& 200 million. The first
four have already been delivered and the last three will be delivered
between January and March of 1992. Thirty percent of the purchase contract
went to IPTN, the national aircraft manufacturer which produced the tail and
flap section of the aircraft. Sempati plans to begin more services to
neighbouring countries in the near future and to increase the frequency of
its cuurent services. After the delivery of the last three aircraft, no
further expansion is planned. Sempati is the second private airline to
serve neighboring countries, after Bouraq.
BOURAQ INTERNATIONAL AIRLINES has been reported to be negotiating with ILFC
to take over 4 of the B737-200s being taken by the U.S. leasing company as
trade-ins from Malaysia Airlines. The airline has recently awarded Air New
Zealand's Christchurch Engineering Base a NZ& 4 million contract to overhaul
20 of its Rolls-Royce Dart engines. The first two engines were scheduled to
be delivered to the airline early 1992.
MANDALA is looking for 3 Fokker F28s or BAC 111s to lease or buy in
mid-1991. The airline has been reported to be gearing up to relaunch
services with a fleet of B737-200s, replacing Vintage Viscount turboprops.
Mandala hopes to introduce 12 B727s over a two-year period, and the initial
aircraft are expected to be bought from All Nippon Airways. Pilots are
already undergoing simulator training on Malaysia Airlines' B737 simulator.
NON-SCHEDULED AIRLINES are airlines which do not operate scheduled flights,
because their main business is not regular passenger air transportation.
They operate flights for their own purposes or for the public under charter
arrangements. They include supplementary airlines or air taxis, which
operate flights for at most 15 passengers. Non-scheduled airlines emerged
in the early 1970s as a result of the boom in the oil and timber business in
the country. At that time, the number of non-scheduled airlines grew
rapidly to over 70. Later, during the recession in the 1980s, which was
brought about by the collapse of the oil price on the world market, the
number of non-scheduled airlines dropped to 17 only. Of the 17
non-scheduled airlines in operation in Indonesia, the biggest is PT. Gatari
Air Services which has a fleet of 30 aircraft. Another major uncsheduled
airline is PT. Indonesia Air Transport (IAI), which operates as a member of
the Bimantara Group, and it has changed its status from a PMA (Foreign
Invested) to PMDN (Domestic Invested) company. Its fleet grew from only 1
to 24 in 1990 and its operations also expanded, serving not only the oil
industry, but also the timber industry, the Government and individuals under
charter arrangements.
GENERAL AIRLINES
Another flight operation which may be classified as unscheduled is general
aviation. This type of flight operation is generally for personal and
non-commercial uses. General aviation services include the so-called
executive flights. For survival reasons, many general aviation companies
have become commercial by providing non-scheduled flight services to those
in need of such services. In terms of ownership, general aviation companies
are owned not only by government agencies but also by big domestic business
groups. There are 23 companies or organizations which are enganged in this
business line.
D. BEST SALES PROSPECTS
As discussed above, 28% of the larger aircraft in Indonesia are over 21
years old, 52% small aircraft are over 11 years old. Also, the geographical
condition of Indonesia and the GOI plan to develop the Eastern Part of
Indonesia (Indonesia Bagian Timur) will give the opportunity for new
investment by many non-scheduled and general airlines. Best prospects for
U.S. products includes:
1. Propellers/Rotors and parts thereof (see breakdown in the import
statistics).
2. Engine and parts (see breakdown in the import statistics)
E. COMPETITIVE SITUATION
I. Domestic Production
Industri Pesawat Terbang Nusantara (Nusantara Aircraft Industry, usually
called IPTN), is a state-owned company established in 1962. IPTN started
assembly of some products in 1977, and full-scale manufacturing in 1978.
IPTN is the only company engaged in the product line. For fixed-wing
aircraft, IPTN has a joint venture agreement with CASA of Spain for the
CN-235 and NC-212 project; and with NDO of Japan for a Computer Software
Development Project.
International cooperation partners of IPTN include CASA of Spain, MBB of the
Federal Republic of Germany, Aerospatiale of France, Bell Helicopter Textron
of USA, Boeing Company of USA, General Dynamics of USA, General Electric of
USA, AEG of Federal Republic of Germany, Fabrique de Zeebruggue of Belgium,
NDO of Japan, FIAS of France, Turbomeca of France, Rolls Royce of England,
Solar Turbine International Corp of USA, Garrett of USA, Pratt & Whitney of
USA, Allison of USA, Lycoming Textron of USA, British Aerospace of England,
Hughes Aircraft System International of USA, Fokker BV of the Netherlands,
Airbus Industry of the European Community, and IBM of USA.
Based on data available, the aircraft production capacity of IPTN is as
follows:
- Heli BO 105 22 units per annum
- Heli Puma 10 units per annum
- Heli BK 117 10 units per annum
- Aviocar CASA 212 24 units per annum
- Aviocar CN 235 7 units per annum
In addition to the above products, IPTN also produces weapons systems: FFAR
2.75" and Torpedo; and components for the F-16, Boeing 767 and Boeing 737.
IPTN has also set a target to produce 50-seat planes ( N-250) starting in
1996 and is also planning to make 70-seat planes after the year 2006.
IPTN also provides the following services:
- Aircraft maintenance, repair and overhaul
- Engine maintenance, repair and overhaul product support
- Maintenance and operation training
- Aircraft refurbishment
- Computational services
- Computer software development
There is no available data on annual sales, however, IPTN has domestic
buyers as their primary market, and foreign buyers. IPTN has received
orders for their aircraft from the following local buyers:
- Merpati Nusantara Airlines: 22 NC-212, 13 CN-235
- Pelita Air Service: 12 NC-212, 36 NBO-105, 4 NSA-330, 4 NAS-332
- The Police: 13 NBO-105
- The Army: 4 NC-212, 22 NBO-105, 4 NB-412
- The Airforce: 10 NC-212, 6 CN-235, 7 NSA-330, 7 NB-412
- The Forestry Ministry: 10 NBO-105
Orders from foreign buyers include:
- Thailand: 5 NBO-105
- Guam: 3 NBO-105
- France: 15 CN-235
- Turkey: 52 CN-235
- Morocco: 7 CN-235
- Saudi Arabia: 4 CN-235
- Chile: 3 CN-235
- Brunei Darussalam: 3 CN-235
FFV Aerotech of Sweden made a commitment for 24 IPTN-built N-250 transports
in February 1990. The FFV order is worth about & 200 million. The leasing
and maintenance company already has 13 CN-235s on order which IPTN produces
in cooperation with CASA of Spain.
In 1990, Indonesia had spent &1 billion on IPTN. That includes & 600
million for equipment and facilities, and the remainder went for working
capital. The company is now working on the wholly Indonesian-designed
N-250. Aerodynamic testing of the 50-passenger N-250 has been completed.
The first N-250 flight is scheduled for 1995. US Federal Aviation
Administration certification and first customer deliveries are planned in
1996. The N-250 price will be &9-10 million in current-year dollars.
Dassault of France contributed computer-aided design/computer-aided
manufacturing (CAD/CAM) expertise and will assist in marketing the
aircraft. The N-250 development program will cost an estimated &250
million, with production of eight prototypes absorbing & 118 million of the
budget. Break-even point is about 250 aircraft with an estimated total
market of 400 N-250s.
IPTN is progressively increasing its work share on both the NC-212 and the
license-built helicopters. The company now fabricates 100% of the NC-212
and NBO-105 airframes. Although NBO-105 rotor blades and transmissions are
supplied by MBB, IPTN is now building the flight control system. The
factory also builds about 40% of the 15 place NB 412 airframe and expects to
fully manufacture both the NB-412 and NAS-330/332 airframes by mid-1992.
Component subcontracting is gaining momentum at IPTN as both a revenue
earner and a means to introduce new technology. The facility recently won
more than &100 million in parts orders from international aircraft
manufacturers. These include a &30 million award for production of 737
trailing edge flaps. IPTN also makes milled and wing and tail parts for the
Fokker F-100 transport and has a &4.9 million contract with Pratt & Whitney
to produce engine components.
A &57 million subcontract to manufacture components for General Dynamics
began in 1988 and involves 800,000 manhours of work. IPTN will produce F-16
forward engine access doors, fuel and weapon pylons, main landing gear doors
and vertical fin skins. The pact could lead to F-16 production in Asia.
IPTN also will benefit from a Garuda purchase of six Boeing 747-400s and
four McDonnel Douglas MD11s plus two options. The offset manufacturing
agreements that are normally part of such contracts could be worth up to 35%
of the value of the orders, which total &2 billion.
IPTN is also expanding the capabilities of its universal powerplant
maintenance center. The eventual goal is to build a design and
manufacturing capability for gas turbine engines. Currently the center can
maintain and repair Allison 250-C20, Textron Lycoming LTS101, Pratt &
Whitney PT6 and Turbomeca Makila turboshaft engines. It is also qualified
on the Garret PTE331 and General Electric CT7 turboprops. In February,
1992, IPTN signed a co-production agreement with General Electric for the
CT7 turbo-prop engine used on the CN-235.
To support the aviation industry in Indonesia, the Directorate General of
Air Communications undertakes the Certification of foreign made aircraft
imported to Indonesia, and those produced domestically by IPTN (CN-235,
C-212, BO-105, Puma and Super Puma, Bell-412). A limited Bilateral
Airworthiness Agreement was signed between FAA/USA-DGAC/Indonesia in 1986,
and a Tripartite Agreement between DGAC/Indonesia - FAA/USA - DCA/Spain was
signed in 1989.
Since its establishment in 1974, IPTN has manufactured:
1. BO-105 100 units
2. NC-212 90 units
3. Bell-412 20 units
4. Puma & Super Puma 20 units
5. CN-235 15 units
Market Reports, May 19, 1992
b. Imports
As shown on the statistics, imports of passenger/cargo aircraft/engines and
parts was valued at US& 103.3 million in 1989, and US& 406.3 million in
1990. Industry sources feel that the great diversity of aircraft in
Indonesia and lack of local products make Indonesia highly dependent on
imports. It is estimated that imports account 90% of total market demand.
Some Indonesian operators have their warehouses in Singapore and do the
maintenance and overhaul outside Indonesia. Therefore, the equipment
installed in Singapore is not counted as imported by the Indonesian Central
Bureau of Statistics.
The following is the breakdown of imports of Aircraft, Aircraft Engines and
Parts, based on the trade statistics issued by the Indonesian Central Bureau
of Statistics, and compiled by USFCS Jakarta:
1. Propellers/Rotors and parts thereof, includes:
Turbo propellers for aircraft engines with various power, propellers and
rotors for aircraft, other propellers and rotors and parts, parts of
reaction engines or turbo propeller for aircraft engines (in US& 000).
COUNTRY 1988 % 1989 % 1990 %
U.S.A 5,067 72.7 9,300 37.5 10,413 56.7
U.K - 1,690 6.8 1,751 9.5
France 1,260 18.0 753 3.0 1,668 9.0
Netherlands - - 276 1.0 471 2.5
Spain - - 4,420 17.8 786 4.2
Germany - - 230 1.0 391 2.1
Other Countries 640 9.3 8,814 32.9 2,889 16.0
Total 6,967 100 24,817 100 18,369 100
2. Under-carriages (landing gear) and parts thereof, includes:
Under-carriages for aircraft, other under-carriage and parts (in US& 000).
COUNTRY 1988 % 1989 % 1990 %
U.S.A. 11.4 41.9 6,656 83.1 1,992.0 28.4
U.K 15.8 58.1 533 6.6 282.5 4.0
France - - 17 - 94.4 1.3
Netherlands - - 51 0.6 4.6 -
Spain - - 159 2.0 15.3 -
Germany - - 41 0.5 4,261.3 60.8
Other Countries - - 552 72.0 352.0 5.5
Total 27.2 100 8,089 100 7,002.0 100
3. Engines and parts, including:
aircraft engines, parts of other gas turbines for aircraft engines,
pneumatic power engines and linear motors acting for aircraft, other
hydraulic power engines and motors for aircraft, pneumatic power engines and
motors for aircraft, parts of gas turbines for aircraft engines, turbo jets
for aircraft engines, reaction engines for turbo jets, and other parts for
aircraft engines (in US& 000).
COUNTRY 1988 % 1989 % 1990 %
U.S.A 8,055.7 61.1 9,488.7 42.2 7,105 59.2
U.K 461.7 3.5 5,604.2 24.9 1,090 9.1
France 2,412.0 18.3 427.5 1.9 11 0.1
Netherlands 78.0 0.6 81.6 0.4 123 1.0
Spain 5.0 - - - 17 0.1
Germany - - 378.6 1.8 1 -
Other Countries 2,166.4 16.5 6,516.4 29.0 3,660 30.5
Total 13,178.8 100 22,467.0 100 12,007 100
4. Other parts of aircraft other than propellers, rotors, under-carriages
and engine parts. For example: airframe and wing assemblies, brakes,
wheels, tires, gears, pumps, ignition systems, carburetors, batteries,
air/oil filters, spark plugs, instruments, and general hardware such as
nuts, bolts, rivets, washers, screws, etc (in US& 000).
COUNTRY 1988 % 1989 % 1990 %
U.S.A 15,061.4 30.3 6,077.5 35.6 11,572 27.8
U.K 8,432.5 17.0 2,508.5 14.7 9,311 22.4
France 1,533.2 3.2 539.5 3.2 1,018 2.5
Netherlands 1,075.0 2.1 684.6 4.0 1,526 3.6
Spain 5,991.0 12.0 1,208.0 7.1 11.855 28.5
Germany 3,408.6 6.8 1,106.0 6.5 2,803 6.7
Other Countries 14,212.3 28.6 4,921.9 28.9 3,509 8.5
Total 49,714.0 100 17,046.0 100 41,594 100
5. Aircraft, including aircraft without means of mechanical propulsion,
aircraft of unladen weight less than 2000 kgs, aeroplanes and other
aircraft of unladen weight more than 2000 kgs, and less than 15,000 kgs,
aeroplanes and other aircraft of unladen weight more than 15,000 kgs (in
US& 000).
COUNTRY 1988 % 1989 % 1990 %
U.S.A 369 39.9 7,695.8 36.9 25,791.4 9.2
U.K 10,958.7 52.5 - -
France - - 28,140.0 10.0
Netherlands - - - - 167,494.1 59.9
Spain - - - - - -
Germany - - 2,200.0 10.5 - -
Other Countries 559 60.2 13.5 0.1 58,466.5 20.9
Total 928 100 20,868 100 279,892 100
c. The U.S. market position
As shown on the breakdowns above, the U.S. plays the major role from year to
year in Indonesian import of aircraft and parts. U.S. shares its market
with the Netherlands, U.K., France and Spain. This is because the majority
of aircraft used in Indonesia are U.S. products.
US aircraft represent the major portion of the Indonesian fleet. Out of 604
fixed wing aircraft registered, there are 14 Boeing, 41 Douglas, 13
Gulfstream, 78 Piper, 52 Beech, 79 Cessna and 11 others.
The U.S. suppliers which have cooperation agreements with IPTN includes Bell
Helicopter Textron Inc., Boeing, General Dynamics, General Electric, Solar
Turbine International Corp., Garrett, Pratt & Whitney, Allison, Lycoming
Textron, Hughes Aircraft System, and IBM.
d. Competitive Factors
In terms of parts and components, the air service industry in Indonesia
prefers US products over European products because of their many vendors.
US firms which have established good relations with the operators stand a
better chance of making sales than those which rely only on long-distance
advertising and infrequent calls.
Many European components are difficult to get because they have specialized
vendors and orders should be placed long in advance.
F. MARKET ACCESS
I. Import Climate
There is no import duty on any kind of aircraft parts. 10% value added tax
and 30% sales tax on luxury goods are applied to some of the goods. Below
is a description of the customs tariff:
SIC HS CODE Description VAT Sales Tax on
Luxury goods
3724 88071000 Aircraft engines 10% free
84091000 Turbines, aircraft type 10% free
3728 84.11 Turbo-jets, turbo-propellers,
other gas turbines for aircraft 10% free
8803.10 Propellers and rotors and parts
thereof 10% free
8803.20 Under-carriages and parts thereof 10% free
8803.30 Other aircraft subassemblies and
8803.90 parts, for example: airframe, wing,
brakes, wheels, tires, gears, pumps
ignition systems, batteries,
carburetors, air and oil filters,
spark plugs, general hardware, etc. 10% free
Effective import duty for complete aircraft, if to be used for corporations,
is 2.5%, and 30% if for private use.
II. Barriers
Government Regulations
GOI policy on the importation and granting of aircraft operational license
is laid down in Presidential Instruction No. 1 of 1980.
o IPTN is given the highest priority to fulfil domestic aircraft needs,
both for commercial and military purposes.
o The indonesian government will give priority to international aircraft
industries having an interest in entering a work contract with IPTN with
an off-set scheme. For instance, if the government orders a number of
fighting aircraft from a company, it is obliged to leave a certain
percentage of the work to IPTN.
o In addition, the government also protects IPTN from competition by
others, by:
o banning the import of aircraft and helicopters of the same type and
fuction with those that are being built, or will be built in Indonesia,
namely CASA C-212, BO-105, and PUMA S-330.
o no new operational licence will be issued for aircraft and helicopters
of the same type and/or function with those mentioned above. Exceptions
are granted only by the President.
Type and specifications of aicraft which may not be imported are as follows:
- Aircraft of the type and/or functions similar to those of CASA C-212, such
as:
1. Twin Otter, 20 pax
2. Skyvan/skyline (SD 3-30), 18 pax/30 pax
3. BN 2A - MEK III-2 Trislander (UK), up to 16 pax
4. Nomad (in 22 b/n 24A), 17 pax
5. Metro II (Swearingen), 19 - 20 pax
6. Bandeirante (Embraer), 18 - 21 pax
7. Canadair CL 215, 15 - 19 pax
8. Jetstream SRS-200 (UK), 12 - 16 pax
9. Airmetal AM-C 111 (Germany), 24 pax
10. Dornier DO 28 yservan (Germany), 12 pax
11. Arava PI 102/202 (Israel), 20 pax
12. Beechcraft B 29 airliner (USA), 16 pax
13. Islander CBN - 2A, 8 - 9 pax
14. Merlin (Swearingen), 6 - 15 pax
15. Embraer - 12 X (Brazil), 9 pax
16. Mitsubishi MU-1 (Japan), 14 - 11 pax
17. Beechcraft A 100 King Air, 13 pax
18. Beechcraft Super 200 King Air, 15 pax
19. Hamilton SK Ytrader 800 (USA), 12 pax
20. Hamilton Westwind 11 STD (USA), 17 pax
21. Mckinnon G 21 G Turgoose (USA), 11 pax
22. Mohawk 398 (USA), 25 - 28 pax
23. Rockwel 690 B Turbocommander, 7 - 11 pax
24. Fiat G - 222, 20 pax
25. Cesna Citation I, II, III, 8 - 15 pax
26. Piper: Clayene, Navayo, 6 - 8 pax
As a result of this regulation, import of aircraft is very difficult.
Although many IPTN products are not suitable to Indonesian use, operators
have to prioritize their selection to IPTN. The import license is issued by
the Directorate General of Air Communication with BPPT's (Agency for the
Assessment and Application of Technology) approval. It takes two to three
years for an operator to receive this license.
III. Distribution/Business Practice
When the state-owned airlines such as Garuda Indonesia and Merpati buy their
aircraft, the parts are purchased under contract agreement with the aircraft
vendors. Sometimes an offset agreement with IPTN are also needed.
General and Non-scheduled airlines place their orders directly with the
vendor. The parts and equipment are bought through distributors or supply
houses in the country or neighbouring contries or directly from the source
country, wherever the cost is the most effective.
Business practice in relation to IPTN is divided into:
1. Structure: IPTN and its joint venture companies make part of the
structure. For example, NC-212 structure is shared by IPTN and CASA. Both
companies share part of wing, tail and body.
2. Equipment: IPTN presents a list of vendor items for equipment. The list
will show vendor part number of engines, propellers, hydraulic and
electronic systems, telecommunications systems and other parts, and the
supplier of those equipment. The price for aircraft sold by IPTN includes
the price of aircraft and initial spare parts. IPTN gives a guarantee to
the buyer for a certain period using these initial spare parts.
After the guarantee period, operators buy the spare parts directly from
suppliers or through agents because this should shorten the chanel of
distribution.
IV. Financing
Financing and payment practices in this sector follow normal business
standards, with a majority of the financial transactions done through
banking institutions. The usual means of payment are Letters of Credit.
V. Key Contacts
The following is a list of key government officials, organizations and
association which are related to civil aviation in Indonesia.
GOVERNMENT AGENCY
1. Mr. Zainuddin Sikado
Director General For Civil Air Communication
Department of Communications
Jl. Angkasa I/2
Jakarta Pusat, Indonesia
Tel. (62-21) 412 384, 418 016
Fax. (62-21) 416 779, 411 169
2. Mr. Suwardi, SH
Director, Air Transportation
Department of Communications
Jl. Angkasa I/2
Jakarta Pusat, Indonesia
Tel. (62-21) 413 365
3. Ir. Sartono Dwijosugondo
Director, Safety of Air Transportation
Department of Communications
Jl. Angkasa I/2
Jakarta Pusat, Indonesia
Tel. (62-21) 413 417
4. Mr. Wage Mulyono
President Director
Garuda Indonesian Airways
Danareksa Building, 4th Floor
Jl. Merdeka Selatan 17
Jakarta Pusat, Indonesia
Tel. (62-21) 380 0592
Fax. (62-21) 368 031
5. Prof. Dr. Ing. B.J. Habibie
Chairman
Agency for the Assessment and Application of Technology (BPPT)
BPPT Building, 3rd Floor
Jl. M.H. Thamrin 18
Jakarta Pusat, Indonesia
Tel. (62-21) 322 302, 324 767, 328 169, 304 2001
(Mr. Habibie is also the President Director of Nusantara Aircraft
Industry, and also the Chairman of the Agency for the Development of
Strategic Industries. He is the Indonesian State Minister of Research
and Technology.
6. Ir. S. Paramayuda
Director for Commercial Affairs
Nusantara Aircraft Industry (IPTN)
Bank Bumi Daya Plaza, 14th Floor
Jl. Imam Bonjol 61
Jakarta Pusat, Indonesia
Tel. (62-21) 328 104
7. Ir. Harsono Pusponegoro
Director for Technology
Nusantara Aircraft Industry (IPTN)
BPPT Building, 15th Floor
Jl. M.H. Thamrin 8
Jakarta Pusat, Indonesia
Tel. (62-21) 323 935, 336 508, 327 202
ASSOCIATION
8. Indonesian National Aircrafters Association
Jl. Hayam Wuruk 4 JX
Jakarta 10120, Indonesia
Tel. (62-21) 366 952, 351 434
Fax. (62-21) 351 436
Contact: Mr. Soelarto Hadisoemarto (Chairman)
Mr. Benny Rungkat (Executive Secretary)
SCHEDULED AIRLINES
9. Merpati Nusantara Airlines
Jl. Angkasa No. 2 Kemayoran
Jakarta Pusat, Indonesia
Tel. (62-21) 413 608
Fax. (62-21) 420 7311
Contact: Mr. Frans H. Sumolang, President Director
Directors: Mr. Rafdi Samin
Mr. Rozali
Mr. Ridwan Fatarudin
Mr. Syufri Saleh
10. Bouraq Indonesia
Jl. Angkasa 1-3 Kemayoran
Jakarta Pusat, Indonesia
Tel. (62-21) 629 5388, 629 5364, 659 5374, 659 5326, 659 5398
Fax. (62-21) 629 8651
Contact: Mr. Jarry Albert Sumendap, President Director
11. Sempati Air
Halim Perdana Kusuma Airport
Terminal Building, Ground Floor
Jakarta 13610, Indonesia
Tel. (62-21) 809 4407
Fax. (62-21) 809 4420
Contact: Mr. Hasan M. Soedjono, President Director
Mr. Budi Rahardjo, Director
12. Mandala Airlines
Jl. Garuda No. 76
Jakarta Pusat, Indonesia
Tel. (62-21) 413 480, 416 100, 419 491
Fax. (62-21) 419 491
Contact: Mr. Santoso Suharto, President Director
Mr. Sewardjo, Director
NON-SCHEDULED AIRLINES & GENERAL AIRLINES
13. Pelita Air Services
Jl. Abdul Muis 52-54
Jakarta Pusat, Indonesia
Tel. (62-21) 380 1230
Fax. (62-21) 365 661
Contact: Mr. Captain Alibasyah, Operation Manager
Mr. Aen Harmaen, Logistic Manager
14. PT. Dirgantara Air Service
PENAS Building
Jl. Patrice Lumumba, Kemayoran
Jakarta Pusat, Indonesia
Tel. (62-21) 417 312, 417 206, 417 364
Fax. (62-21) 858 3678
Contact: Mr. Saidi Umar, Director
15. PT. Derazona Air Services
Bandara Halim Perdana Kusumah
Main Terminal. 2nd Floor, Room 267
Jakarta 13160, Indonesia
Tel. (62-21) 809 3427 (direct), 809 1108 ext. 387, 388, 389
Fax. (62-21) 809 1457
Contact: Drs. Asril Lamisi, President Director
16. PT. Deraya Air Taxi
Bandara Halim Perdana Kusumah
Terminal Building, 1st Floor, 150H
Jakarta 13160, Indonesia
Tel. (62-21) 809 3627, 809 1108 ext. 392, 331, 482
Contact: Mrs. Siti Rahayu Soemadi, Director
17. PT. Gatari Hutama Air Services
Terminal Building, 2nd Floor
Bandara Halim Perdana Kusumah
Jakarta 13160, Indonesia
Tel. (62-21) 809 3428, 809 1798, 809 0091, 809 3429
Fax. (62-21) 809 2900
Contact: Mr. Kabul Riswanto, President Director
18. PT. Airsafe Utama
Wisma Antara 18th Floor
Jl. Merdeka Selatan 17
Jakarta Pusat, Indonesia
Tel. (62-21) 380 6135, 380 6963, 384 3039
Fax. (62-21) 380 6134
Contact: Mr. Gazuli Sindhi Surataruna, President Director
Mr. Geoge Christiaan Van Holtz, Director
19. PT. Airfast Indonesia
Kuningan Plaza North Tower, Suite 304
Jl. H.R. Rasuna Said Kav. C11-14
Jakarta Selatan, Indonesia
Tel. (62-21) 520 7689, 520 7696
Fax. (62-21) 510 604
Contact: Mr. Erlangga Suryadarma, Director
20. PT. National Air Charter Ltd.
Jl. Suryopranoto 9, Block B
Jakarta Pusat, Indonesia
Tel. (62-21) 371 002, 380 4710, 371 117
Fax. (62-21) 416 807
Contact: Drs. Dicky Turner, President Director
Mr. Sukada Sumawidjaya, Director
21. PT. Indo Avia
Jl. Angkasa, Kemayoran
PO Box 3177 Jakarta
Jakarta 10720, Indonesia
Tel. (62-21) 411 344
Fax. (62-21) 416 807
Contact: Mr. Rusdy Attamimi, Director
22. PT. Indonesia Air Transport
Jl. Pondok Cabe Airport, Aerodrome Pondok Cabe
Ciputat 15418, Jakarta Selatan, Indonesia
Tel. (62-21) 749 0231, 749 0215
Fax. (62-21) 749 1287
Contact: Mr. Rosano Barack, Director
23. National Utility Helicopter
Jl. Tanah Abang I No. 11E
Jakarta 10160, Indonesia
Tel. (62-21) 352 529, 380 4683
Fax. (62-21) 380 4683
Contact: Mr. Raden Bambang Wibisono Rusmiputro, President Director
24. EASTINDO
Halim Perdana Kusuma Airport, 2nd Floor
Jakarta 13610, Indonesia
Tel. (62-21) 809 3500, 809 1108 ext. 494, 141, 144
Fax. (62-21) 809 2710
Contact: Mr. Pontjo Nugro Susilo, President Director
25. Mantrust Asahi Airways, PT.
Ratu Plaza Building, 30th Floor
Jl. Jenderal Sudirman No. 9
Jakarta 10270
Tel. (62-21) 711 061, 711 063, 711 065
Fax. (62-21) 739 3918
Contact: Mr. George Kumaat, Director
26. Wisma Daria Dharma Nusantara Transport
Jl. Iskandarsyah Raya 7, Kebayoran Baru
Jakarta 12160, Indonesia
Tel. (62-21) 772 120, 739 9447, 739 7974
Fax. (62-21) 739 7982
Contact: Mr. Sri Mulyono Herlambang, President Director
27. PENAS
Jl. Angkasa No. 1, Kemayoran
Jakarta 10730, Indonesia
Tel. (62-21) 413 780, 416 686, 415 227
Contact: Mr. Masma Subroto, President Director
PRIVATE COMPANIES DEALING IN AIRCRAFT, PARTS AND COMPONENTS:
28. Adi Perkasa Dirgantara
Kuningan Plaza, North Tower, 3rd Floor
Jl. H.R. Rasuna Said Kav. C11-14
Jakarta 12940, Indonesia
Tel. (62-21) 571 1844, 520 0786, 514 944
Fax. (62-21) 513 303, 520 0821
Contact: Mr. Yun Sumarsono, President Director
29. PT. Heliavia Nusantara
Kartika Chandra Building, 4th Floor
Jl. Jenderal Gatot Subroto 18-20
Jakarta 12930, Indonesia
Tel. (62-21) 512 156, 512 374, 514 396, 510 888
Fax. (62-21) 511 687
Contact: Mr. R. Widodo, Director
30. PT. Transavia Utama
Jl. Letjen S. Parman G1-2
Jakarta 11480, Indonesia
Tel. (62-21) 548 2008, 530 1675
Fax. (62-21) 548 0102, 530 2711
Contact: Mr. Rizwan Halim, President Director
Mr. Sukendro Wardojo, Director
31. PT. Jasa Angkasa Semesta
Bimantara Building
Jl. Kebon Sirih No. 17 - 19
Jakarta 10340, Indonesia
Tel. (62-21) 520 0302, 520 0370, 520 7870, 520 7853
Fax. (62-21) 520 7853
Contact: Mr. Sutoyo, President Director
28. PT. Indopelita Aircraft Services
Hanggar IV - Bandara Pondok Cabe
Ciputat 15418, Tanggerang, Jawa Barat
Indonesia
~r Tel. (62-21) 742 658, 749 0634, 741 633 ext. 121
Fax. (62-21) 365 661
Contact: Mr. Soebagio, President Director
G. TRADE PROMOTION OPPORTUNITIES
The most appropriate tool to further expand exports of US products is to
contact the end user (listed on F.V) directly, introducing unique products
and equipment as listed in the best prospect paragraph.
Participation in regional aviation exhibitions, such as the Asian Air Show
held in Singapore in February, 1992, is also an excellent way to introduce
products. That show was well attended by personnel from several Indonesian
air service operators, and it is anticipated that more will attend future
shows. The next Singapore Air Show is scheduled for February 1994.
H. APPENDIX
The type of aircraft in Indonesia:
There was a total of 810 aircraft registered by the Directorate General Air
Communication in 1991. This number includes 111 jet and 493 non jet
aircraft, and 206 helicopters.
Type of Aircraft Number
Jet Aircraft:
Airbus A.300 9
Boeing 747-2U3B 6
Boeing 737-300 8
Douglas DC-10-30 6
Douglas DC-9 9
Douglas DC-9-32 9
Fokker F-28 MK.300 6
Fokker F-28 MK.4000 32
Fokker F-100 1
Fokker F-28 MK.1000 7
Falcon 20 F 4
Hawker Siddeley HS-125/700 4
Gulfstream I (Model-159) 4
Gulfstream I (Model-G1159) 1
Gulfstream Commander 659B-1000 1
BAe 146 Series 200 1
BAe 125-800 1
Beechjet 400 1
Challenger CL601-3A 1
----
Total 111
====
Non Jet:
FxD.+?zokker 27 MK.500 6
Fokker F-27 MK.100/200/400/600 15
Hawker Siddeley HS-748 Series 22
Lockheed L-188A, Electra 6
Lockheed L-382 Hercules 6
CASA N/C-212 Series 62
CN-235 series 16
Vickers Vanguard VC-8 series 9
Vickers Vanguard VC-9 series 2
Douglas DC-3/C-47 14
Douglas DC-6/B 2
Douglas DC-6B 1
DHC-6 Series, Twin Otter 1
DHC-3 Otter Amphibian 1
DHC-6 Series, Twin Otter 16
DHC 7-103 5
Piper PA-23-250 Series Aztec 13
Piper PA-31T, Cheyenne 1
Piper PA-32-300, Cherokee Six 4
Piper PA-31 Navajo 7
Piper PA-28 Series 14
Piper PA 18-150 Super Club 4
Piper PA-34-200T, Seneca II 3
Piper L-4J 4
Piper PA-28R-180 Series 5
Piper PA-30 Twin Commanche 1
Piper PA 36-285 Pawnee Brave 1
Piper PA 25-235 Pawnee 3
Piper PA 36-300 Pawnee Brave 1
Piper PA-31-350, Chieftain 4
Piper PA 28R-200 Cherokee 1
Piper PA 23-160 Geronimo 1
Beech 65-A90 Taurus King Air 2
Beech A-100 King Air 2
Beech C-45 Volvar Turboliner 1
Beech B-19 Musketeer 3
Beech 95-B55 Baron 7
Beech A23-19 1
Beech C-23 Sundowner 21
Beech 19A Sport III 3
Beech 65-A80 Queen Air 1
Beech B-300 1
Beech 65/B, Queen Air 1
Cessna 172 Series Skyhawk II 9
Cessna 150 Series 4
Cessna 404, Titan Courier II 3
Cessna, Skynight 1
Cessna 402 Series 7
Cessna 650 Citation II 3
Cessna A185 Series, Skywagon 28
Cessna 180H 2
Cessna 310R 1
Cessna T 33-D Skymaster 1
Cessna U-206F Stationer 1
Cessna 404 Titan Courier II 1
Cessna 441 Conquest 1
Cessna TU-206 Series 10
Cessna Caravan 208 1
Cessna 117 B Cardinal 1
Cessna 182G Wren 460 1
Cessna 421 Golden Eagle 1
Cessna 152 3
Canadair Tail CL-44-4D 2
Gelatik PZL-104 2
Short Skyvan III SC-7 4
Short Skyliner III-100 4
Fairchild F-27 1
Christen Eagle II 1
Rallye 150 ST 1
Stinson 108-3 1
Lake LA-4-200 Buccaneer 2
Dornier DO 28 D-1 Skyservant 4
Grumman GI-11 Albatros 1
Grumman Goose G-21A 1
Grumman G-154 B 1
Tranavia PL-12 U Airtruk 1
Moni Tri Gear 1
Auster MK.3 Auglet 3
Saab Safir 91 C 1
Airtourer T6-24 6
Nurtanio LT-200 2
Hiller UH-12E 1
Christen Eagle II 1
KR-2 1
RV-4 1
Gulfstream Commander 695B/1000 1
Gulfstream III (Model G-1159A) 1
Gulfstream II (Model-G1159) 1
Transall C-160 6
BAC 111/401 AK 1
Britten Norman BN-2A, Islander 38
-----
493
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