© YUDHA ABIMANYU S-MAN 2021

LESSON OBJECTIVES

By the end of the discussion, participants will be able

to gain a better understanding of air traffic and air
navigational systems planning, as well as the
principles that apply to their operational
infrastructure. They will also be able to master the
concepts and methods for determining the airways.

© YUDHA ABIMANYU S-MAN 2021

 REFERENCES

 ICAO ANNEX 11 AIR TRAFFIC SERVICES

 ICAO DOC. 9426 ATS PLANNING MANUAL
 ICAO DOC. 4444 PANS ATM
 PM 55 TAHUN 2015 TATANAN NAVPEN
 PM 65 TAHUN 2017 - PKPS 170 PERATURAN LALU LINTAS
PENERBANGAN

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL

The term “Air Traffic Services (ATS)” has been

defined as being a generic term meaning variously,
flight information service, alerting service, air traffic
advisory service, air traffic control service (area
control service, approach control service or
aerodrome control service)

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL

OBJECTIVES OF AIR TRAFFIC SERVICES

The objectives of the air traffic services shall be to:

 Prevent collisions between aircraft
 Prevent collisions between aircraft in the manoeuvring area and
obstructions in that area
 Expedite and maintain an orderly flow of air traffic
 Provide advice and information useful for the safe and efficient
conduct of flights
 Notify appropriate organizations regarding aircraft in need of
search and rescue aid and assist such organizations as required.

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ESTABLISHMENT OF AUTHORITY

Contracting States shall determine, in accordance with the provisions of ATS and for the
territories over which they have jurisdiction, those portions of the airspace and those
aerodromes where air traffic services will be provided.
They shall thereafter arrange for such services to be established and provided in accordance
with the provisions of ATS, except that, by mutual agreement, a State may delegate to
another State the responsibility for establishing and providing air traffic services in flight
information regions, control areas or control zones extending over the territories of the
former.
The planning for and the execution of air traffic services (ATS) is essentially a national
responsibility unless agreements have been made amongst states to conduct ATS as a joint
effort for a defined area covering more than one state or for areas where no sovereign
rights are exercised (ex: high sea).
© YUDHA ABIMANYU S-MAN 2021
 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ESTABLISHMENT OF AUTHORITY

INDONESIA FIR

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ESTABLISHMENT OF AUTHORITY

In many states, the military services constitute a rather

important part of the airspace users.
In some states, military authorities have therefore established
their own ATS in parallel with the civil ATS system in order to
provide for their specialized operations (ex: fighter training,
interceptions, low-level missions, special air exercises).

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ATS PLANNING

In general, planning is understood as a dynamic process

which involves seeking out facts, questioning established or
newly proposed methods and searching for information.

It is also a continuing process which, in the interpretation of

available data and in the formulation of concepts, requires
vision, imagination and the courage to support and justify
one’s convictions.

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ATS PLANNING

Since ATS planning is an activity which cannot be disassociated

from the overall development of civil aviation, it must therefore
be assumed that there is already a civil aviation infrastructure
established and that the commencement or continuation of ATS
planning by an administration is complementary to, and forms a
part of, a national civil aviation plan.

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ATS PLANNING

Planning involves many disciplines, for example, once the need

has been justified, planning for a new control tower involves
associated disciplines involving civil engineering, architectural
design, electrical, mechanical and telecommunications
engineering, post and telegraph systems, to mention only a few
of the more important ones.

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ATS PLANNING

Economic studies are an essential element of planning. From this

source costs and benefits can be analysed and equated in
monetary terms and planning budgets prepared. The ATS
priorities within the total civil aviation development programme
can then be established.

© YUDHA ABIMANYU S-MAN 2021

 FACTORS AFFECTING PLANNING
INTRODUCTION
GENERAL
ATS PLANNING

In ATS planning, local circumstances and conditions will

inevitably lead to some differences in the methods, procedures
and systems used between States and even between units within
the same State.

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
DESIGNATION OF THE PORTIONS OF THE UNCONTROLLED AIRSPACE AND UNCONTROLLED AERODROMES
WHERE AIR TRAFFIC SERVICES WILL BE PROVIDED

INDONESIA FIR

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
DESIGNATION OF THE PORTIONS OF THE UNCONTROLLED AIRSPACE AND UNCONTROLLED AERODROMES
WHERE AIR TRAFFIC SERVICES WILL BE PROVIDED

UNCONTROLLED AIRSPACE & UNCONTROLLED AERODROME

DETERMINED IN NM

F245 F245

FIR
FIC/FSS

4000’ 4000’ 4000’

AFIZ AFIZ AFIZ
SFC SFC AFIS SFC AFIS SFC AFIS SFC

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
DESIGNATION OF THE PORTIONS OF THE AIRSPACE AND CONTROLLED AERODROMES
WHERE AIR TRAFFIC SERVICES WILL BE PROVIDED

DESIGNATION OF AIRSPACE
AND CONTROLLED
AERODROMES IN JAKARTA FIR
•: CONTROL AREAS
• CONTROL ZONES
• CONTROLLED
AERODROMES

© YUDHA ABIMANYU S-MAN 2021

 CONTROLLED AIRSPACE & CONTROLLED
AERODROME
F600
CTA/UTA
UPPER
ACC
ACC

F245 DETERMINED IN NM
F245 F245 CTA/TMA
APP or
ACC
LOWER F150
ACC F150 CTR
APP
IN NM
12000’
12000’ CTR CTR 12000’
4000’ APP 4000’ APP 4000’
ATZ ATZ ATZ
SFC SFC TWR SFC SFC TWR SFC TWR SFC

A controlled flight shall be under the control of only one air traffic control unit at any given
time.
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT AND DESIGNATION OF THE UNITS PROVIDING AIR TRAFFIC SERVICES

CONTROLLED AIRSPACE & CONTROLLED AERODROME

A. CONTROLLED AIRSPACE

AIRSPACE / UNIT ATS SERVICES

• AREAAREA
CONTROL AIR TRAFFIC • AIR TRAFFIC CONTROL SERVICES
(CTA) INCLUDE CONTROL UNITS :
TERMINAL AREA • AREA CONTROL • FLIGHT INFORMATION SERVICE
(TMA) CENTER (ACC) INCLUDE AIR TRAFFIC ADVISORY
SERVICE
• CONTROL ZONE • APPROACH
(CTR) CONTROL UNIT • ALERTING SERVICE
(APP)

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT AND DESIGNATION OF THE UNITS PROVIDING AIR TRAFFIC SERVICES

CONTROLLED AIRSPACE & CONTROLLED AERODROME

B. CONTROLLED AERODROME

UNIT ATS SERVICES

AIR TRAFFIC • AIR TRAFFIC CONTROL SERVICES
AIRSPACE /
AREA CONTROL UNIT :
AERODROME • FLIGHT INFORMATION SERVICE
• AERODROME
TRAFFIC ZONE CONTROL INCLUDE AIR TRAFFIC ADVISORY
(ATZ) TOWER (TWR) SERVICE

• ALERTING SERVICE

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT AND DESIGNATION OF THE UNITS PROVIDING AIR TRAFFIC SERVICES

UNCONTROLLED AIRSPACE & UNCONTROLLED

AERODROME
A. UNCONTROLLED
AIRSPACE

UNIT
FLIGHT
AIRSPACE / INFORMATION ATS SERVICES
AREA
FLIGHT CENTER (FIC) • FLIGHT INFORMATION SERVICE
INFORMATION & INCLUDE AIR TRAFFIC ADVISORY
REGION (FIR) SERVICE
FLIGHT
SERVICE • ALERTIG SERVICE
STATION (FSS)

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT AND DESIGNATION OF THE UNITS PROVIDING AIR TRAFFIC SERVICES

UNCONTROLLED AIRSPACE & UNCONTROLLED

AERODROME
B. UNCONTROLLED
AERODROME

UNIT
AERODROME
AIRSPACE / FLIGHT ATS SERVICES
AREA
AERODROME INFORMATION • FLIGHT INFORMATION SERVICE
FLIGHT SERVICE (AFIS) INCLUDE AIR TRAFFIC ADVISORY
INFORMATION OR SERVICE
ZONE (AFIZ) AERONAUTICA • ALERTIG SERVICE
L STATION

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
Identification of air traffic services units and airspaces

 An area control centre or flight information centre is identified by

the name of a nearby town or city or geographic feature

 An aerodrome control tower or approach control unit is identified

by the name of the aerodrome at which it is located

 A control zone, control area or flight information region is identified

by the name of the unit having jurisdiction over such
airspace

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
CLASSIFICATION OF AIRSPACES

See Annex 11 Air Traffic Services Chapter 2 Point

2.6

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT AND IDENTIFICATION OF ATS ROUTES

 ATS route is a specified route designed for channelling the

flow of traffic as necessary for the provision of air traffic
services

 ATS routes are identified by designators :

• Non Regional ATS Route Designators (Usually for
Domestic Flights)
• Regional Route Designators (Usually for Int’l Flights)

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT AND IDENTIFICATION OF ATS ROUTES

ATS ROUTES DESIGNATORS

 Non Regional ATS Route Designators

• H, J, V, W – for routes which are not area navigation routes
• Q, T, Y, Z – for area navigation (RNAV) routes

 Regional Route Designators

• A, B, G, R – routes which form part of the regional networks of
ATS routes and are not area navigation routes
• L, M, N, P – area navigation routes (RNAV) which form part of the
regional networks of ATS routes

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT AND IDENTIFICATION OF SIGNIFICANT POINTS

 Significant point is a specified geographical location used in

defining an ATS route or the flight path of an aircraft and for
other navigation and ATS purposes

 Significant points shall be established for the purpose of

defining an ATS route and/or in relation to the requirements
of air traffic services for information regarding the progress
of aircraft in flight

 Significant points are identified by designators (usually

consists of 5 letters)

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
ATS ROUTES & SIGNIFICANT POINTS

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
ESTABLISHMENT OF CHANGE-OVER POINTS

 Change-over points may establish on ATS route segments

defined by reference to very high frequency omni-directional
radio ranges where this will assist accurate navigation along
the route segments

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
CHANGE-OVER POINTS

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
TIME IN AIR TRAFFIC SERVICES

 Air traffic services units shall use Coordinated

Universal Time (UTC) and shall express the time in
hours and minutes and, when required, seconds of
the 24-hour day beginning at midnight

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
LANGUAGE PROFICIENCY

 An air traffic services provider shall ensure that air traffic

controllers speak and understand the language(s) used for
radiotelephony communications

 Except when communications between air traffic control

units are conducted in a mutually agreed language, the plain
language shall be used for such communications

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
MINIMUM FLIGHT ALTITUDES

 Minimum flight altitudes shall be determined and promulgated

Minimum flight altitudes for each ATS route and control area
over its territory. The minimum flight altitudes determined is
provide a minimum clearance above the controlling obstacle
located within the areas concerned

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
COORDINATION PROCEDURES

 Air traffic services authorities shall establish and maintain close

coordination with other authorities for the safe and expeditious
conduct of flights

 These Coordination arrangements shall be made in form of Letter

of Operational Coordination Agreement (LOCA)

 The arrangements for activities potentially hazardous to civil

aircraft, whether over the territory of a State or over the high
seas, shall be coordinated with the appropriate air traffic services
authorities

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
COORDINATION PROCEDURES

Letter of Operational Coordination Agreement (LOCA) shall be

made between :
 Air traffic services Unit and Adjacent air traffic services Unit
 Air traffic services Unit and meteorological authority
 Air traffic services Unit and aeronautical information service Unit
 Air traffic services Unit and military authorities
 Air traffic services Unit and Airport Authority
 Air traffic services Unit and Airline Operators

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
CONTINGENCY AND EMERGENCY PROCEDURES
CONTINGENCY ARRANGEMENTS

 Air traffic services authorities shall develop and promulgate

contingency plans for implementation in the event of
disruption, or potential disruption, of air traffic services and
related supporting services in the airspace for which they
are responsible for the provision of such services

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
GENERAL
CONTINGENCY AND EMERGENCY PROCEDURES
SERVICE TO AIRCRAFT IN THE EVENT OF AN EMERGENCY

 An aircraft known or believed to be in a state of emergency,

including being subjected to unlawful interference, shall be
given maximum consideration, assistance and priority over
other aircraft as may be necessitated by the circumstances

 To indicate that it is in a state of emergency, an aircraft

equipped with an appropriate data link capability and/ or an
SSR transponder might operate the equipment as follows:
• on Mode A, Code 7700; or
• on Mode A, Code 7500, to indicate specifically that it is
being subjected to unlawful interference; and/or
• activate the appropriate emergency and/or urgency
capability of ADS-B or ADS-C; and/or
• transmit the appropriate emergency message via CPDLC

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE

A service provided for the purpose of:

 preventing collisions:
• between aircraft, and
• on the manoeuvring area between aircraft and
obstructions
 expediting and maintaining an orderly flow of air traffic

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
DIVISION OF AIR TRAFFIC CONTROL SERVICE

This service being divided in three parts as follows:

 Area control service: the provision of air traffic control
service for enroute controlled flight

 Approach control service: the provision of air traffic control

service for those parts of controlled flights associated with
arrival and departure

 Aerodrome control service: the provision of air traffic

control service for aerodrome traffic

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
APPLICATION

Air traffic control service shall be provided:

 to all IFR flights in airspace Classes A, B, C, D and E;

 to all VFR flights in airspace Classes B, C and D;

 to all special VFR flights;

 to all aerodrome traffic at controlled aerodromes.

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
PROVISION OF AIR TRAFFIC CONTROL SERVICE

 AREA CONTROL SERVICE:

• by an Area Control Centre (ACC); or
• by an Approach Control Unit (APP) that providing
Approach Control Service in a Control Zone or in a Control
Area

 APPROACH CONTROL SERVICE:

• by an Approach Control Unit (APP) when it is necessary or
desirable to establish a separate unit
• by an Aerodrome Control Tower (TWR) or Area Control
Centre (ACC) when the functions and responsibility of the
unit is Combined

 AERODROME CONTROL SERVICE:

• by an Aerodrome Control Tower (TWR)
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
OPERATION OF AIR TRAFFIC CONTROL SERVICE

In order to provide air traffic control service, an air traffic control unit
shall:
 be provided with information on the intended movement of each aircraft, or
variations therefrom, and with current information on the actual progress of each
aircraft

 determine from the information received, the relative positions of known aircraft to
each other

 issue clearances and information for the purpose of preventing collision between
aircraft under its control and of expediting and maintaining an orderly flow of traffic

 coordinate clearances as necessary with other units:

• whenever an aircraft might otherwise conflict with traffic operated under the
control of such other units
• before transferring control of an aircraft to such other units.
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
SEPARATION

Separation by an air traffic control unit shall be obtained by at least

one of
the following:

 Vertical Separation, obtained by assigning different levels selected

from:
• 1000 feet (300 m) Vertical Separation Minimum Between FL 290 and
FL 410 Inclusive (RVSM)
• 2000 feet above FL 410

 Horizontal Separation, obtained by providing:

• Longitudinal Separation, by maintaining an interval between aircraft
operating along the same, converging or reciprocal tracks,
expressed in time or distance; or
• Lateral Separation, by maintaining aircraft on different routes or in
Continued….
different geographical areas
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
SEPARATION

 Composite Separation,
consisting of a combination of vertical separation and one of the other
forms of separation contained in horizontal separation, using minima
for each which may be lower than, but not less than half of, those used
for each of the combined elements when applied individually.
Composite separation shall only be applied on the basis of regional air
navigation agreements

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES

AIR TRAFFIC CONTROL SERVICE

AIR TRAFFIC CONTROL CLEARANCES

 An air traffic control clearance shall indicate:

 aircraft identification as shown in the flight plan
 clearance limit
 route of flight
 level(s) of flight for the entire route or part thereof and changes of levels if
required
 any necessary instructions or information on other matters such as approach or
departure manoeuvres, communications and the time of expiry of the
clearance

 Standard departure and arrival routes and associated procedures should be

established to facilitate:
 the safe, orderly and expeditious flow of air traffic
 the description of the route and procedure in air traffic control clearances Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
AIR TRAFFIC CONTROL CLEARANCES

 The flight crew shall read back to the air traffic controller safety-related parts of ATC
clearances and instructions which are transmitted by voice

 The following items shall always be read back:

 ATC route clearances;
 clearances and instructions to enter, land on, take off on, hold short of, cross and
backtrack on any runway
 runway-in-use
 altimeter settings
 SSR codes
 level instructions
 heading and speed instructions
 transition levels
Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
AIR TRAFFIC CONTROL CLEARANCES

 Other clearances or instructions, including conditional clearances, shall be read back or

acknowledged in a manner to clearly indicate that they have been understood and will
be complied with

 The controller shall listen to the read-back to ascertain that the clearance or instruction
has been correctly acknowledged by the flight crew and shall take immediate action to
correct any discrepancies revealed by the read-back

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
AIR TRAFFIC CONTROL SERVICE
AIR TRAFFIC FLOW MANAGEMENT

 Air traffic flow management (ATFM) shall be implemented for airspace where air
traffic demand at times exceeds, or is expected to exceed, the declared capacity
of the air traffic control services concerned

 When it becomes apparent to an ATC unit that traffic additional to that already
accepted cannot be accommodated within a given period of time at a particular
location or in a particular area, that unit shall so advise the ATFM unit or ATS
units concerned and Flight crews of aircraft destined to the location or area in
question and operators concerned shall also be advised of the delays expected
or the restrictions that will be applied

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES

AIR TRAFFIC CONTROL SERVICE

CONTROL OF PERSONS AND VEHICLES AT AERODROMES

 The movement of persons or vehicles including towed aircraft in the

manoeuvring area of an aerodrome shall be controlled by the aerodrome
control tower as necessary to avoid hazard to them or to aircraft landing,
taxiing or taking off

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES

AIR TRAFFIC CONTROL SERVICE

PROVISION OF RADAR AND ADS-B

 Radar and ADS-B ground systems should provide for the display of safety-
related alerts and warnings, including conflict alert, conflict prediction,
minimum safe altitude warning and unintentionally duplicated SSR codes

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 AIR TRAFFIC SERVICES

FLIGHT INFORMATION SERVICE (FIS)

 Flight information service is a service that accomplish the
objectives of providing advice and information useful for the safe
and efficient conduct of flights

 Flight information service shall be provided to all aircraft which

are likely to be affected by the information

 Flight information service does not relieve the pilot-in-command of

an aircraft of any responsibilities and the pilot-in-command has to
make the final decision regarding any suggested alteration of
flight plan

 The provision of air traffic control service shall have precedence

over the provision of flight information service whenever the
provisions of air traffic control service so requires
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
FLIGHT INFORMATION SERVICE (FIS)
SCOPE

 Flight information service shall include the provision of pertinent:

 SIGMET and AIRMET information

 information concerning volcanic eruptions and volcanic ash
 information concerning the release into the atmosphere of toxic
chemicals
 information on the serviceability of navigation aids
 information on changes in condition of aerodromes and associated
facilities, including information on the state of the aerodrome
movement areas
 any other information likely to affect safety

Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
FLIGHT INFORMATION SERVICE (FIS)
SCOPE

 In addition to previous items, flight information service provided to flights

shall include the provision of information concerning:

 weather conditions reported or forecast at departure, destination and

alternate aerodromes
 collision hazards to aircraft operating in airspace classes C, D, E, F and G
 status on navigation aids
 exercises in progress and airspace reservation (Restricted zone)
 any available information of surface sea vessels in the area for flight over
water areas when requested by a pilot

Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
FLIGHT INFORMATION SERVICE (FIS)
SCOPE

 Flight information service provided to VFR flights shall include the

provision of available information concerning traffic and weather
conditions along the route of flight that are likely to make operation
under the visual flight rules impracticable

 Where flight information service is the only service provided for en-route
traffic, it is generally provided to aircraft by a flight information centre
(FIC)

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
FLIGHT INFORMATION SERVICE (FIS)
AERODROME FLIGHT INFORMATION SERVICE (AFIS)

 Where flight information service is the only service provided to aircraft at and
in the vicinity of a given aerodrome, it is generally provided to aircraft by
aerodrome flight information service (AFIS)

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
FLIGHT INFORMATION SERVICE (FIS)
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

 Where flight information service is the only service provided to aircraft at and
in the vicinity of a given aerodrome, it is generally provided to aircraft by
aerodrome flight information service (AFIS)

 The meteorological information and operational information concerning

navigation aids and aerodromes included in the flight information service
shall, whenever available, be provided in an operationally integrated form

 Operational flight information service broadcasts, when provided, should

consist of messages containing integrated information regarding selected
operational and meteorological elements appropriate to the various phases
of flight. These broadcasts should be of three major types, i.e. HF, VHF and
ATIS
Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
FLIGHT INFORMATION SERVICE (FIS)
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

 When ATIS is provided:

 the information communicated shall relate to a single aerodrome
 the information communicated shall be updated immediately when a
significant change occurs
 the preparation and dissemination of the ATIS message shall be the
responsibility of the air traffic services
 individual ATIS messages shall be identified by a designator in the form
of a letter of the ICAO spelling alphabet. Designators assigned to
consecutive ATIS messages shall be in alphabetical order
 aircraft shall acknowledge receipt of the information upon establishing
communication with the ATS unit
 the appropriate ATS unit shall, in the case of arriving aircraft, provide the
aircraft with the current altimeter setting when needed
 the meteorological information shall be extracted from the local
meteorological report Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
FLIGHT INFORMATION SERVICE (FIS)
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

 If an aircraft acknowledges receipt of an ATIS that is no longer current,

any element of information that needs updating shall be transmitted to
the aircraft without delay

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
AIR TRAFFIC ADVISORY SERVICE
 A service provided within advisory airspace to ensure separation,
in so far as practical, between aircraft which are operating on IFR
flight plans

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
AIR TRAFFIC ADVISORY SERVICE
OBJECTIVE AND BASIC PRINCIPLES

 The objective of the air traffic advisory service is to make information on

collision hazards more effective than it would be in the mere provision of
flight information service. It may be provided to aircraft conducting IFR
flights in advisory airspace or on advisory routes (Class F airspace)

 Air traffic advisory service should only be implemented where the air traffic
services are inadequate for the provision of air traffic control, and the limited
advice on collision hazards otherwise provided by flight information service
will not meet the requirement. Where air traffic advisory service is
implemented, this should be considered normally as a temporary measure
only until such time as it can be replaced by air traffic control service

 Air traffic advisory service does not afford the degree of safety and cannot
assume the same responsibilities as air traffic control service in respect of
the avoidance of collisions, since information regarding the disposition of
traffic in the area concerned available to the unit providing air traffic advisory
service may be incomplete
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
AIR TRAFFIC ADVISORY SERVICE
APPLICATION

 An air traffic services unit providing air traffic advisory service shall:

• advise the aircraft to depart at the time specified and to cruise at the
levels indicated in the flight plan if it does not foresee any conflict with
other known traffic
• suggest to aircraft a course of action by which a potential hazard may
be avoided, giving priority to an aircraft already in advisory airspace
over other aircraft desiring to enter such advisory airspace
• pass to aircraft traffic information comprising the same information as
that prescribed for area control service

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
ALERTING SERVICE
 Alerting service is a service that accomplish the objectives of notifying
appropriate organizations regarding aircraft in need of search and
rescue aid

 Alerting service shall be provided:

 to all aircraft provided with air traffic control service
 in so far as practicable, to all other aircraft having filed a flight plan or
otherwise known to the air traffic services
 to any aircraft known or believed to be the subject of unlawful
interference

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
ALERTING SERVICE
APPLICATION
 Flight information centres or area control centres shall serve as the central point
for collecting all information relevant to the state of emergency of an aircraft
operating within the area concerned and for forwarding such information to the
appropriate rescue coordination centre

 In the event of a state of emergency arising from an aircraft while it is under the
control of an aerodrome control tower or approach control unit, such unit shall notify
immediately the flight information centre or area control centre responsible which
shall in turn notify the rescue coordination centre, except that notification of the area
control centre, flight information centre, or rescue coordination centre shall not be
required when the nature of the emergency is such that the notification would be
superfluous

 The aerodrome control tower or approach control unit responsible shall first alert and
take other necessary steps to set in motion all appropriate local rescue and
emergency organizations which can give the immediate assistance required

© YUDHA ABIMANYU S-MAN 2021

 AIR TRAFFIC SERVICES
ALERTING SERVICE
NOTIFICATION OF RESCUE PHASES

 Uncertainty Phase (INCERFA) when

 no communication has been received from an aircraft within a period of thirty

minutes after the time a communication should have been received, or from
the time an unsuccessful attempt to establish communication with such
aircraft was first made, whichever is the earlier
 an aircraft fails to arrive within thirty minutes of the estimated time of arrival
last notified to or estimated by air traffic services units, whichever is the
later

Except when no doubt exists as to the safety of the aircraft and its occupants

Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
ALERTING SERVICE
NOTIFICATION OF RESCUE PHASES

 Alert Phase (ALERFA) when

• following the uncertainty phase, subsequent attempts to establish communication

with the aircraft or inquiries to other relevant sources have failed to reveal any
news of the aircraft
• an aircraft has been cleared to land and fails to land within five minutes of the
estimated time of landing and communication has not been re-established with
the aircraft
• information has been received which indicates that the operating efficiency of the
aircraft has been impaired, but not to the extent that a forced landing is likely,
except when evidence exists that would allay apprehension as to the safety of
the aircraft and its occupants
• An aircraft is known or believed to be the subject of unlawful interference

Continued….
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
ALERTING SERVICE
NOTIFICATION OF RESCUE PHASES

 Distress Phase (DETRESFA) when

 following the alert phase, further unsuccessful attempts to establish

communication with the aircraft and more widespread unsuccessful inquiries
point to the probability that the aircraft is in distress
 the fuel on board is considered to be exhausted, or to be insufficient to
enable the aircraft to reach safety,
 information is received which indicates that the operating efficiency of the
aircraft has been impaired to the extent that a forced landing is likely
 information is received or it is reasonably certain that the aircraft is about to
make or has made a forced landing

Except when there is reasonable certainty that the aircraft and its occupants
are not threatened by grave and imminent danger and do not require
Continued….
immediate assistance
© YUDHA ABIMANYU S-MAN 2021
 AIR TRAFFIC SERVICES
ALERTING SERVICE
NOTIFICATION OF RESCUE PHASES

The notification shall contain as much of the following information as is available in

the order listed:

 INCERFA, ALERFA or DETRESFA, as appropriate to the phase of the

emergency;
 agency and person calling;
 nature of the emergency;
 significant information from the flight plan;
 unit which made last contact, time and means used;
 last position report and how determined;
 colour and distinctive marks of aircraft;
 dangerous goods carried as cargo;
 any action taken by reporting office; and
 other pertinent remarks

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

INTRODUCTION
PENYELARASAN REGULASI PBN GLOBAL

B-RNAV (Basic RNAV)

Sebelum ICAO
menstandarkan PBN P-RNAV (Precision RNAV) RNAV
dengan Dokumen 9613 RNAV10
tahun 2013, Eropa dan
USA menggunakan RNP10
terminologi yang berbeda
untuk teknik navigasi
US-RNAV (1, 4 etc) RNP
yang sama.
ada
monitoring
& alerting
di avionic

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

PBN TERMINOLOGI
Perlunya penyamaan terminologi untuk menghindari
kebingungan:
 Area Navigation adalah terminologi yang digunakan untuk
metode navigasi area navigation
Notes: dalam Doc 4444, Area Navigation disingkat RNAV

 RNAV digunakan hanya untuk RNAV specification.

 RNP digunakan hanya untuk RNP specification

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

ICAO ASBU
TECHNOLOGY
ROADMAP #3

PBN adalah
ENABLER satu-
satunya metode
bernavigasi yang
mendukung masa
depan penerbangan
© YUDHA ABIMANYU S-MAN 2021
 PERFORMANCE BASED NAVIGATION (PBN)

NAVIGASI KONVENSIONAL

 Rute dibangun berdasarkan alat bantu navigasi di darat (Ground based navigation
aids/NAVAIDs)
 Pesawat terbang diatas NAVAIDS atau intersection dua NAVAID
 Akurasi tergantung dari JARAKNYA KE/DARI NAVAIDS
 Protection Area semakin lebar bila semakin jauh dari NAVAIDs
 Fleksibilitas desain sangat terbatas

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

AREA NAVIGATION

Area Navigation adalah metode bernavigasi yang memungkinkan pesawat terbang mengambil
jalur yang diinginkan, dengan ketentuan:
 Berada dalam jangkauan station-referenced NAVIAIDs (ground atau space), atau
 Berada dalam jangkauan batasan self-contained system (avionics), atau
 Kombinasi kedua kemampuan tersebut.

AREA
NAVIGATION
ADALAH
ENABLER UNTUK
PBN

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

BAGAIMANA PILOT TERBANG AREA NAVIGATION

 Melalu penggunaan navigation computer
 Waypoints (coordinates) diinput ke computer
 Manual entry dimungkinkan, namun ada keterbatasan kapabilitas
 Secara otomatis terintegrasi dengan database
 Pilot membuat rute (waypoint-waypoint), misal: flight plan;
 Computer akan memperkirakan posisi menggunakan sensor yang ada
seperti VOR/DME, DME/DME, GNSS, dan menghitung estimasi rute
yang diinginkan.
 Deviasi antara posisi dan rute yang diinginkan akan memberikan
panduan informasi

ATC perlu memahami keterbatasan sistem avionics guna

menghindari memberikan instruksi/clearance secara parsial, yang
akan membuat Pilot menebak input waypoint selanjutnya untuk
menutup flight path pada navigation computer

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

PERFORMANCE-BASED NAVIGATION

 Berdasarkan konsep: AREA NAVIGATION

 Pesawat terbang melalui “WAYPOINTS” yang merujuk Ground NAVAIDs atau GNSS
(satellite) berdasarkan kemampuan pesawat (self-containment system) mempertahankan
posisinya sendiri (Performance-Based)
 Protection area linear (konstan)
 Desain sangat fleksibel  dapat menempatkan waypoints di mana saja

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

WAYPOINTS
 WAYPOINT adalah lokasi geografis spesifik yang dituliskan dalam koordinat WGS-84:
 Dapat berupa 3 (lima) huruf unik seperti OPABA, atau
 Berupa 3 (tiga) huruf kode bila terletak bersamaan dengan ground-based NAVAID yang
menggunakan 3 (tiga) huruf ICAO identifier, misalnya DKI, atau
 Berupa kode alpanumerik bila digunakan pada Terminal saja, misalnya AF510
 Digunakan sebagai referensi rute atau flight path Area Navigation
 Terdapat beberapa metode pesawat terbang melalui, ke, dari dan di antara Waypoints

ATC perlu memahami bahwa tiap pesawat yang terbang pada

flight path Area Navigation dengan Waypoints memiliki
manuver yang berbeda-beda

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

WAYPOINTS

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)
LEG DAN FLIGHT PATH
 Dalam Area Navigation, pesawat terbang berpindah-pindah dari satu Waypoint ke Waypoint lainnya
 Track antara waypoints disebut dengan ‘Leg’
 Komputer di pesawat akan memulai manuver saat mendekati Waypoint dan menyelesaikan pada Leg
selanjutnya
 Berbagai tipe Leg, mulai dari initiatif hingga komplit disebut dengan Path Terminator

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

ILUSTRASI PERBEDAAN BERNAVIGASI

KONVENSIONAL AREA NAVIGATION

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

DEFINISI PERFORMANCE-BASED NAVIGATION

 PBN memberikan rujukan PERSYARATAN SYSTEM PERFORMANCE untuk pesawat beroperasi pada air
traffic routes, instrument approach procedures, atau pada suatu designated airspace.
 Syarat Performance yang dimaksud didefinisikan dalam:
 Accuracy. Kemampuan sistem memberikan ketepatan perbedaan posisi antara posisi yang
diperkirakan dengan posisi sebenarnya
 Integrity. Kemampuan sistem memberikan PERINGATAN secara tepat waktu saat sistem tidak aman
digunakan
 Continuity. Kemampuan sistem navigasi memberikan layanan tanpa interupsi selama beroperasi
 Availability. : Kemampuan keseluruhan sistem melakukan setiap fungsinya saat akan menginisiasi
suatu operasi penerbangan

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

APA BEDA RNAV & RNP

RNAV 1 RNP 1
± RNP Value
Alert to Pilot
Accuracy limit
Karena perbedaan ini
1 NM 95% of flight time sehingga RNAV cenderung
Track Centerline
diimplementasikan pada
1 NM 95% of flight time lingkungan surveillance
karena tidak memiliki OPMA
sehingga ATC yang
bertindak melakukan
Monitoring & Alerting
Pada prinsipnya RNAV dan RNP sama, yang membedakan pada RNP
terdapat OPMA (On-board Performance Monitoring & Alerting)

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

PBN NAVIGATION SPECIFICATION

A-

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

BENEFIT PBN
FLEXIBLE DESIGN ROUTES AND PROCEDURES
 Reduces emissions by saving fuel
 Achieved via shorter/vertically optimized PBN flight paths
 Provides a mechanism for optimized profile descents
 Allows aircraft to descend from high altitudes to airports at minimum thrust settings
 Consistent, precise paths can be routed to avoid noise sensitive areas
 Noise levels can be reduced via use of optimized profile descents
 Allows lower, quieter thrust levels

IMPROVING SAFETY
 Reduces the risk of Controlled Flight Into Terrain (CFIT) accidents
 Provides very precise lateral and vertical flight paths
 Provides consistent, predictable and stabilized approaches
 Aircraft arrive at the runway aligned with the centerline: same configuration & same speed every time.
 Enables aircraft to reliably access airports with lower visibility restrictions

INCREASING AIRSPACE CAPACITY

 Increases traffic capacity through more efficient routes and smoother flows
 Reduces airspace conflicts between adjacent airports and prohibited or special use airspace□

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

FLIGHTPLANNING
ITEM 10
A GBAS landing system * If the letter R is
B LPV (APV with SBAS) used, the
D DME performance-based
G GNSS (See Note 2) navigation levels
I Inertial Navigation that can be met are
specified in ITEM 18
O VOR
following the
R PBN approved* indicator PBN/
ITEM 18

ITEM-10 EQUIPMENT
RNAV SPECIFICATION RNP SPECIFICATION
A1 RNAV 10 (RNP 10) L1 RNP 4
B1 RNAV 5 all permitted sensors O1 Basic RNP 1 all permitted sensors
B2 RNAV 5 GNSS O2 Basic RNP 1 GNSS
B3 RNAV 5 DME/DME O3 Basic RNP 1 DME/DME
B4 RNAV 5 VOR/DME O4 Basic RNP 1 DME/DME/IRU
B5 RNAV 5 INS or IRS S1 RNP APCH
B6 RNAV 5 LORANC S2 RNP APCH with BARO-VNAV
C1 RNAV 2 all permitted sensors T1 RNP APCH with RF
C2 RNAV 2 GNSS T2 RNP APCH without RF
C3 RNAV 2 DME/DME
C4 RNAV 2 DME/DME/IRU
D1 RNAV 1 all permitted sensors
ITEM-18 OTHER INFO D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)
FLIGHTPLANNING
FF WIIIZQZX
190008 ZSSSZFPM
(FPL-GIA5110-IN
-A333/H-SDE2E3FGHIJ2J4M1RWXY/LB1
-ZPPP0300
-K0872S1040 ELASU A581 BIDRU/K0869S1070 A581 SAGAG/N0472F360 B218
VTN/N0470F350 R470 ROT/N0471F360 R345 SRE W17 KOS/N0470F350 R334
PQU/N0465F330 M753 IPRIX/M077F330 M753 ENREP N891 URIGO/M080F360
DCT VTK/M079F350 B338 ANITO/N0467F350 B470 BUNIK
-WIII0441 WARR
-PBN/A1B1D1L1O1S2C1 NAV/AUSEP RNP2 DOF/211119 REG/PKGHD
EET/VLVT0045 VTBB0110 VLVT0111 VTBB0111 VDPF0140 VVHM0210 WSJC0238
WMFC0308 WSJC0322 WIIF0335 SEL/MQEP CODE/8A05AE OPR/GIA PER/C
RMK/TCAS EQUIPPED OVRFLT PERMITS MALAYSIA CAAM AT 0346 09 21) .
© YUDHA ABIMANYU S-MAN 2021
 PERFORMANCE BASED NAVIGATION (PBN)
FF WIIIZQZX
190102 OMDBUAEK
(FPL-UAE449-IS
-B77W/H-SDE2E3FGHIJ3J5M1P2RWXYZ/LB1D1
-NZAA0515
-M082F280 UPLAR/M082F280 A464 RIGMI/N0484F340 A464 SCOTT J208 BN
DCT IBUNA Q473 HAWKE V129 EML DCT 2115S14500E DCT RUSSO/N0490F360
DCT 18S140E 1600S13650E DCT DAPMA DCT DN J61 IKUMA A464 KIKEM M774
KEONG/N0486F380 M774 OLVES/M083F380 M774 KADAR/N0485F380 M774
TPG/M083F380 A464 SJ/N0485F380 G579 VJB A457 GUPTA GUPTA1G
-WMKK1012 WSSS
-PBN/A1B1C1D1L1O1S2T1 NAV/RNP2 DAT/1FANSP CPDLCX SUR/RSP180 260B
DOF/211119 REG/A6ECQ EET/NZZO0031 YBBB0130 WAAF0634 WIIF0836
WSJC0903 WMFC0935 SEL/JRAK CODE/896118 PER/D RALT/NZAA YBBN YBCS
YPDN WADD RMK/NRP HAR TCAS ADSB) .
© YUDHA ABIMANYU S-MAN 2021
 PERFORMANCE BASED NAVIGATION (PBN)

PBN IMPLEMENTATION STRATEGY

 Semua pesawat boleh menggunakan rute atau masuk ke sektor yang
diimplementasikan PBN
 ATCO harus mampu mengidentifikasi dan memisahkan pesawat yang PBN approved
dan yang tidak
MIXED
 More complex (memudahkan) bagi ATCO karena akan memberikan perlakuan yang
berbeda-beda pada pesawat yang PBN approved dan yang tidak
 Tidak ada tekanan bagi Airlines & Pilot untuk segera melakukan approval

 Hanya pesawat yang approved PBN navigation specs yang relevan yang boleh
menggunakan rute, SID/STAR atau memasuki sektor (designated airspace);
 Less complex (memudahkan) bagi ATCO karena tidak perlu membedakan perlakuan
pada pesawat
MANDATE
 Airlines dan Pilot perlu waktu untuk memenuhi persyaratan mandate

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

PHRASEOLOGY
CIRCUMSTANCES PHRASEOLOGIES & GIVE EXAMPLES
Departure instruction via SID (call sign) climb via SID (to level)
+ With speed and/or level constraint
CCA871 climb via 1A Departure
Arrival instruction via STAR [call sign] descend via STAR (to level)
+ With speed and/or level constraint
CCA871 descend via 2D Arrival
Confirming PBN approval [in case of doubtful] (call sign) confirm (navigation specification) approved
CCA871 confirm RNAV1 approved?
Pilot report degraded GNSS Service [call sign] Unable RNP [specify type] (or RNAV) (due to [reason])
Status/RAIM/Equipment failure CCA871 unable RNP1 due to alerting failure
ATC disseminating reported degraded GNSS Service [call sign] GNSS reported unreliable (or GNSS may not be available) (due to
Status [interference])
ATC request pilot to report at certain position or fix [call sign] report establish (position) ([number]NM from FAF)
CCA871, expect RNP approach Runway 32L
Give radar vectors to waypoint
Pilot request clearance for specific PBN approach [call sign] request RNP approach Runway [number]
procedures CCA871, requesting RNP approach Runway 32L
Give radar vectors for Pilot request vector to PBN
approach
Give clearance to execute PBN approach procedure [call sign] clear for [type of approach] Runway [number]
CCA871, cleared RNP approach Runway 32L

© YUDHA ABIMANYU S-MAN 2021

 PERFORMANCE BASED NAVIGATION (PBN)

CONTINGENCY PROCEDURES
CONDITION PROCEDURES

Airborne loss of navigation In case of GNSS failure , Pilot.. ATC respond by..
capability must notify ATC of any loss of the RNAV/RNP  ATC should issue alternate flight procedures
capability, together with the proposed course of  Disseminate information to other aircraft, should a
action. If unable to comply with the requirements of dvise pilot to stop using DME/DME or DME/DME/I
an RNAV/RNP route/airspace, pilots must advise ATC RU for positioning and to use alternate RNAV posi
as soon as possible. tioning (GNSS)

In case of critical DME failure , Pilot..

should revert to an alternative means of navigation.
If unable to comply with the requirements of an
RNAV/RNP route/airspace, pilots must advise ATC as
soon as possible.

Communication Failure In case of communication failure, Pilot.. ATC respond by..

should continue with the flight plan in accordance Continue trying to establish communication
with the published “lost communications” procedure Inform relevant adjacent unit
Inform and/or separate other traffic
Follow lost comm procedures

ATC Surveillance Failure In case of ATC surveillance failure, ATC should issue alternate flight procedures and apply non-surveillance
or procedural separation

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

What is Automation (Otomasi)

• The technique, method, or system of operating

or controlling a process by highly
automatic means, as by electronic devices,
reducing human intervention to a minimum.
• Suatu teknik, metode atau sistem
pengoperasian atau pengendalian dengan cara
yang otomatis, seperti digunakannya peralatan
elektronik, sehingga mengurangi campur
tangan manusia.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

Apakah ATC Automation

• Suatu proses dimana digunakannya peralatan elektronik
(komputer) untuk memproses secara otomatis data-data
penerbangan yang diperlukan dalam kegiatan pemanduan lalu
lintas udara yang hasil datanya dapat mengurangi beban
Controller dan membantu Controller dalam mengambil
keputusan.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

Perkembangan ATC Automation

 Sebelum penggunaan radar sistem berbasis komputer, ATC bergantung
sepenuhnya pada Prosedur. Yaitu penggunaan FPS dan data di-update
berdasarkan komunikasi antara ATC dengan Pilot.
 Tahun 1950-an adalah momen awal dengan diperkenalkannya sistem
otomasi ke dunia pengendalian lalu lintas udara dan juga pada pesawat
pengangkut. Pendapat lainnya mengatakan tahun 1970-an periode waktu
di mana sistem komputer diperkenalkan ke dunia ATC, namun pengenalan
ini datang pada tingkat yang berbeda dalam hal teknologi di berbagai
belahan dunia.
 Contoh dari Amerika Serikat, salah satu sistem komputer ATC pertama
adalah IBM 360 yang dimodifikasi sebagai IBM 9020, ini dipasang di
semua Enroute Center di seluruh negeri dan diikuti oleh Univarc ART III
dan ART II (komputer mini) untuk layanan seperti fasilitas pada Approach.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

ATC principles : Report Points

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

Fungsi & Peranan ATC Automation

• Kapan ATC Automation diperlukan?

• Apabila ada pekerjaan yang harus dilakukan
secara berulang-ulang, yang membutuhkan waktu
lama sehingga menimbulkan kejenuhan (fatique)
• Apabila tuntutan terhadap hasil kerja yang cepat,
akurat, regularity (tertib) dan aman semakin
besar

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

More Tasks to do
Sector 1

Sector 2

Controller
Coordination
© YUDHA ABIMANYU S-MAN 2021
 ATC AUTOMATION
ATC AUTOMATION IS HUMAN-CENTRED AUTOMATION

Automated aids can be designed from a technology-centred

perspective or from a human-centred perspective.

• A technology-centred approach automates whatever functions

it is possible to automate and leaves the human to do the rest.
This places the operator in the role of custodian to the
automation; the human becomes responsible for the “care and
feeding” of the computer.

• In contrast, a human-centred approach provides the operator with

automated assistance that saves time and effort; the operator’s task
performance is supported, not managed, by computing machinery.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
Fungsi & Peranan ATC Automation

• Fungsi ATC Automation

• Membantu mempercepat pengolahan data menjadi
informasi yang akan digunakan
• Membantu untuk menyimpan jumlah data yang banyak
dan dapat disajikan dengan segera apabila diperlukan
• Membantu ATC untuk bekerja lebih produktif sehingga
mengurangi beban/workload yang tinggi
• Increased of Air Safety
• Pelayanan yang lebih baik melalui data yang dapat diakses
secara cepat dan akurat

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
Fungsi & Peranan ATC Automation

Manfaat ATC Automation

• Bagi ATS Unit:
• Memberikan data yang diperlukan dengan cepat dan
akurat sehingga dapat meningkatkan pelayanan dan
keselamatan lalu lintas udara
• Bagi Perusahaan/ATS Provider:
• Meningkatkan citra perusahaan karena peningkatan
pelayanan
• Data dapat dimanfaatkan untuk keperluan statistik dan
billing (penagihan)

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

DEGREE of ATC AUTOMATION

• Penggunaan Automation pada ATS unit dapat

diklasifikasikan sebagai berikut:
• LEVEL 1,
• Flight plan data processing
• LEVEL 2,
• Radar data processing
• LEVEL 3,
• Flight plan data processing integrated with radar data processing
• LEVEL 4,
• Very powerful integration between flight plan and radar data
processing

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

RADAR

Radio Detection
And
Ranging

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

RADAR PRINCIPLE

REFLECTING OBJECT

TRANSMITTED SIGNAL

ECHO

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

RADAR DATA
PSR,
Primary Surveillance Radar
 Sinyal radar yang dipantulkan
kembali dari pesawat
menunjukkan posisi, jarak dan
kecepatan pesawat
berdasarkan pantulan
gelombang radar.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
PRIMARY SURVEILLANCE RADAR

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
PRIMARY SURVEILLANCE RADAR

RADAR Echo's

RADAR Screen

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

RADAR DATA

SSR,
Secondary Surveillance
Radar
• Data transponder
dikirmkan dari pesawat
sebagai jawaban dari
sinyal yang dikirmkan dari
radar.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
Secondary Surveillance RADAR

INTEROGATION

REPLY Transpondeur

T
P

t
SSR Code
Flight Level

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

RADAR DATA
MSSR,
Monopulse Secondary
Surveillance Radar
• Perkembangan teknologi
dari SSR dengan
menggunakan sinyal yg
lebih ramping.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

OTHER SURVEILLANCE
ADS-C • ADS-C
• ADS is a method of
surveillance that relies
on (is dependent on)
downlink reports from
an aircraft's avionics
that occur automatically
whenever specific
events occur, or specific
time intervals are
reached. ADS does not
require an independent
surveillance source,
such as a radar antenna,
to operate.

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 ATC AUTOMATION

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

OTHER SURVEILLANCE
ADS-B
• ADS-B
• Automatic Dependent Surveillance-
Broadcast adalah teknologi pendeteksi
dimana setiap pesawat lewat
transponder yang dimiliki
memancarkan setiap dua kali dalam
tiap detik informasi ketinggian, posisi,
kecepatan, arah, dan informasi lainnya
ke stasiun darat dan pesawat lainnya.
Informasi ini didapat dari informasi
Global Positioning System (GPS) atau
backup FMS (Flight Management
System) yang ada di pesawat masing-
masing.

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 ATC AUTOMATION

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION

OTHER SURVEILLANCE
MLAT
• MLAT (Multilateration)
• Surveillance system
consisting of three or more
ground stations placed in
strategic locations which
listen to transponder signal
replies.

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 ATC AUTOMATION

OTHER SURVEILLANCE
MLAT
 A-SMGCS : Advanced Surface movement Guidance and Control
Systems
A system providing routing, guidance and surveillance for the control
of aircraft and vehicles in order to maintain the declared surface
movement rate under all weather conditions within the aerodrome
visibility operational level (AVOL) while maintaining the required level
of safety.
Sebuah system yang dapat memberikan taxi routing, panduan dan
mengendalikan pesawat terbang dan kendaraan dalam semua kondisi
cuaca dengan tetap mempertahankan tingkat keselamatan yang di
persyaratkan
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 ATC AUTOMATION
OTHER SURVEILLANCE
MLAT A-SMGCS Soekarno Hatta

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 ATC AUTOMATION
CONTROLLER WORKING POSITION MANAGEMENT

Supervisor

Sector A Sector B

Executive Ctrler
Executive Ctrler

HMI
HMI
Procedural
Procedural
HMI
HMI

Assistant
Assistant

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 ATC AUTOMATION
SAFETY NET

• Adalah tool pada ATC Automation yang

bertanggung jawab untuk memprediksi dan
memonitor pesawat udara terhadap
kemungkinan terjadinya accident maupun
incident.
• Warning yang diberikan kepada ATC dapat
berupa Visual (blinking) maupun Audible
(alarm)

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET

A number of accidents in the 1990s and early

2000s led to calls for safety nets to be implemented
that would help both pilots and controllers to detect
when a situation was becoming hazardous.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET

Mont Sainte-Odile

 Location: Mont Sainte-Odile, France

 Date: January 20, 1992
 Incident: A320 collided with terrain
 Consequence: deployment of Minimum Safe Altitude Warning (MSAW) in French
TMAs.
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 ATC AUTOMATION
SAFETY NET

New Delhi

 Location: Near New Delhi, India

 Date: November 12, 1996
 Incident: Collision between a Boeing 747 and an Ilyushin 76
 Consequence: The collision triggered the process of mandating ACAS.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET

Überlingen

 Location: Überlingen, Germany

 Date: July 1 2002
 Incident: Collision between a Tupolev 154 and a Boeing 757
 Consequence: PANS-OPS clarified. Überlingen triggered renewed European action
related to ground-based safety nets.
© YUDHA ABIMANYU S-MAN 2021
 ATC AUTOMATION
SAFETY NET

JENIS SAFETY NET

Safety Net dapat dikategorikan menjadi 2 (dua)

bagian:
Prediction
Sistem dapat memprediksi kejadian dalam beberapa waktu ke depan
berdasarkan arah, ketinggian dan kecepatan pesawat, baik terhadap
pesawat lainnya maupun dengan garis imajiner untuk maksud tertentu.
Monitoring
Sistem memonitor posisi pesawat udara terhadap clearance yang
diberikan oleh ATC.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

STCA (Short Term Conflict Alert)

Adalah tool yang memprediksi terhadap dua
pesawat yang saling mendekati sehingga separasi
minima yang dipersyaratkan tetap terjaga.
Prediksi umumnya dalam jangka waktu 2 (dua)
menit ke depan, sehingga memberikan cukup waktu
bagi ATC untuk melakukan corrective action
Sangat berguna bagi Eksekutif Controller untuk
menjaga separasi antar pesawatnya sehingga dapat
meminimalisir Breakdown of Separation (BOS)

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 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

STCA

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 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

MSAW (Minimum Safe Altitude Warning)

 Tool yang memprediksi pesawat udara yang akan memasuki wilayah

dengan banyak obstacle, seperti gunung/bukit, gedung tinggi ataupun
halangan lainnya.
 Tool akan memberikan warning baik visual maupun audible kepada ATC
apabila akan segera terjadi penetrasi MSAW area oleh pesawat udara.
 Berguna bagi ATC untuk memberikan peringatan dini apabila terdapat
pesawatnya yang akan memasuki area pergunungan/perbukitan.
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 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

MSAW

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 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

APW (Area Proximity Warning)

Tool yang dapat memprediksi pesawat udara yang akan
memasuki wilayah dengan status terlarang (prohibited,
restricted ataupun danger area).
Tool akan memberikan warning baik visual maupun
audible kepada ATC apabila akan segera terjadi penetrasi
APW area oleh pesawat udara.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

APW

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 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

APM (Approach Path Monitoring)

Khusus memprediksi pesawat udara yang akan melakukan
pendaratan, sehingga terdapat jaminan bahwa pesawat
udara tetap pada slope dan glide path yang tepat.
Merupakan bagian dari MSAW yang juga mencegah
pesawat udara menabrak obstacle, terutama pada area
bandar udara
Membantu ATC melakukan corrective action apabila
terdapat pesawat udara yang keluar dari koridor
pendaratan

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET
KATEGORI PREDICTION

APM (Approach Path Monitoring)

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 ATC AUTOMATION
SAFETY NET
KATEGORI MONITORING

CLAM (Cleared Level Adherence Monitor)

Memberikan warning kepada ATC apabila sistem mendeteksi
pesawat udara keluar dari level assignment yang diberikan
oleh ATC. Baik pada saat climb ataupun descent, sistem dapat
memonitor dengan baik dengan langsung memberikan
warning secara visual, tidak ada alarm.
Membantu ATC untuk menjaga pesawat udara tetap pada FL
yang diberikan, sehingga keselamatan penerbangan di
wilayah tanggung jawabnya tetap terjamin.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET
KATEGORI MONITORING
CLAM (Cleared Level Adherence Monitor)

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 ATC AUTOMATION
SAFETY NET
KATEGORI MONITORING

CLAM

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET
KATEGORI MONITORING

RAM (Route Adherence Monitor)

Memberikan warning kepada ATC apabila sistem mendeteksi
pesawat udara keluar dari rute yang diterbanginya sesuai
dengan FPL. Pada kondisi pesawat udara keluar dari track-nya
diluar toleransi yang diberikan maka sistem langsung
memberikan warning secara visual, tidak ada alarm.
Membantu ATC untuk menjaga pesawat udara on track pada
rute yang diterbanginya, kecuali atas permintaan pilot yang
pada umumnya disebabkan oleh faktor cuaca (avoid CB)
Pada saat pilot meminta deviasi pada rutenya, ATC dapat
mengabaikan warning yang diberikan oleh sistem, namun
tetap diberikan pengawasan.

© YUDHA ABIMANYU S-MAN 2021

 ATC AUTOMATION
SAFETY NET
KATEGORI MONITORING

RAM (Route Adherence Monitor)

© YUDHA ABIMANYU S-MAN 2021

 END OF CLASS

THANK YOU

© YUDHA ABIMANYU S-MAN 2021