KP 103 TH 2015 - Spek Teknis (Mos Casr 171-2)

KEMENTERIAN PERHUBUNGAN
DIREKTORAT JENDERAL PERHUBUNGAN UDARA
PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA
NOMOR : KP 103 TAHUN 2OL5
TENTANG
171 - 02)
STANDAR TEKNIS DAN OPERASI (MANUAL OF STANDARD CASR
SPESIFIKASI TEKNIS FASILITAS TELEKOMUNIKASI PENERBANGAN
DENGAN RAHMAT TUHAN YANG MAHA ESA
DIREKTUR JENDERAL PERHUBUNGAN UDARA,
Menimbang i a. bahwa dalam Peraturan Menteri Nomor 57 Tahun 2oll

tentang Peraturan Keselamatan Penerbangan Sipil Bagian
171 lCiuit Auiation safetg Regulation Pa( 171) tentang
penyeienggara Pelayanan Telekomunikasi Penerbangan
(eeionaullcat Telecommunication Seruice Prouidel
sebagaimana diubah terakhir dengan Peraturan Menteri
perh[bungan Nomor PM 38 Tahun 2Ol4 pada subbagian
17l.ll2 mengenai Prosedur Pemasangan mengamanatkan
spesifikasi t&nis fasilitas telekomunikasi penerbangan
diatur lebih lanjut dengan Peraturan Direktur Jenderal;
b. bahwa untuk melaksanakan ketentuan sebagaimana
dimaksud dalam huruf a, dipandang perlu mengatur
standar Teknis dan operasi (Manual of standard 171-
02) Spesifikasi ieknis Fasilitas Telekomunikasi 'ASR
Penerbangan, dengan Peraturan Direktur Jenderal
Perhubungan Udara;
Mengingat : 1. Undang-undang Nomor 1 Tahun 2OO9 tentang Penerbangan

(Lembaran Negara Republik Indonesia Tahun 2oo9 Nomor 1
iambahan Lembaran Negara Republik Indonesia Nomor
ae56);
2. Peraturan Presiden Nomor 47 Tahun 2009 tentang
Pembentukan Organisasi Kementerian Negara sebagaimana
diubah terakhir dengan Peraturan Presiden Nomor 80 Tahun
2014;
3. Peraturan Presiden Nomor 24 Tahun 2olo tentang
Kedudukan, Tugas, dan Fungsi Kementerian Negara serta
Susunan Organisasi, Tugas, dan Fungsi Eselon I
Kementerian Negara sebagaimana telah diubah dengan
Peraturan Presiden Nomor 135 Tahun 2Ol4;
4. Peraturan Menteri Perhubungan Nomor KM 22 Tahun 2OO9
tentang Peraturan Keselamatan Penerbangan Sipil Bagian
175 (Ciuil Auiation safety Regulation Part 175) tentang
Pelayanan Informasi Aeronautika (Aeronautical Information
Seruices);
Peraturan Menteri Perhubungan Nomor
KM 24 Tahun 2OO9
5. Sipil Bagian
tentang Peraturan Keselamatan Penerbangan
lig- tzun Auiation safety Regulation Part. lSgl tentang
"\"iir"iiil*zl
Bandar Udara sefiagaimana diubah terakhir
PM 47
dengan Peraturan Menteri Perhubungan Nomor
Tahun 2013;
6. Peraturan Menteri Perhubungan Nomor
60 Tahun 2010
tentangOrganisasi dan Tata Kerja Kementerian
Perhubungansebagaimanadiubahterakhirdengan
68 Tahun 2Ol3;
Peraturan Menteri peihubungan Nomor PM
7. Nomor 57 Tahun 2oll
Peraturan Menteri Perhubunganpenerbangan
tentang peraturan Keselamatan sipil Bagian
tentang
lil tZiril Auiation Safety Regulation ..Pa( 171)
Penerbangan
Penyelen ggara eelayanari TeGkomunikasi
la.ionouli".ot Telicommunication seruice
Prouider)
sebagaimanadiubahterakhirdenganPeraturanMenteri
Perhibungan Nomor PM 38 Tahun 2Ol4;
PM 9 Tahun 2015
tentang Peraturan Keselamatan Penerbangan Sipil tentang
Bagian
lzi lZiuit Auiation Safety Regulation- Part 174)
e"t"y"rr.n Informasi vteteJrolog-i Penerban gan (Aeronautical
Metiorolo gicat Information Seruice sl ;

PM 44 Tahun 2015
Peraturan Keselamatan Penerbangan Sipil Bagian
tentang
173 16iun Auiation Safety Regulation Part. 173)Procedure
tentang
Perancangan Prosedui Peneibangan (Flight
Design);
MEMUTUSKAN :
UDARA
MCNCTAPKAN : PERATURAN DIREKTUR JENDERAL PERHUBUNGAN
TENTANGSTANDARTEKNISDANOPERASI(MANUAL-O|
STANDARD CASR 171-O2I SPESIFIKASI TEKNIS FASILITAS
TELEKOMUNIKASI PENERBANGAN.
Pasal I
Dalam peraturan ini yang dimaksud dengan:
l.NavigasiPenerbanganadalahprosesmengarahkangerak
pesawat udara dari satu titik ke titik yang lain dengan
selamat dan lancar untuk menghindari bahaya danlatau
rintangan Penerbangan.
2. Fasilitas telekomunikasi penerbangan adalah fasilitas yang

digunakan untuk pelayanan komunikasi penerbangan dan
pelayanan radio navigasi penerbangan'
3. Kalibrasi penerbangan adalah pengujian akurasi' jangkauan
atau semua parameter kinerja pelayanan atau fasilitas yang
dilakukan dengan cara menggunakan peralatan uji yang
terpasang di pesawat udara dengan terbang inspeksi'
4. pemasangan fasilitas adalah proses pekerjaan yang dimulai

d,ari pengadaan, instalasi, commissioning dan sampai
d,engan fasilitas dapat digunakan pada pelayanan
telekomunikasi Penerbangan.
5. Sistem peralatan adalah kesatuan dari beberapa bagian

peralatan seperti pemancar, penerima, antenna, jaringan
data dan fasilitas Pengawasan.
6. Direktur Jenderal adalah Direktur Jenderal Perhubungan

Udara.
7. Direktorat Jenderal adalah Direktorat Jenderal

Perhubungan Udara.
Pasal 2
(1) Pemasangan fasilitas telekomunikasi penerbangan harus

memperhatikan:
a. kebutuhan oPerasional;
b. perkembangan teknologi;
c. keandalan fasilitas; dan
d. keterpaduan sistem.
(21 Pelaksanaan kegiatan pemasangan fasilitas telekomunikasi
penerbangan harus mengacu dan mempedomani item-item
sebagai berikut:
a. Pekerjaan PersiaPan:
1) Kesiapan lahan;
2) Kesesuaian rencana penempatan peralatan dengan
standar PenemPatan Peralatan;
3) kelayakan peralatan terpasang dan gedung
sebelumnya (khusus penggantian peralatan)'
b. Pekerjaan Pengadaan Barang:

1) Kesesuaian teknis Peralatan;
2) Kebutuhan Jaringan Komunikasi Data Peralatan
untuk fasilitas Yang memerlukan;
3) Kebutuhan Integrasi atau penyambungan peralatan
dengan sistem lain untuk fasilitas yang
memerlukan;
4l Kebutuhan Suku Cadang;
5) Fitur-fitur sesuai kebutuhan teknis operasional'
c. Pekerjaan Penunjang :
1) Kebutuhan Catu Daya (PLN, Genset, UPS, Electrical

Treatment);
2) Kebutuhan Jaringan Kelistrikan;
3) Kebutuhan Tool Kits;
4) Kebutuhan Test EquiPment;
5) Kebutuhan Pendingin Ruangan;
6) Kebutuhan Penangkal Petir;
7) Kebutuhan Grounding Peralatan;
8) Kebutuhan Fire Protection;
9) Kebutuhan Meubelair;
10) Kebutuhan Pencahayaan ruangan dan lingkungan'
d. Pekerjaan SiPil :
1) Kebutuhan Gedung Peralatan;

2) Kebutuhan akses jalan untuk maintenance;
3) Kebutuhan untuk pengamanan fasilitas'
e. Pekerjaan Instalasi :
1) InstalasiPeralatan;
2) Instalasi Antenna;
3) Instalasi Jaringan Komunikasi Data;
4l Line up;
5) Ujicoba sistem.
f. Services :
1) Training (Factory Training / Site Trainingl;

2) Factory AccePtance Test;
3) Instrument Ftight Procedure untuk fasilitas yang
memerlukan;
4) Minimum Vectoring Altitude untuk fasilitas yang
memerlukan ;
5) SupervisiPekerjaan;
6) Ground Assistance for Flight commissioning untuk
fasilitas yang memerlukan;
7l Flight Commissioning untuk fasilitas yang
memerlukan;
8) Site AccePtance Test;
9) Safetg Assesment.
g. Tambahan
1) Garansi;
2) Gambar kerja.
Pasal 3
Fasilitas telekomunikasi penerbangan yang akan dipasang

sekurang-kurangnya harus memenuhi standar spesifikasi teknis
sebagaimana terlampir pada peraturan ini.
Pasal 4
Direktur Navigasi Penerbangan melakukan pengawasan

terhadap pelaksanaan peraturan ini.
Pasal 5
Peraturan ini berlaku sejak tanggal ditetapkan.
Ditetapkandi JAKARTA
Pada tanggal 19 Maret 2015
DIREKTUR JENDERAL PERHUBUNGAN UDARA

ttd
SUPRASETYO
SALINAN Peraturan ini disampaikan kepada :

1. Menteri Perhubungan;
2. Sekretaris Jenderal, Inspektur Jenderai dan Para Kepala Badan di
Iingkunlan Kementerian Perhubungan;
3. Para Direktur di Lingkungan Ditjen Perhubungan Udara;
4. Para Kepala Kantor Otoritas Bandar Udara di Lingkungan Ditjen
Perhubungan Udara;
5. Para Kepala Bandar Udara di Lingkungan Ditjen Perhubungan Udara;
6. Kepala Balai Besar Kalibrasi Penerbangan;
7. Kepala Balai Teknik Penerbangan;
8. Direktur Utamd Perum LPPNPI.
Saliq_4*4,_ se suai den gan aslinya
RAHARJO
Tk r (rv/b)
08 199003 I OOl
Lampiran I Peraturan Direktur Jenderal Perhubungan Udara
Nomor : KP 1O3 TATIUN 2015
: 19 I,IARET 2015
STANDAR TEKNTS DAN OPERASL ITqIANUAL OF STANDARD CASR 771'O2l

SPESIFII(ASI TEKNIS FASILITAS TELEKOMUNII(ASI PENERBANGAN
DAFTAR ISI
3
1. Pendahuluan ...
4
2. Fasilitas Bantu Navigasi Penerbangan" " " " " "
4
2.1 Non Directional Beacon (NDB) 7
2.2 Distance Measurry Equipment (DME)""
9
2.g Very High Omnidirectional Range (VOR)
t2
2.4 Instrumen Landing System (ILS) """"
16
3. Fasilitas Pengamatan Penerbangan
16
3.1 Primary Surveillance Radar (PSR)
2l
3.2 MSSR Mode S..........."
23
3.3 ADS.B
25
3.4 Multilateration (MLAT)""'
26
3.5 ATC Automation
69
3.6 ASMGCS
86
3.7 ATFM
88
4. Fasilitas Komunikasi Penerbangan" " " " "
88
4.L VHF Air Ground Tower Set "' 94
4.2 VHF Air Ground APP (Approach Control)"""' 99
4.9 VHF Air Ground Portable"' 100
4.4 HF Airground ...'.... t02
4.5 ATIS (Aeronautica'l Terminal Information System) 104
4.6 Integrated AIS ........' 110
4.7 AMSC 724
4.8 VCSS...... t27
4.9 AFTN r32
4. 10 AMHS.............
1. PENDAHULUAN
Persyaratan Umum
Setiap fasilitas telekomunikasi penerbangan harus

memiliki catu daya
a.
utama dan cadangan guna memenuhi nilai continuity yang
dipersYaratkan.
b. Fasilitas telekomunikasi penerbangan harus dilengkapi dengan
peralatan yang
pengawasan status dan kontrol parameter operasional
penerbangan'
ditempatkan pada ruang personel teknik telekomunikasi
VOR'
c. Fasilitas radio navigasi penerbangan yang terdiri dari peralatan
DME dan ILS harus dilengkapi dengan pengawasan status operasional
peralatan yang ditempatkan pada unit Aerodrome control Tower
dan/atau Approach Control Seruices'

FASILITAS BANTU NAVIGASI PENERBANGAN
,rl
2.1 Non Directional Beacon (NDB) i

i
,i
Deskripsi Singkat NDB
'rl
2.L.1. j
l
yang
Non Directional Beacon (NDB) adalah fasilitas navigasi penerbangan dan
bekerja dengan menggunakan frekuensi rendah (low frequency)
dipasang p.d. suatuGkasi tertentu di dalam atau di luar
lingkungan
bandar udara sesuai fungsinYa.
gelombang
Peralatan NDB memancarkan informasi dalam bentuk sinyal
pesawat
radio ke segala arah melalui antena, sinyalnya akan diterima oleh
udara yanJ diiengkapi Automatic Direclion Finder (ADF) yaitu
perangkat
penerima Nng yi.rg ada di pesawat udara, sehingga penerbang dapat
mengetahui posisin5ia (azimuth) relatif terhadap lokasi NDB tersebut.
Jenis-jenis NDB adalah :
a. Low Range
Daerah cakupan (coverage range) antara 50 NM sampai dengan 100
NM (1 NM:'1.853 km) deng.t, d.y. pancar antara 5O watt sampai
dengan 25O watt.
b. Medium Range
Daerah cakuPan antara 100 NM sampai dengan 150 NM dengan daya
pancar antara 500 watt sampai dengan 1000 watt.
c. High Range
Dairah cakupr.n (coverage range) antara 150 NM sampai dengan 300
NM atau lebih dengan a"y" pancar antara 2000 watt sampai dengan
3000 watt.
Fungsi NDB adalah sebagai berikut :

a. Homing
Stasiun NDB yang dipasang di dalam lingkungan bandar udara dan
digunakan uniuk memandu penerbang dalam mengemudikan pesawat
udara menuju lokasi bandar udara.
b. Enroute
Stasiun NDB yang dipasang di luar atau di dalam lingkungan bandar
udara dan digunakan untuk memberikan panduan kepada pesawat
udara yang melakukan penerbangan jelajah di jalur penerbangan.
c. Holding
Stasiun NDB yang dipasang di luar atau di dalam lingkungan bandar
udara dan aigrrr.t.., untuk memandu penerbang yang sedang
melakuku.r, proiedur holding yaitu manuver pesawat udara di dalam
suatu tr..rg udara yang ditentukan ketika menunggu dalam antrian
pendaratan yang diatur oleh pengatur lalu-lintas udara.
d. Locator
StasiunNDByangdipasangpadaperpanjangangaristengahlandasan
kepada penerbang
pacu guna memberiku.r, p.rrduan arah pendiratan pendekatan untuk
pada p"""*"f ,a"i. berada hi k"*".an
po.i*i
"".t
melakukan Pendaratan'
e. Approach
StasiunNDByangdipasangpadaperpa'njangangaristengahataudi
pendaratan
samping landasan pacu gun; *"*-b"t1kan panduan arah di kawasan
kepada penerbang pada saat posisi pesawat udara berada
p"t a"tu.tan untuk melakukan pendaratan'
Jika dua stasiun pemancar NDB digunakan untuk pendukung

peralatan
peralatan rr,i, perbedaal lrekuensi pembawa dari kedua
25 KHz'
tersebut tiaak'kurang dari 15 KHz dan tidak lebih dari
Jika dua stasiun pemancar NDB d,igunakan pada tiap ujung
dari
sebuahlandaspacuyangsama,makapengoperasiannyaharus
bergantian lNori yan; tlaat digunakan harus dalam
keadaan
mati/ OFF).
2.1.2. Spesifikasi Teknis NDB
2.r.2.1. Transmitter
a. Configuration Dual System with Automatic
Change Over
b. Field Strength >7O vYlm
c. RF Power OutPut 50 to 250 Watts (NDB LR)
5OO to 1OO0 Watts (NDB MR)
2OOO to 3OO0 Watts (NDB HR)
d. Radiated Power Limitation no harmful interference
e. Carrier FrequencY Range 190 to l75O KHz
(190 to 535 KHz used)
f. Frequency StabilitY t 0.01 %
o
b' Output Impedance 50 Ohms
h. Identification
1) Identification Code 2 letters International Morse Code
2l Keying SPeed 7 words per minute
3) Repetition at least once every 30 seconds
4) Modulation Frequency 1,O2O Hz t 50 Hz or 4OO Hz + 25 Hz
1. Emission Mode NON/A2A or NON/A1A
j. Depth of Modulation maintained near to 95 o/o
k. Power SupplY InPut tLO I 22OVAC (Stabilized),
50 to 60 Hz
l. Backup Power SuPPIY at least 2 hours
m. Operating TemPerature -10 'C to +50 'C
2.t .2.2. Antenna Tuning/ Matching Unit

a. Input Impedance 5O Ohms
b. Frequency Range 190 to l75O KHz
(190 to 535 KHz used)
c. Tuning/Matching Method Automatic, motorized adjustment
d. TemPerature Range -10 'C to +50 'C
2.1.2.3. Antenna
a. Radiation Patern Omnidirectional
b. Polarization Vertical
c. Input ImPedance 50 Ohms
d. FrequencY Range 190 to l75O KHz
(19O to 535 KHz used)
e. TemPerature Range -10 "C to +50 'C
2.L .2.4 Monitoring

indication or automatic change over
.
a. Monitor Action
or automatic switch off
b. Radited Carrier Power 50 % decrease (-3dB)
c. Identification Signal failure to transmit
d. Monitor Failure monitoring itself
2.t.2.5. Remote Monitoring

a. Identification Tone Audible indication
b. Level of Signal Metering indication
2.2 Distance Measuring Equipment (DME)
2.2.L DeskriPsi Singkat DME/N
Distance Measuring Equipment (DME) adalah a.lat bantu navigasi

panduan/informasi jarak
penerbangan yang berfungsi untuk memberikan
bagi p."."*"i ,Jr.ru. deigan stasiun DME yang dituju
(slant range
distance).
yang
Dalam operasinya pesawat udara mengirim pulsa interogator
berbentuk sinyal acak (random) kepada tr
pulsa jawaban
ansponder DME di darat, kemudian transponder mengirim
(repiay) yang sinkron dengan pulsa interogasi'
pulsa
Dengan memperhitungkan interval waktu antara pengiriman tunda di
interogasi dan perreririaa' pulsa_ jawaban (termasuk waktu
dengan stasiun
transponder) di pesawat udara, maka jarak pesawat udara
DME daPat ditentukan'
2.2.2. SPesifikasi Teknis DME/N
2.2.2.1. TransPonder SYstem

Change Over
b. AccuracY not exceed t 370 m or O.2 NM
c. Carrier FrequencY Range 960 MHz to 1215 MHz
d. Channel SPacing I MHz
e. OPerating Channel 352 channels
f. Channel Pairing w/ VHF navigation facilitY
g. Polarization Vertical
h. Interrogation PRF < 30 PPS (normal tracking)
s 150 PPS (fast tracking)
i. Aircraft Handling CaPacitY 100 Aircraft
j. Power SuPPlY InPut I

11O 22O vAC (Stabilized),
5O to 60 Hz
k. BackuP Power SuPPlY at least 4 hours
1. OPeratingTemPerature -10 "C to +50 'C
2.2.2.2. Transmitter
a. FrequencY Range 962 MHz to 1213 MHz
b. FrequencY StabilitY x O.OO2 o/o
c. Fulse ShaPed
1) Rise Time < 3.0 pS
2) Duration 3.5 pS t 0.5 pS
3) DecaY Time 2.5 pS to 3.5 pS
4l Pulse Level not below 95 o/o
fa11
d. Pulse SPectrum ERP in a 0.5 MHz band centred on
Frequencies O.8 MHz above and
below channel frequencY shall
not exceed 200 mW
e. Pulse Pair Spacing 12 pS t 0.25 ttS
f. Field Strength >-89 dBW lm2
g. RF Peak Power OutPut nom. 100 Watts (co. with ILS GP)
nom. 1000 Watts (co' with VOR)
h. Transmission CaPabilitY 27OO PPS t 90 PPS
> 7OO PPS
i. Transmission Rate
2.2.2.3. Receiver
a. OPerating Frequency range lO25 MHz to 1 150 MHz
b. FrequencY StabilitY * O.OO2 o/o
c. SensitivitY > - 103 dBW lm2
d. Time DelaY 50 uS t 0.5 PS
e. RePIY EfficiencY > 70 o/o
f. Dead Time 60 uS
2.2.2.4. Identification
a. Identification Code International Morse Code;
independent or associated
b. Rate / FrequencY 1350 PPS
c. Keying SPeed 6 words Per minute
d. Repetition at least once every 40 seconds
2.2.2.5. Antenna
b. Polarization Vertical
c. Beam Width more than 6 degrees
d. Gain more than 10 dB
e. Input ImPedance 50 Ohms
f. FrequencY Range 962 MHz to 1213 MHz
g. TemPerature Range -10 'C to +5O "C
2.2.2.6. Monitoring
a. Monitor Action indication or automatic change over
b. Transponder Time delaY t 1 pS or more from nominal Vaiue
(t 0.5 pS if with landing aid)
c. Pulse Pair SPacing t t pS or more from nominal Value
d. Transmitter Power outPut 50 o/o decrease (-3dB)
e. Receiver SensitivitY -6 dB or more
f. Monitor Failure any part of monitor itself
2.2.2.7. Remote Monitoring and Control

a. Remote Monitoring
1)OPerational Status Visual indication
2) SYstem Alert Audible indication
b. Remote Control
1) OPeration of EquiPt' On I Off, Changeover
2\ OPerational Parameter Visual indication
3) Setting of Parameter Using application software
4) SYstem Alert Visual and Audible indication
2.3 Very High Omnidirectional Range (VOR)
i
2.3.L. Deskripsi Singkat VOR d
:!l
$!
navigasi penerbangan
VHF Omnid,irectional Range (VOR) aclalah fasilitas dan dipasang pada
yang bekerja dengan mengg]rnatcan frekuensi radio
,ll
suatu lokasi tertJntu diJalam atau d'i luar lingkungan bandar udara
sesuai fungsinYa.
peralatan VOR memancarkan informasi yang terdiri dari sinyal variable
melalui antena,
dan sinyal ,"r",",". dengan frekuensi pembawa VHF
displaypadaperalatan.penerimaVoRyangadadipesawatudara
deviasi dalam derajat dari jalur penerbangan
yang
menunjukkan
memungkinkan-"r.t,
f"""*"t udara terbang menuju bandara -9::gu" route
memanfaatkan stasiun VOR'
fialur penerbangJny t"tt.ntu dengan
Selain itu penerbang dapat memanfaatkan stasiun
voR pada saat tinggal
landas,denganmenggunakanjalurpenerbangandariVoRdan penggunaan
,"i""3"t"ya t6rbang menuju stasiun voR yang lain. Dengan untuk
sudut deviasi yang benar, peralatan von dapat digunakan
udara lainnya'
memandu pesawat udara menuju ke suatu bandar
Posisi dan arah terbang pesawat udara setiap saat
dapat diketahui oleh
menggunakan
penerbang dengan ban-tuan VOR dan DME atau dengan
dua stasiun VOR.
penerima voR di pesawat udara mempunyai tiga indikator, yaitu :
jarum jam terhadap utara
a. untuk menentukan azimuth, sudut searah tersebut
dari stasiun voR d,engan garis yang menghubungkan stasiun
dengan Pesawat udara.
b. Menunjukkan deviasi kepada penerbang, sehingga penerbang dapat
dilakukan
mengetahrf iu1* p"r"rtr,rg.tr pesawat udara sedang
berada kiti ,.t", di kanan dari jalur penerbangan yang
di setelah
seharusnYa.
c.Menunjukkanapakaharahpesawatudaramenujukeatau
meninggalkan stasiun VOR'
peralatan VOR dapat dipergunakan dalam beberapa fungsi, yaitu :
a. Homing
Stasiun VOR Yang diPasang di dalam lingkungan bandar udara
dan
pesawat
digunakan untuk memandu penerbang dalam mengemudikan
udara menuju lokasi bandar udara.
b. Enroute
Stasiun VOR yang dipasang di luar atau di dalam lingkungan bandar
udara dan digunakan untuk memberikan panduan kePada Pesawat
udara yang melakukan penerbangan jelajah di jalur penerbangan.
c. Holding
Stasiun voR yang dipasang di luar atau di dalam lingkungan bandar
udara dan dig,.rnafcan untuk memandu penerbang -Yangdisedang dalam
melakuk"., pro"""dur holding yaitu manuver pesawat udara
Suaturuangudarayangditentukanketikamenunggudalamantrian
udara'
pendarat"" V""g diiur 61"h ptt'gatur lalu-lintas
d. Locator
StasiunVoRyangdipasangpadaperpanjangangaristengahlandasan
kepada penerbang
pacu guna mlmberik"., p".riuan arah pendlratan pendekatan untuk
pada po"1"i p"".*.t udara berada di k"*."an
".^t Pendaratan'
melakukan
e. Approach
StasiunVoRyangdipasangpadaperpanjangangariste.ngahataudi
arah pendaratan
samping landasan pacu gun; memberikan panduan
kepadapenerbangpadasaatposisipesawatudaraberadadikawasan
p".rd"t .ian untuk melakukan pendaratan'
2.3.2. SPesifikasi Teknis VOR
Change Over and antenna
field detector for monitoring
Carrier FrequencY Range llt.975 MHz - ll7 .97 5 MHz
Channel SPacing 50 KHz
FrequencY Tolerance !" o.oo20h
Subcarrier FrequencY 9960 Hz
Polarization Horizontal
Field Strength 90 pV/m (-1o7 dBw/m2)
RF Power OutPut nominal 100 Watts
Power SuPPIY InPut 1 10 / 220 v AC (Stabilized),
50 to 60 Hz
Backup Power SuPPIY at least 4 hours
Operating TemPerature -10 'C to +50 "C
2.3.2.2. Modulation Signal

a. Refference Signal
1) Radiation Omnidirectional
2) TVpe of Modulation Amplitude Modulation (AM)
3) ModulationFrequency 30 Hz
+ 1o/o
4) FrequencY StabilitY
5) DePth of Modulation 28 to 32oh
b. Variable Signal
1) Radiation Varies with azimuth
2l TVPe of Modulation Frequency Modulation (FM)
3) ModulationFrequency 9960 Hz
4) FrequencY StabilitY t Lo/o
5) FM Modulation Index 161 1
6) Depth of Modulation 28 to 32oh

c. Identification
1) Identification Code 3 letters of Int'l Morse Code
2\ Modulation Frequency 1020 Hz ! 50 Hz
3) Depth of Modulation s lO%o with communications ch'
s 2Ooh no communications ch.
10
4\ KeYing SPeed 7 words Per minute
5) RePetition at least once every 30 seconds
d. Voice
300 to 3000 Hz
1) FrequencY Range.
S 3Oo/o
2) DePth of Modulation
2.3.2.3. Antenna
b. Polarization Horizontal
d. FrequencY Range trl.g75 MHz - lt7 .97 5 MHz
e. TemPerature Range -10 'C to +50 "C
f. Antenna Cover WeatherProofing
2.3.2.4. Monitoring
b. Bearing Phase > 1.O degree
c. Modulation Signal level reduction of l5o/o
d. Monitor Failure monitor itself

a. Remote Monitoring Visual indication
1) Operational Status
2) SYstem Alert Audible indication
b. Remote Control
1) Operation of EquiPment: On I Off, Changeover
2\ Operational Parameter : Visual indication
3) Setting of Parameter : Using apPlication software
4) System Alert : Visual and Audible indication
11
2.4 Instrument Landing System (ILS)
2.4.t. Deskripsi Singkat ILS

navigasi penerbangan
Instrument Landing System (ILS) adalah peralatan
panduan arah pendaratan
yang berfungsi uritut memberikan sinyal titik pendaratan
(azimuth), sudut luncur (glide path) dan jarak terhadap
melakukan pendekatan
secara presisi kepada pesawat udara yang sedang
pacu pada suatu bandar
dan dilanjutkan dengan pendarat".t di landasan
udara.
Cross pointer yang
Dalam operasinya, penerima di pesawat udara terdapat
;;; ,";nunjuican posisi pesawat udara terhadap jalur yang seharusnya
dilalui.
ILS terdiri dari subsistem sebagai berikut :
a. Localizer. garis tengah dari

Subsistem peralatan ILS yang memberikan panduan
landaspacubagipesawatudarayangakanmelakukanprosedur
pendaratan.
b. Glide Path. luncur bagi
subsistem peralatan ILS yang memberikan panduan sudut
pesawatudarayangakanmelakukanprosedurpendaratan'
c. Marker Beacon. jarak pesawat
subsistem peralatan ILS yang memberikan panduan
ujung
udara yan; akan melakukan prosedur pendaratan terhadap
landas Pacu.
2.4.2. Spesifikasi Teknis Locahzer Category I
2.4.2.1 . Transmitter
Change Over
b. Carrier FrequencY Range 108 to 111.975 MHz
c. Carrier FrequencY stabilitY t O.OO2o/o for dual frequencY,
t 0.005% for single frequencY
d. Carrier Freq. SeParation 5 kHz to 14 kHz
e. Coverage
+ 35'
1) Horizontal
2) Vertical Up to 7'
f. Field Strength > 90 prV/m (-lO7 dBW lrn2)
g. Course Line Limitation t 10.5 m (t 0.015 DDM)
h. Displacement SensitivitY 0.00145 DDM/m (0.00044 DDM/ft)
i. Polarization Horizontal
j. Power SuPPlY InPut tt) I 22ovAC (Stabilized),
50 to 60 Hz
k. Backup Power SuPPlY at least 4 hours
1. Operating TemPerature -10 "C to +5O "C
t2
2.4.2.2. Modulation
a. ModulationFrequency 90 Hz + 2.5 o/o
l5O Hz + 2.5o/o
b. Modulation Percentage 2go7o + 2o/o

c. Sum of Modulation DePth 3Oo/o to 6Ooh
2.4.2.3. Identification
a. Identification Code International Morse Code consist of
three letter preceeded with letter "I"
b. TVpe of Modulation A2A
c. ModulationFrequency tO2O Hz + 50 Hz
d. Modulation Percentage Adjustable 5 to 15%
e. Keying SPeed 7 words per minutes
f. Repetition not less than 6 times Per minutes
2.4.2.4. Antenna
a. Radiation Patern Directional
d. FrequencY Range 108 to lll.975 MHz
e. Temperature Range -10 "C to +50 'C
2.4.2.5. Monitoring
b. Mean Course Line Shift > 0.015 DDM or > 10.5 m (35 ft)
c. Power OutPut reduction more than 80%
d. Periode of Zero Radiation not exceed 10 seconds
e. Monitor Failure monitor itself

1) OPerational Status Visual indication
2l SYstem Alert Audible indication
b. Remote Control
2) Operational Parameter i Visual indication
3) Setting of Parameter : Using application software
2.4.3. spesifikasi Teknis spesifikasi Teknis Glide Path category I
Change Over
b. Carrier Frequency range 328.6 to 335.4 MHz
c. Carrier FrequencY stabilitY ! O.OO2o/o for dual frequencY,
t 0.005% for single frequencY
d. Carrier Freq. seParation 4 KHz to 32 KHz
e. Glide angle Adjustable 2' to 4'
f. Field Strength > 400 pv/m (-95 dBw lm2)
13
g. Displacement SensitivitY 0.0875 DDM/m
h. Polarization Horizontal
i. Power SuPPlY InPut lt} I 22o vAC (Stabiiized),
50 to 60 Hz
j. Backup Power SuPPlY at least 4 hours
k. OperatingTemPerature -10 'C to +50 'C
2.4.3.2. Modulation
a. Modulation Frequency 90 Hz + 2.5 oh
50 Hz + 2.5o/o
b. Modulation Percentage 4Ooh + 2.5o/o
2.4.3.3. Antenna
c. Input Impedance 50 Ohms
d. FrequencY Range 328.6 to 335.4 MHz
e. Temperature Range -10 'C to +50 "C
2.4.3.4. Monitoring
b. Mean Course Line Shift > - 0.075 ! to + 0.10 D from n
c. Power OutPut reduction more than 80%
d. Periode of Zeto Radiation not exceed 10 seconds
e. Monitor Failure monitor itself
2.4 .3.5. Remote Monitoring and Control

1) Operational Status Visual indication
2) System Alert Audible indication
b. Remote Control
2) Operational Parameter : Visual indication
2.4.4. Spesifikasi Teknis Spesifikasi Teknis Marker Beacon
2.4.4.L Transmitter
Change Over
b. Carrier frequency 75 MHz
C. Frequency stability r0.005%
d. Polarization Horizontal
e. Coverage (adjustable)
1) Inner marker 150 m + 50 m (500 ft + 160 ft)
2) Middle Marker 300 m + 100 m (1000 ft + 325 ft)
3) Outer marker 600 m + 2OO m (2O00 ft + 650 ft)
Field strength - Limits of coverage sha1l be
1.5 mv/m (-82 dBw lrn2l
t4
- In addition within the coverage
area shall rise to at least
3.0 mv/m (-76 dBw lm2l
g. Power SuPPlY InPut rlo I 22OvAC (Stabilized),
50 to 60 Hz
h. BackuP Power SuPPlY at least 4 hours
i. OPeratingTemPerature -10 "C to +50 "C
2.4.4.2. Modulation
a. Modulation frequencY
1) Inner marker 30O0 Hz
2) Middle Marker 1300 Hz
3) Outer Marker 4OO Hz
b. FrequencY tolerance + 2.5 0/o
c. Total harmonic < 15 o/o
d. Depth of modulation 95%+4o/o
e. Audio FrequencY modulatio
1) Inner Marker 6 dotls (countinouslY)
2) Middle Marker continuous series of alternate dots
and dashes, the dashes keYed at
the rate of 2 dashes/second and
the dots at the rate of 6 dots/second
3) Outer Marker 2 dashes/s (continuouslY)
f. KeYing rate within + l5oh
2.4.4.3. Antenna
b. Polatization Horizontal
c. InPut ImPedance 50 Ohms
d. FrequencY Range 75 MHz
e. TemPerature Range -10 "C to +50 "C
2.4.4.4. Monitor (Indication and Warnin

a. Modulation or keYing Failure
b. Power OutPut Reduction to less than 50%o

1) Operational Status Visual indication
2l System Alert : Audible indication
b. Remote Control
2\ Operational Parameter : Visual indication
15
3. FASILITAS PENGAMATAN PENERBANGAN
3.1. Primary Suryeillance Radar (PSR)
3.1. 1. Deskripsi Singkat PSR
Primary Surueillance Rad.ar adalah salah satu fasilitas navigasi

radio yang
penerbangan yang bekerja dengan menggunakan frekuensi
digunakan untuk"mendeieksi olyek dalam cakupan pancarannya'
PSR
Bandar
difiasang pada posisi tertentu Uaft ai dalam / di luar lingkungan
Udara sesuai dengan kebutuhan'
Peralatan PSR adalah jenis Non Coorperatiue Radar, dimana tidak
membutuhkan jawaban dari obyek yang berada dalam cakupan
pancarannya pada p"="*.t terbang tidak dibutuhkan
"lhirrgg" PSR memancarkan pulsa-pulsa RF yang
penambahan fransf,Jnaei.
mengandung gelombang elektromagnetik dimana antena PSR
"V"ig
"rr"rgi beradi dalam cakupan pancaran-- PSR akan
menfarah. bby.k
memantulkan putsa-prllsa RF tersebut, disebut Echo. Waktu yang
dibutuhkan *rrtuj dari pulsa-pulsa RF dipancarkan oleh antena PSR
sampai diterima kembaii oleh antena PSR kemudian dikonversikan
menjadi informasi Jarak.
Informasi yang diterima berupa :jarak (rangel dan arah (azimuth)'
3.1.2. Spesifikasi Teknis PSR

ai.pr., kriteria pedoman teknis tentang tata cara evaluasi teknis
penerbangan adalah
dan/atau p"-u."u.rrgr.r, fasilitas telekomunikasi
sebagai berikut:
3.1.2.1 Spesifikasi Teknis PSR-S Band

3.1.2.1.1 System Performance :
a. Configuration Dual System with Dual Antenna Driver
System and Automatic Changeover
b. Frequency 2.7 - 2.9 GHz (S-Band)
c. Instrumented Range 60-80NM
d. Range Accuracy <60m
e. Range Resolution Better than 23O rn
f. Azimuth AccuracY Better than 0.15 degrees rms
Azimuth Resolution Better than 2.8 degrees rms
Improvement Factor 55 dB
Technologr Solid State
MTBF (Critical) >33000 hours
MTTR 3O minutes
Monitoring RCMS and BITE
Probability of Target Defect : > 9Oo/o
Average False Target Reports : < 20
t6
3.1 .2.1 .2 Antenna SYstem
a. Antenna TYPe Dual Beam
b. FrequencY Band 2.7 to 2.9 GHz.
c. Antenna Gain 34 dB (Main Beam)
34 dB (Auxiliary Beam)
d. Azimuth Beam Width 1.5 degrees or
+- 0.15 degrees at -3 dB Points
e. Elevation Coverage >30 degrees Cosec2 Pattern or
5.5 degrees
f. Azimuth Sidelobes -25 dB
g. Polarization Linear / Circular
h. Tilt Adjustment/Beam Tilt Adjustable between + 1 to +5" (Main
Beam relative to horizontal)
1. Rotation Rate 7 .5 to 15 RPM.
j. Motor Drive Dual motors. Hand barring and brake
facilities with safety interlocks'
k. Data Take-off 14 bit high accuracY sYstem
1. Rotating Joint Shall be have channels for Main Beam,
Auxiliary Beam, Wheather Channel and
the Sum, Difference and control beams
of a Monopulse SSR SYstem
m. Wind Speed Shall remain operational in wind speed
up to 70 knots and survive in wind speed
of up to l2O knots (not rotating)
n. Temperature -40 to 70 degrees Centigrade
o. Colour ICAO International Orange and White
p. Antenna Tower The height shall be such that the center
of the primary antenna is minimum
15 M above ground level' Galvanized
Steel I Anti Corotion.
3.1.2.1.3 Transmitter / Receiver
a. FrequencY Band 2.7 to 2.9 GHz (S-Band)

b. Power OutPut 18 KW peak
c. Receiver Bandwidth Optimum for pulse duration selected
d. Receiver Noise Figure Amplifier 1.5 +l- 0.1 dB. Overall figure
including protection devices such as TR
Cell, Duplexer, Diplexer etc. shall not
exceed 4.5 dB.
e. Pu1se Width Short (1 uS) and Modulated Long Pulse
(75 uS)
f. Cooling System Forced Air
g. Temperature -10 to 70 degrees Centigrade
t7
3.1.2.1.4 Primary Plot Extractor
a. TYPe Adaptive Processing, such as AMTD
b. A/D Converters 10 bit minimum I and Q
c. ImProvement Factor >50 dB for fixed clutter
d. Sub Clutter VisibilitY > 31 dB at 8Oo/o Pd for fixed clutter
e. Instrumented Range 60-80NM
f. TemPerature - 10 to 70 degrees Centigrade
g. CaPabilitY - Installed with PSR / MSSR separately
- Installed with PSR / MSSR Combined
- PSR Input Interface
- Primary Plot Processing
- Scondary Plot Processing
- PSR/MSSR Plot Combining
- PSR/MSSR False Plot Filtering
h. Format : Combined PSR / MSSR format to be
agreed by DGAC
3.1.2.2 Spesifikasi Teknis PSR-L Band

3.1.2.2.1 System Performance
a. Konfigurasi Dual System With Dual Antenna Driver

System And Automatic Change Over
b. Frequency 1.25 - 1.35 GHz (L-Band)
c. Instrumented Range 80 - 120 NM
d. Range AccuracY <60m
e. Range Resolution Better than 23O m
f. Azimuth AccuracY Better than 0.15 degrees rms
g. Azimuth Resolution Better than 2.8 degrees rms
h. Improvement Factor 55 dB
i. Technolog1r Solid State
j. MTBF (Critical) >33000 hours
K. MTTR 30 minutes
1. Monitoring RCMS and BITE
m. Probability of Target Detect. > 980h
n. Average False Target RePorts <20
3.1.2.2.2 Antenna SYstem

a. Antenna TVPe Dual Beam
b. FrequencY Band L.25 to 1.35 GHz
c. Antenna Gain 27 dB (Main Beam)
27 dB (Auxiliary Beam)
d. Azimuth Beam Width 1.5 + l- 0.15o at -3 dB points
e. Elevation Coverage >30o Cosec2 Pattern or 5.5o
f. Azimuth Sidelobes -25 dB
18
g. Polarization Linear / Circular
h. Tilt Adjustment I Beam Tilt Adjustable between + 1 to +5o
(Main Beam relative to hotizontal)
i. Rotation Rate 5 to 12 RPM
j. Motor Drive Dual motors. Hand barring and
brake facilities with safety interlocks
k. Data Take-off 14 bit high accuracY sYstem
1. Rotating Joint Shall be have channels for Main Beam,
Auxiliary Beam, Wheather Channel and
the Sum, Difference and control beams of
a Monopulse SSR SYstem
n. Wind SPeed Shatl remain oPerational in wind
speed up to 70 knots and survive in wind
speed of up to l2O knots (not rotating)
o. TemPerature -4O to
70 degrees Centigrade
p. Colour ICAO International Orange and White
q. Antenna Tower The height shall be such that the
center of the Primary antenna is
minimum 15 M above ground level'
Galvanized Steel I Anti Corotion'
3.1.2.2.3 Transmitter / Receiver

a. FrequencY Band t.25 to 1.35 GHz (L-Band)
b. Power OutPut 100 KW peak
c. Receiver Bandwidth Optimum for Pulse duration
selected Amplifier 1.5 + l- 0.1 dB.
Overall figure including protection
devices such as TR Cell, DuPlexer,
Diplexer etc. shall not exceed
d. Receiver Noise Figure Amplifier 1.5 +/- 0.1 dB. Overall figure
including protection devices such as
TR Cell, Duplexer, Diplexer etc' shall
not exceed 4.5 dB.
e. Pulse Width Short (1 uS) and Modulated Long Pulse
(7s uS)
f. Cooling SYstem Forced Air
g. TemPerature -10 to 70 degrees Centigrade
3.1.2.2.4 Primary Plot Extractor

a. l}pe Adaptive Processing, such as AMTD
b. A/D Converters 10 bit minimum I and Q
19
c. Improvement Factor >50 dB for fixed clutter
d. Sub Clutter VisibilitY >31 dB at SOoh Pd for fixed clutter
e. Instrumented Range 80 - 100 NM

f. Temperature -10 to 70 degrees Centigrade
g. CaPabilitY - Installed with PSR / MSSR separately
- Installed with PSR / MSSR Combined
- PSR InPut Interface
- Primary Plot Processing
- Secondary Plot Processing
- PSR/MSSR Plot Combining
- PSR/MSSR False Plot Filtering
h. Format : Combined PSR / MSSR format to be
agreed by DGAC
20
Mode s)
3.2. Monopulse secondary surveillance Radar Mode s (MssR
3.2.t. Deskripsi Singkat MSSR Mode S
Monopulse Secondary Surveillance Radar Mode s adalah

salah satu
fasilitas navigasi p;nerbangan yang bekerja dengan pesawat
menggunakan
terbang yang
frekuensi radio yan; digunakin untuk mendeteksi
Jip"."rrg pada posisi tertentu di sekitar lingkungan Bandar udara
di
dalam/di luar sesuai fungsinYa'
peralatan Secondary Radar memancarkan pulsa interogasi berupa
ada di
informasi identifikasi dan ketinggian kepada transponder yang pulsa-pulsa
pesawat terbang dan kemudiari-ttu.t"ponder mengirimkan
j**u.t"r, (Replyi yang sinkron- dengan pulsa interogasi. Dengan teknik
posisi
Monopulse, prt"L-p1ft"" jawaban 1.t="brt dapat menentukan
pesawat terbang tLUm akurat dengan pendeteksian satu pulsa
""""rr.
jawaban. Inforniasi yang diterima berupa : jarak, azimuth, ketinggian,
lintas udara
identifikasi dan keadaan darurat dikirimkan ke pemandu lalu
untuk Selective'
lerc controller). Penggunaan Mode s memungkinkan
3.2.2. Spesifikasi Teknis MSSR Mode S
3.2.2.1 . Coverage : >250NM
1) Interrogation Carrier Freq 1030 MHz I 0.0lMHz
2) Polarization of interrogation vertical
3) Modulation Mode S interrogation pulse modulated
4) Modulation data Pulse Po phase moduiation
3.2.2.3. Receiver
1) Frekuensi 1090 MHz+ 3 MHz
2) SensitivitY > -85 dBm
3) Interval Pl - P3 Mode A I !O.2 microseconds

Mode C 2tt O.2 microseconds
4l Interval P1 dan P2 2 r O.15 microseconds
5) Durasi pulsa Pl, P2, dan P3 0.8 t 0.1 microseconds
6) Rise time pulsa Pt, Pz, dan Ps O.O5 - 0.1 microseconds
9.2.2.4. Interrogation Intermode :
a. Uoje AICIS all-call interrogation terdiri dari 3 pulsa yang

:
ditransmisikan dan diberi simbol Pr dan Ps serta Pal,ong' Serta Pz
sebagaipulsacontroluntuksidelobesuppression.
b. rvroaJeiC only all-call : interrogation terdiri dari 3 pulsa yang
ditransmisikan dan diberisimbol Pr dan Ps serta P+ Short' Serta Pz
sebagai pulsa control untuk sidelobe suppression
1) Iniervll pl - P3 : Mode A 8 t O.2 microseconds
Mode C 2lt O.2 microseconds
2l Interval P1 dan P2 : 2 t 0.15 microseconds
Si nurasi pulsa pl,p2, dan P3 : 0.8 t 0.1 microseconds
+j nise time pulsa p1, P2, dan P3 : 0.O5 - 0.1 microseconds
2t
5) Interval P3 - P4 2 I 0.05 microseconds
6) Durasi P4 short 0.8 t O.1 microseconds
7) Durasi P4 long 1.6 t 0.1 microseconds
8) Amplitude P+ within 1 dB of the amPlitude of Ps
9.2.2.5. Interrogation Mode S : interrogation terdiri dari 3 pulsa yang

pr, i,, dan Po' serta Ps sebagai pulsa
ditransmisikan dan diberi simbol
y.rrg ditransmisikan untuk Mode S side lobe suppression' -
"orrtrot
1)IntervalPl_P2:ModeS2r0.05microseconds
2)IntervalleadingedgeP2_S}nCphasereversalPo
3.2.2.6. Detection Requirements

1) Detection ProbabilitY : >95oh
2l False Detection : < 2o/o dari total target
: < O.Lo/o
3) False target RePorts
4)' Multiple SSR Target RePorts
Overall Multiple SSR tu'tget report ratio : <0'3%
Multiple SSR target rePort ratios
- From reflections : < O.2oh
- From sidelobes : < O.lo/o
- From splits : < O.lo/o
s) Code Detection
- Mode A probability of code detection : > 98o/o
- Mode C probability of code detection : > 96oh
6) Akurasi deteksi
- Deviasi range dan azimuth: 250 m dan 0.15 derajat untuk MSSRSSR;
100 m dan 0.06 derajat untuk
3.2.2.7. Groundstation CaPacitY : > 400 pesawat Per scan
3.2.2.8. Quality Requirements

1) Positional AccuracY
Systematic errors :
- Slant range bias < 100m
- Azimuth bias (degree) < 0.10
- Slant range gain error 1m/Nm
- Time stamP error < 100 ms
Random errors (standard deviation values) :
- Slant range : <70rn
- Azimuth (degree) : < 0.08'
Jumps :
- Overall ratio of jumPs : < 0.057o
2) False code information
- Overall false codes ratio : < O.2o/o
- Validated false Mode A codes : < O.1o/o
- Validated false Mode C codes : < O.lo/o
3.2.2.9. Availability requirements
1) Outage time availabilitY
- Maximum outage time : <4 hours
- Cumulative outage time : < 10 hours / Year
22
2\ Maintenance
- MTBF : z 40'000 hours
- Bagian yang redundant termasuk extractor dan processing unit
d;;;; iet&si failure otomatis harus dapat switch - over dalam
waktu 2 detik dan bagian yang rusak jika dimungkinkan dapat
diperbaiki dalam waktu kurang dari24jam' untuk
- Minimal terdapat i peralatan field Ino.ritor yang digunakan
alignment secara
mlngetahui kesalah pendeteksian dan monitoring
p"rrriu-,l"n dari peralatan secondary radar'
3.3. Automatic Dependent surveillance Broadcast (ADS-B)
3.3.1. DeskriPsi Singkat ADS-B

penerbangan sipil Internasional (ICAo) tentang
Rekomendasi organisasi berbasis satelit
penggunaan sisiem pengamatan masa depan yangdengan peralatan
pengganti radar. Pesawal terbang yang diperlengkapi
-dit"ii*"
ADS-B, pancaran sinyalnya "f.r, oleh Ground Station
lintas udara (ATC
selanjutnya ditampilkan p.ir. laya1 pengendali .lalu Mode s Extended
System) melalui sistem ktmunikasi data-baik sistem
Squitter, VDL Mode 4 mauPun UAT'
3.3.2. Spesifikasi Teknis ADS-B

a. Jangkauan Deteksi 250 NM pada 29O FL
+ l- 25O target Pesawat Pada saat
b. Target CaPacitY
yang bersamaan
c. KemamPuan Proses DO 260, DO260A, DO260B
d. Update rate 1 second<rate<5 seconds
as OperationallY required
e. Tipe target Mode ES, Mode AlC, Mode S
f. Time Synchronization GPS Network Time Server
g. Receiving signal Extended Squitter ADS-B,
Mode S 1090 MHz, GPS.
h. Network LatencY 95o/o<2 seconds of G/ S outPut
i. ReliabilitY 1 2 autonomous groundstation
including antenna, each Providing
data, no common Point of failure
j. ReliabilitY 2 - MTBF Each groundstation including
antenna to have MTBF>10.00O hrs
k. Communication link completeiY duPlicated, no common
point of failure.
1. Availability 99,999 o/o
m. Integrity - Groundstation Site Monitor, GPS RAIM, monitored
item by RCMS, at least :
- Status RePorting;
- Buffer Overflows;
- Processor Overloads;
- Target Overloads;
23
- Communications Overload;
- Communications Loss;
- Time Synchronization;
- Temperature Range;
n. Integrity - Data communication And Processing : All system up to ATM
system errors < 1x10E-6
o. Data Transmission Mode Asterix Category 21 edition : O.23, 0'26,
1.6, 2.1 orlatest edition.
p. Antenna
1) Frequency 960 MHz sld 1215 MHz
2) Impedance 50 Ohm
q. Grounding system Sesuai dengan standar PUIL2000 atau
PUIL terbaru
r. Recording dan PlaYback 30 hari atau lebih
s. Backup Power suPPlY Redundant UPS dengan kemamPuan
backup tiap unit masing-masing 5 jam
3.3.3. Persyaratan Lingkungan
Mampu beroperasi dalam kondisi
a. Operation indoor temPerature: +10 to +4Oo C
b. Operation outdoor equiPment -10 to +7O" C
c. Indoor HumiditY max. 9oo/o, non condensing
d. Outdoor humiditY max. 95% (-10 to 39" C), max. 50%
(-10 to 7O'C)
e. Wind velocity up to 130 km/h
f. Kemampuan menahan beban tambahan pada tiang antenna sampai
dengan 2OO Kg.
g. Ketihanan tiang antenna mampu bertahan sampai dengan 2O tahun'
24
3.4. Multilateration (MLATI
3.4.1. Deskripsi Singkat

untuk
Multilateration adalah seperangkat peralatan yang dikonfigurasi
memperoleh informasi posisi dari sinyal transponder
Secondary
berupa squitter
Surveillance Radar (sSR), MSSR Mode-S dan ADS-B baik
maupunreptymenggunakanteknikTimeDifferenceofArriual
sinyal dari
(TDOA).TDOA merupakan perbedaan waktu relatif ketika
suatu
transponder yang diterima oleh beberapa stasiun penerima yang
".rrr.
berbeda.
menentukan
MLAT merupakan aplikasi pengamatan yang akurat dalam
posisi pancaran, sesuai dengan identitas data (octal code, aircraft
address
orflightidentification)yangditerimaolehsistemATM.
3.4.2. Spesifikasi Teknis
a. Pemancar :
- Interrogation message Generation : 1O3O MHz
b. Antenna Penerima :
- Frequency Penerlma 1090 MHz
- Kemampuan Penerimaan Menerima sinYal Yang diPancarkan
dari target (Mode AICIS dan
ADS-B) dan timestamP
di setiap antenna.
- Time StamPtng UTC time via GPS
c. Central Processor memproses data dan
menjadikannya outPut dari MLAT
(dan ADS-B) track
d. Remote Ground station :
- Listrik tersedia
- Komunikasi tersedia
- Remote Control tersedia
- Remote switching dan monitoring : tersedia
e. Automation system adaptation : tersedia
jalur
f. Persyaratan Lingkungan : tersedianya Power'
komlnikasi dlta, akses menuju site, adanya lahan (serta
kemungkinan untuk pengembangan)'
25
3.5. ATC Automation
3.5.1. Deskripsi Singkat ATC Automation
ATC Automation adalah fasilitas yang digunakan oleh

Air Traffic controlier
(ATC) dalam pemanduan lalu lintas ,dr.tu. dan menjaga
separasi antar
pesawat. Sistemtersebut berfungsi untuk mengolah data radar' mengolah
peringatan,
iata flight plan, prediksi po"i"i pesawat, memberikan
ATC, dan koordinasi
memberikan informasi cuaca, merekam tindakan
antar unit Air Traffic Service (ATS)'
dari server
ATC Automation merupakan sistem komputerisasi yang terdiri dan
dan workstation, serta antarmuka dengan peralatan komunikasi
pengamatan Penerbangan.
ATC Automation bertujuan untuk meningkatkan -
keselamatan
peralatan
penerb"nga, dengr.r, *"rryldiakan informasi penerbangan dari pada
pengamatan peneibangan dan unit ATS lain. Informasi ditampilkan
berbagai layar fungsiJnal, termasuk di antaranya laya1 situasi
ruang
udara, layar data penerbangan, layar supervisor, dan layar informasi
aeronautika.
3.5.2. Spesifikasi Teknis ATC Automation
3.5.2.L . Spesifikasi Hardware

1i Server (SDPS, FDPS, AGDPS, Radar Front Prcessor, ADS-B Processor'
Safety Net, Recording)
a. CPU CPU kelas server modern dengan
kemampuan multi-core Processing,
multi- threading (late st te chnolo g yl'
b. Beban maksimum CPU 50 % dari kaPasitas CPU
c. Memory Memory kelas server dengan
kemampuan Error Correcting Code
d. Beban maks Memory 50 o/o dari kaPasitas memory
e. Harddisk Redundant ArraY of IndePendent
Disk (RAID) dengan kemamPuan
Mirroring.
2) Workstation (cwP, AWP, DBM, FDO, Operational Supervisor, Technical

Supervisor, PlaYback, DAF)
a. CPU CPU kelas workstation high end
modern dengan kemamPuan
multi-core processing,
multi-threading (latest technologr)
b. Beban maksimum CPU 50 % dari kaPasitas CPU
c. Memory Memory kelas server dengan
kemampuan Error Correcting Code
d. Beban maks Memory 50 o/o dari kaPasitas memory
e. Harddisk Redundant ArraY of IndePendent
Disk (RAID) dengan kemamPuan
Mirroring.
26
3) Time Reference SYstem
- Jenis Satellite derived (GPS)
- Protokol NTP
- Deviasi maksimum 100 ms
4) Console Ergonomis
5) Peralatan Penunjang Thermal Flight Strip Printer, Flight
Plan Strip Holder, Flight Plan Strip
Holder Rack, Dimmer,
6) Persyaratanlain-lain
a. Kemampuan menamPilkan track maks. 500 ms sejak track
message diterima
b. Kemampuan menamPilkan alarm status <3 detik sejak deteksi
kejadian
c. Waktu untuk switch-over
- Surveillance server : maks. 2 detik
- Flight plan server : maks. 10 detik
- Data recording server : maks. 2 detrk
3.5.2.2. Required States and Modes

a. The system shall have the capability to operate in Operational Partition
or in Simulator Partition.
b. The surveillance and Flight display consoles shall have the capability
to operate in Operational Mode, Direct Radar Access Mode, Simulator
Mode, and PlaYback Mode.
c. The servers sha1l have the capability to operate in Mode Active, Hot
Stand-bY and Maintenance Mode'
3.5.2.3. System capability Requirement, sekurang-kurangnya memuat:

3.5.2.3. 1 Man-Machine Interface
The surveillance positions will be able to provide surveillance tracks
without interrupti,on. Data will be displayed in a clear way avoiding
confusion and.f or misunderstanding, and taking into consideration its
contents, meaning, or the importance of the data displayed.
3.5.2.3.2 GraPhic Interface
3.5.2.3.2.1 Predicted Position Indicator
a. The Main Controller Display shall be able to designate a track vector
and to define the predicted ahead in time (minutes) what those
vectors rePresent.
b. The system shall have a command to designate a track for display
and define a specific time ahead.
c. The graphic representation of a velocity will be displayed as an
extended velocity vector and the length of the vector shall be a
function of the controller selected time for predicted positions'
27
Controls
g.5.2.3.2.2 Functional . -, ^-. r^1^+^ ^--, i-,
a.Thesystemshallhavethecapabilitytocancelordeleteanyinput'
action that has been initiated, before the completion
or
confirmation of execution of the command'
function
b. The system shall have functional controls using dedicated
keys and a trackball.
28
3.5.2.3,2,3 Radar Coverage Diagrams and Color Assignment
The superii"o, iosition shall have the capability to select colors
to
a.
be applied to various display elements, in a manner not to degrade
or affect the processing of operational functions'
b. Selection of color brightness and intensity shall be available as an
operational function in the individual workstation.
c. The main controller position shall have capability to display
coverage diagrams for each surveillance sensor and resultant
coverage diagram for ali ground based surveillance sensors
presented in a sPecific color.
d. These coverage diagrams shall be customized to emulate the
theoretical coverage for the heights 5,000 feet, 10,000 feet, and
20,000 feet for each azimuth. Areas with no surveillance coverage
shall have a sPecial color.
3.5.2.3.2.4 Screen Annotation

a. The surveillance workstations shall have the capability for entering
up to TBD annotations for display. Each annotation will have a
specific text and color.
b. The surveillance workstation shall have the capability to route the
Screen annotation to other surveillance workstations and to
suppress displayed annotations as well'
3.5.2.3.2.5 Windows Presentation

a. The surveillance workstation shall orgar:LLze all the information
presented in windows to present surveillance data, flight plan data,
alerts, status, commands, where each window shall be selected,
resized or moved by the controller.
b. The system shall have the capability to notify any critical
information shown in a minimized or inactive window'
3.5.2.3.2.5.t Main Surveillance Window

The main surveillance window shall present the surveillance data
with the capability to zoom and pan.
3.5.2.3.2.5.2 Secondary Surveillance Window
The secondary surveillance windows shall provide the same
capability than the main surveillance window with independent
resize, zoorn and Pan.
3.5.2.3.2.5.3 System Status Window

TLe System Status Window shall display the following information:
. Time and Date;
. Selected display range;
. Altitude filter bounds;
. SSR block code selections;
. CJS Designation;
29
:y#k"'"u#,
3.5.2.g.2.5.4 General Information Window
ftr. system shall provide the capability to display the following
,:T[f,',T, on the Flight Data DisPlaY:
. MET data
. Aeronautical/Meteorological Information: Notice to Airmen
(NOTAM) and Meteorological Report (METAR)' and other
meteorologicalmessages(SIGMET,AIRMET'GAMET'SPECIand
TAF);
: 3i,ffi11:::?:::::3:ffi::?". regi.ns
3.5.2.3.2.5.5 MessagesWindows
a. Th; system shall have the capability to displaY Pending
coordination messages between centers, sectors or tracks
(via
Datalink).
b. The system shall have the capabilitY to register all the
coordination actions even when the interface between the
systems is not working.
c. The system shall have the capability to display an alert when a
response to a coordination message is not received'
d. The system shall have the capability to display the coordination
messages received till the operator send the answer correctly'
e. The system shall have the capability to display the history of
coordination messages.
3.5.2.3.2.6 Images
The main surveillance wind.ow shall have the capability to display
georeferenced images representing meteorological information as an
overlay under oPerator control.
3.5.2.3.2.7 Surveillance Data Display Elements

a. ADS-B, ADS-C, pSR,-SSB, and PSR/SSR plot presentation shall be
available as a selectable function'
b. Surveillance workstations shall have the capability of manually
enable or d,isable the presentation of plot data besides the
presentation of tracked targets.
c. The track information shall indicate:
o Aircraft position;
. Track history information'
d. The system shall have the capability to process and display:
o SSR code or callsign when correlated with a flight pian;
30
Flight level/altitude based on Mode c or barometric corrected
altitude ( below the transition level) surveillance information;
e.
: x;r;:ffi:"-,:",:13 :fiilTff:ff ili!ili'i,,*^,
will
The system to
have the capability calculate and display the
predicted position of any track as d'esignated by a controller input
action'
f. The surveillance position shall have the capability to process and
of
display alphanumerically the ground speed and heading (track)
anY track designated'
s. shall be availabre for displav:
lr.J"jf[lil:ilTts
o Range rings;
o Time;
o Selected Surveillance Display range;
o Selected height filter;
o AIW (Area Infringing Warning);

o RAM (Route Adherence Monitoring);
. Track information, including:
o Position symbols;
o Track history information.
o Label information.
h. Critical information related to the display of special codes, STCA,
MSAW, MTCD, CLAM, AIW Data or information considered to be
critical for the operation shall always be displayed in a clear and
unambiguous manner.
g.5.2.3.2.8 Surveillance Data Position Symbols
Different symbols sha11 be used for indicating a PSR plot, SSR plot,
PSR track, ssR track, PSR/SSR track, ADS-B Track, ADS-C Track,
Multilateration Surveillance track, Flight Plan navigated track.
3.5.2.3.2.9 Track History Information
a. The survLillance workstation shall have the capability to enable or
disable track history information in each position'
31
b. The surveillance workstation shall have a capability to select the
number of track history positions, using a specific symbol.
3.5.2.3.2. 10 DisPlaY Range

The Surveillance Display shall have the capability to select a specific
range for each surveillance workstation'
3.5.2.3.2.11 Range Rings

"systeri shall have the capability to display Range rings individually
The
selectable at each surveillance workstation as circles centered on the
selected ground based surveillance sensor in monoradar mode and
multiradar mode.
3.5.2.3.2. 12 Quick Look
a. The system shall have a capability to display all tracks and labels
through an individual quick look function'
b. The quick look function shall enable display of label track data
bypassing all local filters.
3.5.2.3.3 Range Bearing Line

Each Surveilllnce Display shall have the capability to display a minimum
of 3 range/bearing lines, displayed at the end of the line, as the following
tYPes:
. Between any two operator selectable points;
. Between any two moving targets, including a time field,
. Between a operator selectable point and a moving target, including a
time field;
3.5.2.3.4 Smart Labels

The smart label will be the main way to interact with the system.
The system shall have a capability to display three types of label:
. Standard Label - with the minimal tracklflight plan information.
. Extended Label - activated when the cursor pass over the label.
. Selected Label- similar to the extended label but with interaction in the
fields.
3.5.2.3.4.1 Controller Jurisdiction Indicator (CJI)

a. The system shall have a capability to display an indication an
indication of which sector has jurisdiction over the track in
question.
b. The system shall allocate a separate jurisdiction indicator as
defined in adaptation data.
c. This CJI shall be shown in conjunction with the handoff function.
d. The system shall display involved in a handoff through a distinct
presentation.
32
(SPI)
3.5.2.3.4.2 Special Position Indicator . Anr
a.ThesystemshalldisplayactivationofSPlusingaunlque
indication.
relative
b. The system shall have the capability to re-position any label
to the position symbol, manually or using an automatic algorithm'
c. The following data shall be displayed in a label, if available:
. ssR code or call sign when correlated with a flight plan or
entered manually from a surveillance workstation;
. Mode C flight level/altitude;
. Attitude indicator, i.e., climb, descent, or level flight;
. Controllerjurisdiction indicator;
. Calculated ground speed, expressed in tens of knots;
. Cleared flight level;
. Quality Factor;
. ADS Data:
. Coordination Data;
. Free text, entered manuallY.
d. The calculated vertical speed shall be displayed after an
appropriate controller input action'
3.5.2.3.5 Filters
a. The system shall have a capability to select an upper and lower limit
for the level filter, at each surveillance workstation'
bi'"$::*i1#it'Hg-ffili:*"1T"T['"*"us'fa'fi'n;
. Tracks that are quick-looked at the display;
' Active handoff tracks;
.;lil:f
iT:ff ,T:I##kr*Tllffi','#1",' ;*5: :l;ffi i,;
c. '
alerts.
The surveillance shall have a capability to display the height filter
limits selected.
d. The system shall have the capability enable/disable adapted areas
withinwhichdetectedtrackswillnotbedisplayed.
e. The system shall have a capability to designate specific codes or code
groups to filter the track label presentation'
3.5.2.3.6 MaPs ,
a. The system shall have a capability to select and present map data in
-1-,
each surveillance workstation'

b. The map presented shall have specific graphic representation for the
i-"fl*:*t#:;:ec,.rs;
33
.i'*frfu'
3.5.2.3.6. 1 Weather Surveillance Data
a. ihe system shall have the capability to display weather surveillance
data from PSR radars or Meteorological radars'
b. The system shall have a capability to select the display of high
intensity, both high and low intensity, or no weather' if this
information is available.
3.5.2.3.6.2 Private MaPs

a. The surveillance workstation shall provide the capability to define
and to display private maps created on-line with different attributes
of lines.
b. presentation of each private map shall be individually selectable'
3.5.2.3.7 Flight Plan

9.5.2.3.7.1 Flight StriP Window of
ThE system shall provide the capability to display up to TBD pages
flightstripinformationinthiswindowontheESD.
"ffr.Data
3.5.2.3.7.2 Flight
u..
DisPlaYs
system shall provide functional controls to enter, modify,
cancel and display flight plan data.
b. The system shall have the capability to insert a change in a flight
plan route through graphical point selection'
c. The flight plan functions shall include:
. flight plan data entry;
. flight plan uPdate data uPdate;
. Display of flight Plan data;
. Edition of stored/displayed information;
. Printing of Flight Progress Strips:
. Edition of departure clearance for inactive and pre-active flight
plans;
. Manual edition of ATS messages;
d. The system shall have the capability to edit a flight plan using a
graphic tool over a specific thematic map.
e. The system shall have a capability to display a flight plan history,
with all the actions and message updates received or transmitted
related to that flight Plan.
9.5.2.3.7.3 Flight List Presentation

ThE system shall have the capability to display traffic lists, based on
the flight plan status, including coast and hold information.
34
3.5.2.3.7.4 Flight Strip Presentation Strip
The system shalt trarre the capabiiity to display Electronic Flight
and to print Paper Flight Progress Strip'
3.5.2.3.7.4.1 Paper flight Progress striP

a. The systeir shall hr.rr" the capability to define a flight Strip
format and layout in adaptation data'
b. The system shall distribute flight strips in accordance with the
route system and the Strips distribution plan as defined in
ad.aptation, and the capability to print flight strips at any
time.
3.5.2.3.7 .4 .2 Electronic Flight StriPs

a. The syst"em shail have the capability to display electronic flight
striPs.
b. The system shall have the capability to allow the operator to
selectpre-definedflightlevelusingsmartlabels.
c. The system shall display electronic flight strips associated
with the flight under control or prior to control of the
associated jurisdiction sector at the position associated to the
sector.
d. The system shall have the capability to display at least the
following sub-states for a flight plan:
. active not controlled;
. active controlled;
. in transfer (donor, receptor and proposed);
. announced;
. holding;
. transferred;
e. There shall be specific presentations for the following
conditions:
. correlated;
. multicorrelation (two or more tracks having identical
SSR code associated to the same flight plan);
. non-conformance route ltrack position indication;
f. There shall be a unique presentation for the first display of the
flight Plan.
3.5.2.3.7 .5 Flight Plan Data Retrieval
a. The system shall have the capability to retrieve flight Plans,
repetitive flight plans, and flight plan history from the database'
b. The system sha1l have the capability to retrieve flight plan data
avaiiable on the basis of: Flight identification, in combination with
departure aerodrome, andfor EoBT/ETA (validity times).
35
3.5.2.3.7.6 Repetitive Flight Plan Retrieval
The Ftight plin workstations shall have access to RPL data in the RPL
file, and to retrieve RPL data available on the basis of: Flight
identification, in combination with departure aerodrome andlor
EOBT/ETA.
3.5.2.3.7.7 Flight Plan History

Th;;y;;; shall have a capability to display and print all messages
for at
concerning a flight plan, including associated update messages'
leastad.aptablehoursafterterminationofflightplan.
3.5.2.g.7.8 Free Text Input and Distribution
The syste- have the capability to perform "free text" input, and to
be able route this information for output to other designated
to"fr"U
workstations or any AFTN/AMHS address'
3.5.2.3.7.9 RVSM
The system shall have the capability to process and disPlaY RVSM
status according with the associated flight plan, the oPerator inPut
data and coordination messages as well, considering the RVSM
airsPace;
3.5.2.3.7.10 PBN
The system shal1 have the capability to process and display the PBN
1 of
status associated to the flight plan according with the Amendment
Doc 4444, considering the operator input data and coordination
messages as well;
3.5.2.3.8 Datalink Communication

a. The system shall be linked to aircraft by a datalink service provider
(DSP).
b. The system shall be capable of transmitting and receiving AFN, ADS
andCPDLCmessagescomplyingwithRTCA/DO258A-EUROCAE/ED-
1o0 and AIDC messages complying with the Asia/Pacific Regional
Interface Control Document for AIDC (ICD)'
c. The system shall include the ACARS Convergence Function (ACF) to
convert messages between the character-oriented data of ACARS and
the bit-oriented data used in ADS and CPDLC'
d
i'ifn:; i*iil+ ;?i*i+i,,",:::::: -,;
. Tools for measuring separation in distance or time;
. Tools for measuring angles between aircraft flight paths;
:'#,fiil:i:T::.,ffi3,i1x3::xT3,,LC messages;
' Alerts for excePtion conditions;

. Conflict probe caPabilitY;
35
lffi#[-,*ffi.::a,.ns
3.5.2.3.8.1 CPDLC
a. The system shall have the capability to communicate using the
protocol CPDLC
b.(..Control1er-PilotDatalinkCommunication,,).
c. The system shall be capable of processing the specified number of
message exchanged with each of the aircraft'
d. Down-linked GPDLC messages shall be dispiayed to controllers' or
Tools shall be provided to allow simple and intuitive initiation of,
response to, CPDLC messages'
e. CpDLC position reports shall be used to display aircraft positions
when no ADS rePort is available'
f. The system shall have the capability of terminating CPDLC
connection with the aircraft.
The system shall allow transfer of CPDLC between sectors of an
ATCAS without changing the data authority and with the same
CPDLC link.
h. The system shal1 be capable of handling the message set and
the
standardized. free text messages defined in the FOM, as well as free
text.
The system shall allow controllers to review uplink messages prior
to sending.
J. Messages shall be handled in order of priority'
k. Messages with the same priority shall be processed in the
time
order of receipt.
1. The controller shall be alerted to unsuccessful receipt of the
required response in the specified time or receipt of Message
Assurance Failure (MAF).
m. The system shall allow controllers to send any response messages
linking with the reference number of the message received'
n. A CPDLC dialogue shall not be closed until an appropriate closure
response for that message with same reference number is received'
o. when the closure response message is sent, the dialogue is closed
and the system shall reject any further attempt to send a response
message.
p. The capability of closing a GPDLC dialogue, independent of CPDLC
closure message receipt, shall be provided'
q. The system shall have the capability to send the more frequent
CPDLC messages through an interface using the associated track
1abe1.
37
r. The system shall have the capability to display aircraft data,
received by ADS, in the standard or extended track label.
S. The system shall have the capability to display different shapes or
symbols to d.ifferentiate that the aircraft is ADS/CPDLC capable
and it is in contact with the Center'
t. The system shall have the capability to allow the operator to
differentiate information of course, speed and vertical speed
received automaticallY bY ADS.
u. The system shall have the capability to uplink messages to the
aircraft regard.ing the controller actions that the pilot need to know'
v. The system shall have the capability to display in the outbox
message list all the uplink CPDLC messages that are pending for an
answer from the Pilot.
w. The system shall have the capability to display in a unique way the
field associated to a change made by the controller till a downlink
message is received from a pilot saying the change was made.
x. The system shall have the capability to display a communication
failure message, when an expected downlink message is not
received during a time-out (adaptable)'
3.5.2.3.8.2 ADS
a. The capacity of the ADS function shalI be determined from the
operational policy and procedures and the airspace characteristics,
including number of FANS capable aircraft, periodic reporting rate,
airspace size, waypoint event report frequency, usage of event and
demand contracts, and projected traffic growth'
b. The system shall be capable of initiating periodic, event and
demand contracts.
c. The system shall be able to support a demand, an event and a
periodic contract simultaneously with each aircraft.
d. The system shall apply validation checks to incoming data by
reference to flight plan data in relation to time, altitude, direction
and position.
e. The system shall be capable of processing ADS reports to display
aircraft positions, tracks and altitude. Between ADS reports,
aircraft positions shall be extrapolated and displayed automatically
at specified intervals.
f. Air and earth reference data of ADS reports shall be provided to
controllers if required. The types of ADS contract are described at
ICAO 9694 and 9880 documents.
g. ADS messages shall be processed by the system in the following
order:
1) ADS emergency mode.
2\ Demand/event rePorts.
3) Periodic report.
38
h. Within these categories, messages shall be handled in the order
received.
i. The following errors shall be notified to controllers:
. Message validation error.
. Message sequence error detected with time stamp.
. Time-out of ADS report in response to request'
. Periodic and waypoint event report failure'
3.5.2.3.8.3 Notification of Error Messages
a. The system shall be capable of performing the cyclic redundancy
check (CRC) on each message.
b. The system shall be capable of verifying the format and validity
checks appropriate to each message'
c. Controllers shall be notified when the system detects:
o I message error;
o I message sequence error;
o ,A' duplicate message identification number;
. Message non-delivery;
. An expected response not received'
d. The system shall have a capability to display ADS or CPDLC
emergency message received from an ADS/CPDLC equipped
aircraft.
3.5.2.3.8.4 TimestamPs and Timers

a.CPDLCandAIDCmessagesshallbetimestamped.
b. By setting and/or deactivating various timer values for the
messages received in response to transmitted messages, the system
shall monitor whether or not aircraft responses arrive within a
specified time limit. Timers are generally based on the operational
requirements of each ATCAS.
c. The timers for sending messages relating to the automatic transfer
of CpDLC connection and to AIDC shall be set according to bilateral
agreements with adjacent ATCAS concerned.
d.Atimerfileshallbeprovidedinthesystemfor:
1) Timeout settings for delayed response.
2) Timing to initiate actions in ADS/CPDLC operations for:
o Connection request (CR);
o ADS periodic, event and demand requests;
o Automated transfer of connection to the next ATCS;
. Sending Next Data Authority (NDA) message;
. Sending AFN Contact Advisory (FN-cAD): at least 30
minutes prior to FIR boundary message;
. Sending End Service message prior to the aircraft crossing
the FIR boundary (e.g. 5 minutes before);
. Timer to trigger actions for sending AIDC messages;
39
Timer for re-transmission of the message when no response
is received within a specified time.
3.5.2.3.8.5 AFN Logon Functions

The AFfr logon functions provide the necessary information to enable
ADS and CpDLC communications between the system and aircraft
avionics sYstems for:
'Logon;
. Forwarding logon information to the next ATCAS.
Note: Details of Datalink Initiation Capability (DLIC) functional
capabilities are provided in Doc 9694 Part2'
The required capacity for AFN logons will be determined from the
operational requirements, such as estimated number of FANS aircraft
at the peak hours and anticipated growth of FANS traffic.
a. The system shall be capable of accepting or rejecting AFN logon
requests.
b. The system shall have the capability to correlate the AFN logon data
automatically with the aircraft flight plan.
C. The controller's workstation shall be capable
of displaying the
following data:
. Address and version number of the aircraft applications, if
required;
. Response from the aircraft with timestamp;
. Status of correlation of the aircraft with its stored flight plan;
. Indication of Acceptance' or 'Rejection' to the logon request
from aircraft.
d. When an aircraft downlinks its supported apptications and their
version numbers in an FNCON message, the ATCAS system
response shall indicate whether or not it supports those version
numbers.
e. The system shall be capable of sending the Acceptance message or
the Rejection message with reason, as appropriate'
3.5.2.3.9 Surveillance Data Processing

Ideally, surveillance systems shall incorporate all available data to provide
a coherent picture that improves both the amount and utility of
surveillance data to the user. The choice of the optimal mix of data sources
shall be defined on the basis of operational demands, available technoiogr,
safety and cost-benefit considerations.
3.5.2.3.9. 1 Air Situation establishment

a. The system shall make available a plot position presentation as a
selectable function.
b. The system shall have the capability to receive, process and
integrate all the messages (plots and tracks) to create and update a
40
dynamic Air Situation received form the following surveillance
sources:
. ADS-B: Eurocontrol Asterix Protocol Standard including
Categories 10, 11,2L e 23;
. ADS-C: ACARS Protocol;
. Multilateration: Eurocontrol Asterix Protocol Standard
including Categories 10, 11, 19 e 20;
. Mode S: Eurocontrol Asterix Protocol Standard inciuding
Categories 10, 11, 34 e 48;
. Adjacent Centers: Eurocontrol Asterix Protocol Standard
including Categories 62, 63 e TVT2;
. Radars: Eurocontrol ASTERIX protocols including categories 1,
2, B, 34, 48 with UAP from Raytheon, Thales, SELEX'
Lockheed Martin, INDRA, INVAP, NRPL;
. Radars: EV 72O, CD2, AIRCATsOO, TVT2legacy Protocols.
c. The system shall have the capability to create and update track
information based on the flight plan information and controller data
input (Flight Plan Navigated tracks);
d. All the messages shall be submitted to a process to validate the
message format before the surveillance integration, discarding
erroneous messages and logging all errors found'
e. The system shall have the capability to create a timestamp for all
the messages using an UTC Time reference sent by the sensor, or
using the local relative time.
f. The system shall have the capability to integrate all the
meteorological information from the primary radars (cat 8
messages) to display at the surveillance display.
ct
b' The system shall have a capability to tracking all the surveillance
reports using a
h. Surveillance Multisensor Tracking, improving accuracy and
smoothing of the resulting system tracks through adaptative
Kalman filters.
The system shall have the capability to manage the status of all
Sensors, to determine which of the Sensors are available to
participate of the data fusion.
j. The system shall have the capability to manage the surveillance
report aging from all the sensors, and to verify the eventual
interruption of message flow.
k. The system shall have the capability to manage the surveillance
tracl< update and the track suppression for both the system track
file and the local track file.
1. The system shall have the capability to evaluate in reai-time the
highcst quality information, and use the highest quality component
information to update the system tracks, establishing priorities for
the sensor types as defined in adaptation. At the current stage of
4t
development of ADS-B systems, radar is generally accepted as the
best surveillance data, followed by ADS-B and then by ADS-G.
Flight plan tracks have the lowest quality.
3.5.2.3.9 .2 Surveillance Data Output
The system sha11 have the capability to forward surveillance track and
flight plan information associated to the Adjacent ATCAS, using an
ASTBRIX interface categories 62,63, and following a geographical filter
previously defined in adaptation.
3.5.2.3.9.3 Surveillance Data Processing Capabilities

a. The SDPS shail support the updating of system tracks with a
Surveillance Tracking (ST) method which uses data from multiple
sensors when overlapping surveillance Coverage exists. The ST
capabrility includes a track filtering algorithm capable of proccssing
data from different surveillances. The data wiil be received at
irregular times and each surveillance data will have unique position
error variances.
b. The SDPS shall maintain a system track and sha1l have the
capability to display smooth system tracks which are updated
based on surveillance data from multiple sensors.
3.5.2.3.9 .4 Surveillance Pre sentation

a. The SDPS will have the capability to present surveillance data in
two modes:
. System Track Presentation Mode: A strrveillance mosaic (the
system mosaic) based on an integration of all surveillance
sensors.
. Local Track Presentation Mode: Any single sensor connected to
thc SDPS.
b. Bach Surveillance Controller workstation shall individually be able
to select a presentation mode, with a clear indication of the mode of
presentation selected.
c. When switching from one track presentation mode to another, there
sha11 be no noticeable disruption in the presentation of data, except
that some targets may not be detected anymore and others will be
repositioned.
d. When Local Track Presentation Mode has been selected, data
processed at system track level sha11 be maintained for display and
cinematic surveillance data presented sha1l be derived from the
designated single sensor.
3.5.2.3.9.5 Surveillance Data Processing Functions

a. The system shall provide the following functions:
. SSR reflection suppression;
42
. Processing and displaying of aircraft ground speeds, headings,
predicted positions, SSR Mode C data, ADS Data;
. Display of position symbols (raclar and ADS symbols) and
specified track and labe1 data;
. Processing and displaying of sPi and special codes;
. Provision for filtering;
. Display of coasting tracks;
. Surveillance data recording'
3.5.2.3.g.6 Direct Surveiilance Access (DSA) Back-up Mode

a. The DSA server sha1l provide surveillance sensor data onto the DSA
LAN for seiection by controller surveillance workstations in the DSA
Back-up mode.
b. The Direct Surveillance Access server shal1 process all surveillance
data formats specified for the SDP.
c. The controller specified DSA surveillance information shall be
available upon selection of the DSA Back-up mode'
d. Each surveillance workstation sha1l receive and process data from
the Direct Surveillance Access server.
e. The back-up mode shall provide map selection, range selection, off-
centering, and manual code/callsign association, as well as display
management functions in each surveillance workstation.
3.5.2.3.9.7 Real-Time Quality Control (RTQC) of Surveillance Data

3.5.2.3.9.7.7 Automatic Test Target Monitoring
In accordance with ICAO recommendations, fixed SSR Test
Transponders will be installed within the surveillance coverage for
each of the SSR sources integrated to the system'
a. Test Targets shall be available for presentation in any

surveillance Position.
b. The system sha1l have the capability to monitor the
geographical position of the Test Transponders. If a Test
Transpond"ers position falls out of tolerance (adaptation), the
SDPS shall notify and 1og at the Technical and Operational
Supervisor Position.
3.5.2.3.9.7.2 Status Message Monitoring

a. The system shall monitor the status messages to detect a
change in the status of the surveillance sensor link or an
increase in the error rate status me Ssage to declare a
survcillance link down or uP.
3.5.2.3.9.7.3 Surveillance Data Counts Monitoring

a. The system shall maintain a count of the various types of
surveillance messagcs in the system, including SSR and PSR
43
messages. A11 anomalies in these controls sha1l be reported to
the Technical and Operational Supervisor'
3.5.2.3.9.7.4 Registration Analysis

a. The system "rr.tt provide the RTQC capability for ground based
radars to perform rangc d.eviation and azimuth deviation
computations on targets of opportunity. The capability will be
continuously active and wili monitor target reports received
from surveillance pairs identificd in adaptation'
b. The system shall have the capability to calculate range and
azimuth bias errors, and if these errors exceed adapted
tolerance standards, an alert message shall be reported to the
Technical and Operational Supervisor.
c. The system shall have the capability to print a report of the
most recent registration analysis on request'
3.5.2.3.9.7.5 Registration Correction

The system shall provide the capability to manually update the
surveiliance registration corrections.
3.5.2.3.9.7.6 SSR Reflections

The system shal1 have the capability to suppress SSR reflections,
using the following conditions:
. The plot/track report has an SSR code that is one of the
adapted discrete codes;
. The range and azirnuttt of the report lie within one of the
reporting surveillance's adaptable reflection areas;
. Another report from the same radar that has the same code
(duplicate) from the samc surveillance scan, and its range is
less than the range of the current plotltrack report minus a
design parameter rarge delta.
3.5.2.3.9.7.7 Altitude Processing

a. The system sha11 have the capability to process QNH values for
a minimum of TBD airports for the calculation of Transition
Levels and conversion of Mode C derived data.
b. The system sha1l have the capability to convert Mode C derived
flight levels into altitudes for a1l aircraft in a QNH area below
the relevant Transition Level.
c. The system shall have the capability to process area QNH
values for a minimum of TBD areas for the calculation of
minimum usable flight levels on airways and other ATS routes.
3.5.2.3.10 Flight Plan Data Processing

3.5.2.3. 10. 1 Flight Data Processing Functions
44
a. The system shall have the capability to receive, store, process,
update, and display, repetitive flight plans (RPL), flight plans, and
other ATS messages.
b. The system sha11 have the capability to receive ATS messages from
several sou.rces, including AFTN/AMHS and adjacent centers'
3.5.2.3.1O.2 Flight Data Processing Capabilities

a. The system inciude the following capabilities:
sha11
o Fiight plan routes analysis and flight trajectory and times
calculation;
e Flight plan status determination based on inputs and timed
events;
r Dispiaying and.f or printing of flight plan data to relevant
sectors;
. Automatic and manual Sccondary Surveillance (SSR) code
allocation;
. MET data processing;
o Flight plan I track association;
o Intersector and interunit coordination;
r Automated updating of flight plans based on Estimated Time
over (ETO) through correlation of flight plan data and
surveillance data;
r AFTN Message processing.
b. The system shall make available fully automatic processing of the
standard ICAO flight plan messages, including the coordination
message as foresee in the OLDI (used only to exchange data with
pre-existent ACC/APP that use this interface) and AIDC
specification.
c. The system shall support the current and new flight plan format,
as in the Amendment 1 to the Procedures for Air Navigation
services Air Traffic Management, Fifteenth Edition (PANSATM,
-
Doc 4444) for applicability on 15 November 2Ol2'
d. The system sha1l generate and maintain a system flight plan
which will be kept until it is terminated.
e. The system shall ensu.re that equipment or communication
unavailability in a sector will not cause any disturbances to the
data interchange between other sectors/ centers'
f. The system sha11 process VFR flights in the same manner as IFR
flights unless otherwise specified
3.5.2.3.10.3 Flight Data Database

The system shall have the capability to establish and maintain a
database of flight plans and to activate these flight plans for further
processing, permitting modification, addition, and deletion of
previouslY entered flight Plans.
45
3.5.2.3.10.3.1 Repetitive Flight Plan (RPL) Data
a. The system shall have the capability toreceive RPL data via
media, download or manually entered and store them in the
RPL file.
b. The system sha1l have a capability to transfer a RPL
automatically to a flight plan database at a stipulated
(adaptable) time prior to the time of entry into the area of
responsibility.
c. The FDPS sha11 provide the operator with the capability to
create, modify and delete flight plans from the RPL fi1e.
3.5.2.3.10.3.2 AFTN/AMHS Flight Pian Data

a. The system sha1l have the capability to receive and process the
following ATS messages received from AF"TN/AMHS: FPL, DEP,
ARR, RQP, ALR, RCF, RQS, AFP, SPL, CPL, DLA, CNL, EST,
cHG, CDN, LAM, ACP and AIRBP as foresee in the ICAO 4444
Document and include other coordination messages"
b. The system shall have a capability to enable or disable via a
VSP the automatic processing of ATS messages for each
message type. when it is enabled, ATS messages sha1l be
processed for display to specific Flight Plan positions in the
following conditions:
1) Whenever the message contains an error, discrepancy or

other invalid data.
2) Whenever the flight plan contains data in fie1d 18, except
when the data are prefixed by "REG/", "SEL/", "OPR/",
"ALTN/", or "EET/".
c. In the cases where a message is not identified, or contains data

that are not va1id, or cannot be paired with previously stored
data, an "invalid"" response as well as the message itself shall be
displayed to the specific flight plan positions. The message sha11
in such cases be displayed in the format in which it was
received and with an indication of the "invalid" data.
d. The system shall have the capability to check all ATS messages
for:
. Format errors;
' Syntax errors;
. Previous receipt of the same message;
. Validity, with respect to whether the flight pian or flight
update message will affect the area of responsibility;
. Compatibility, with respect to conformance between aircraft
type, True Airspeed (TAS), flight level/altitude, EtrT,
departure aerodrome, route within the defined route system,
and destination;
46
a Validity time;
a Channel sequence number.
3.5.2.3.10.3.3 Operator Flight Data InPut

The system shall have the capability to display at the Surveillance
Display and Flight Data display and input the following types of
flight plan messages:
. FPL and CPL;
a Flight updates messages;
a Departure state transition messages;
. Fix estimate updates;
. Cleared level updates.
3.5.2.3.10.3.4 MET Data
a. The wind direction and speed, referenced as MET Data shal1 be
able to be received through the AFTN/AMHS interface, as
defined in the SICD.
b. The MtrT data sha11 be processed for multiple height layers and
areas for use in trajectory and times calculation, employing the
data valid for the route (area).
c. The Flight Data Display sha1l have the capability to display and
change the MET data.
3.5.2.3.10.3.5 Input Message Processing

a. The F'DPS data base shall have the capability to identify,
classify, and process the message types received, as well as
identify the originator (source) of the me ssage'
b. Received CNl-messages with respect to pre-active and active
flight plans shal1 be processed for display to the sectors
concerned.
c. Flight update messages sha1l automatically change the parent
flight, causing, if necessary, the re-processing of the flight pian.
d. The system shall have a capability to do the following actions,
as required, when a flight update message is received:
1) New calculation of flight trajectory/flight times;
2) New analysis of flight Plan route;
3) New analysis of flight strip distribution plan;
4) New distribution of flight data for display update.
3.5.2.3.10.4 Flight Progress Processing
a. The system shall have a capability to determine the status for
each flight plan, reflecting the cr'-rrent state of the flight.
b. During a flight plan lifetime, the system sha11 have a capability to
attribute a flight plan the following states and its transitions:
. Inactive * when a new flight pian is created;
. pre-active - VSP time before the effective realizatron of the
flight;
. Active - correspond.s to the effective teahzatron of the flight;
. Terminated - corresponds to the period when the flight plan is
ended by operator action or automatically, staying in the
system only for consulting features.
3.5.2.3. 10.5 Route Processing

a. The system shall have the capability to produce and maintain a
continuous flight profile/trajectory for every valid flight plan
received.
b. The system route system shall include:
. The d"efined airspace, airways, and ATS route structure;
. Navigational aids/significant positions and Aerodromes;
. Sector boundaries;
. SID/STAR procedures.
C. The route processing function sha1l accept input data based on:
. Route as indicated in the flight plan or, if applicable, as
subsequently indicated bry an update message;
. Entry of significant positions defining the route by
significant points/ positions, latitude/ longitude positions.
d. The system shal1 have a capability to do a Route
analysis / conversion automatically.
e. Trajectory estimation on route, flight planned
sha1l be based
level/altitude, available wind data, and aircraft performance
characteristics.
f. The route processing function shal1 determine significant
positions and calculatc trTOs for those positions.
o The system shall have the capability to integrate an AMAN
(Arrival Management) and/or a DMAN (Departure Management)
and.f or SMAN (surface Manager) tools for Tactical Local
Planning.
3.5.2.3. 10.6 Secondary Surveillance (SSR) Code Allocation

a. The system shall have the capability to process both manual and
automatic SSR code allocation'
b. The system sha11 have the capability to maintain lists of codes to
be used for automatic code allocation.
C. The system shall have the capability to maintain lists of codes to
be retained for flights from another ATC Center.
d. The system shal1 have the capability to automatically allocate non-
duplicated codcs to flight plans for flights generated within the FIR
and equipped with a 4096 SSR code transponder.
e" The system shali have the capability to assign non-duplicated
adapted discrete codes an adapted non-discrete codes to
designated flights as specified by controller input action.
48
f. The system shall have the capability to release previously assigned
codes for re-allocation.
3.5.2.3.1O.7 Flight Plan I Track Association Function

a. The system shall have the capability to automatically associate
flight plans with the appropriate surveillance system tracks.
b. The system shall have a capability to allow the operator to initiate
an association.
c. The system shall have the capability to terminate the association
(also calIed disassociation) between a track and a flight plan either
automatically or manuallY'
d. The system sha1l have the capability to do an automatic
association only with discrete SSR codes'
e. The system sha11 have the capability to alIow the operator to do a
manual association with discrete and nondiscrete SSR codes and
tracks without an SSR code (primary tracks)'
f. The system shall aliow the manual association only if the track
and flight have the same CALLSIGN.
g. The system shall have the capability to monitor periodically each
controlled flight for conformance with its planned route, using the
associated surveillance system track's position to compute the
BTO for each fix in the route, and to determine when each fix has
been passed.
3.5.2.3.10.8 Sectorization
The airspace of interest is described geographically in the adaptation
data in terms of nonoverlapping volumes of airspace known as
geographic sectors. These volumes are polygons in the hortzontal
plane and have an up to TBD different levels dividing the airspace
that can be controlled by a controller. This unit of airspace is usually
ca11ed a controlled sector.
The system shall have the capability to declare up to TBD different

levels to define the control sectors'
3.5.2.3. 10.8. 1 Sector Reconfiguration Function

a. The system shall have the capability to change the definition of
control positions and the assignment of control sectors to
positions through the consolidation input.
b. The system shall check if the new position has the capacity for
all the flights affected by the requested consolidation and to
automatically change the ownership to this new position.
3.5.2.3.10.9 ATFM Functions

a. The system shall have the capability to analyze the air traffic with
anticipation for Air Traffic Flow Management purposes.
49
b. The system sha11 have the capability to display a graphic of flight
plans associated to a predicted period of time , using a filter for a
specific:
. Airport: classified by flights in ETA or ETD;
. Coordination point: classificd for ETO;
. Sector: classified for time of arrival in the sector;
3.5.2.3. 10. 10 DPS OutPut
a. The system shal1 have the capability to provide all controller
workstations with an up-to date presentation of the state of all
individual flights assigned to, or otherwise of significance to (i.e',
to be assigned to) each workstation.
b. The system sha1l have the capability to transmit flight update
messages to all ATC workstations and adjacent ATC centers.
3.5.2.3.10.10.1 Output of Messages to AFTN/AMHS Network

The system shal1 have the capability to support a protocol for
communication with interactive ACCs, where adapted, and the
transmission of the FPL, DEP, ARR, RQP, ALR, RCF, RQS, AFP,
SPL, CPL, DLA, CNL, BST, CHG, CDN, LAM, ACP ANd AIREP
messages.
3.5.2.3.10. i0.2 Flight plan Handoff

a. The system shall have the capability to determine automatically
when a surveillance track associated with a flight plan is about
to cross sector or FIR boundaries, in order to transfer the flight
plan from one controller to another or from one controller to
another ATC system sector.
b. The system shall have the capability to allow the controller do a
handoff between thc involved sectors or Adjacent ATCAS
involving the main Phases:
. handoff warning: it is generated at a time (adaptable) before
the ETO of the coordination point to the current owner of
the flight to indicate that the handoff to the next sector is
due;
. hand.offinitiation: the owning controlier requests the hand-
off function to validate and initiate the control transfer to
the next sector on the flight's planned route;
. handoff acceptation: the receiving controller can accept and
conclude the control transfer processing'
c. The system shall have the capability to output flight plan data
to the Adjacent ATCAS as specified in the SICD.
d. The system shall have the capability to exchange coordination
messages, with the following protocols:
. Messages ICAO 4444 standard, using the AFTNIAMHS;
50
. Messages AIDC as specified in the Asia-Pacific ICD, using
the AFTN/AMHS;
. Messages OLDI as specified by trUROCONTROL, using
dedicated 1inks.
e. For AIDC protocoi, the system shall have the capability to
exchange the minimum set of messages (ABI, CPL, EST, PAC,
ACP, MAC, LAM, LRM, TOC, AOC) for the Notification,
Coordination and Handoff phases defined in the referenced
AIDC ICD.
f. For OLDI protocol, the system shall have the capability to
exchange the minimum set of messages (ABI, ACT, REV, PAC,
MAC e LAM) for the Basic Procedure, Dialogue Procedure -
Coordination Phase and Dialogue Procedure - Transfers Phase
as defined in the referenced OLDI ICD.
g. The actual protocol used to Exchange flight plan messages with
adjacent ATCAS sha11 be defined in adaptation data.
3.5.2.3. 10. 10.3 ATFM unity

a. The system shall have a capabrility to send coordination
information, slot information, predicted and current traffic load
and flight plan updates to an ATFM unity.
b. The system shali have the capat-rility to send to the ATFM unity
the go/no-go status on the major ATCAS subsystems and
SCNSOTS,
3.5.2.3.11 Alerts
a. The system shall provide a window dedicated to display all the
conflicts detected during the flight plan life.
b. The system shall display all the alerts detected during the flight
plan route visualization.
c. The system sha1l display all the flights involved in a conflict.
3"5.2.3.11.1 Special Codes and Emergency Messages

a. The system sha1l display codes reserved for special purposes, such
as A7500, A7600, A77OO, using aiso a time-limited (VSP) audio
signal, of individuai activation's of special codes.
b, The system shall have a capability to display ADS or CPDLC
emergency message received from an ADS/CPDLC equipped
aircraft.
c. The system shall have the capability to display the last detected
position of a special code squawk and the associated track history
as well, till the controller acknowledges the alert at the supervisor
position. The capabiiity to print all the data associated sha11 be
provided.
51
3.5.2.3.r1.2 Short Term Conflict Alert (STCA)
a" The system sha1l have the capability to generate a Short Tcrm
Conflict Alert (STCA) with respect to tracks, taking into account
the CFL and considering the PBN status information. If the system
determines that a violation of vertical separation minima
(adaptabie) and hortzontal separation minima (adaptable) is
calculated within a pre-determined (adaptable) time period.
b. The system shall have the capaLrility to define adapted areas
where the STCA featurc will be applicabie.
c. The system sha11 have the capability to process tracks in respect
to heading, speed, altitude/flight 1evel, vertical speed, when
available for a pre-determined (adaptable) time ahead'
d. The alert STCA generated shall include a visual and aural (time-
limited) indication to the workstation(s) that are responsible for
the tracks concerned, which wili be extinguishable upon
acknowledgment by the controller.
3.5.2.3.1 1.3 Minimum Safe Altitude Warning (MSAW)

a. The system shall have the capability to generate MSAW with
respect to tracks providing SSR Mode C information. A minimum
safe altitude warning will be gcnerated when ssR Mode c
information indicates that an aircraft:
. In level flight is inside or within (adaptable) NM of an area
where the minimum safe flight 1evel is greater than the aircraft
flight leve1.
. Has a rate of descent (adaptable time) indicating that a
minimum safe altitude will be penetrated.
. Has a rate of climb (adaptable time) insufficient to obtain a
minimum safe altitude.
b. The system shall have the capability to define adapted areas
where the MSAW feature will be applicable.
c. The alert MSAW generated shal1 inciude a visual and aural (time-
limited) indication to the workstation that has the track, which
will be extinguishable upon acknowlcdgment by the controller.
3.5.2.3.11.4 Medium Term Conflict Detection (MTCD)
a. The system shall have the capability to generate a MTCD when a
new or modified flight plan create a conflict in any point of its
route with other active flight p1an, taking into consideration the
PBN status, airspace RVSM and the APP airspace as we11.
b. The MTCD sha1l be generated only to the Controller and Assistant
that has a sector jurisdiction over the flight p1an. This alert will be
displayed at the operational supervisor as well.
c. When any events or changes in the route, level or estimated time
occu"r the system shal1 have the capability to recalculate the
5Z
conflict prediction automatically taking into consideration all
others flight Plans'
3.5.2.3.1 1.5 Cleared Level Adherence Monitoring (CLAM)

The system shall have the capability to display at the track labe1 an
alert when an aircraft is deviating from its Cleared Flight level by a
value greater than a threshold.
3.5.2.3.11.6 Route Adherence Monitoring (RAM)

The system shal1 be able to monitor if a trajectory flight is in
conformance with its flight route, and to alert when an aircraft is
deviating from its planned ror-tte , considering the PBN status
information.
3.5.2.3.L1.7 Area Infringement Warning (AIW)

The system shall be able to alert in situations when an aircraft is, or
is predicted to be, crossing the border of a reserved area (restricted or
dangerous) on-line predefined or off-line adapted'
3.5.2.3.1 1.8 Conflict Protre

a. The system sha1l have a tool (Conflict Probe) initiated by the
controller for a particular aircraft, to determine whether a
proposed flight plan will come into conflict with another during a
specified period.
b. The system shal1 compare the proposed trajectory with the current
planned trajectories of other aircraft information and displays the
position and time of calculated conflicts to the controller,
considering the PBN status information.
3.5.2.3.LL.9 Approach Funnel Deviation Alert

Th; Approach Funnel Deviation Alert (sometimes also known as
Approach Monitoring Aid) is the Safety Net function responsible to
alert in situations when an aircraft deviates from the approach
funnel, either laterally or vertically.
3.5.2.3.12 Recording and PlaYback
a. The operational system shall include a data recording facility to
record and rePlaY data.
b. The recording function sha11 be able to operate concLtrrently with the
plaYback function.
3.5.2.3.12.1 Recording
a. It shal1 be possible to record data continuously for 48 hours
without operator intervention. The replacement of the non-vo1atile
removable storage medium shall be limited to a maximum of once
every 48 hours.
b. It shall be possible to record all dispiayed targets, weather
information, maps, lists, images, filter limits, display control
53
settings, and all Surveillance Display operator actions performed
shall be date/time stamped and recorded.
c. The system shall record all operational actions and system
messages at the Surveiilance Display, Flight Data Display and
Electronic Flight Display and the TechnicallOperational
Supervisor.
d. The system shall have the capability to record online all the
surveillance and flight plan data in a commercial database, in
order to execute queries to generate reports.
e. The system shall record each system flight plan record whenever
its flight state or holding state changes or whenever an item
changes as a result of operator input or an external message .
f. The system shall record the data while still meeting its response
time requirements.
g. For archival purposes, recorded data shall also be copied to a non-
volatile removable storage medium for permanent storage. The
recording computer may Llse internal hard disks as temporary
storage medium.
3.5.2.3.12.2 Playback
a. The system shal1 have a capability to record data and playback to
be used in the following activities:
. to create the air situation display at the surveillance display
with all the flight plan events associated;
. to obtain a 1og of operator actions and system messages;
. to perform data analysis and statistics;
b. The recorded information shall be capable of being played back at
selected working positions without interrupting the operational
system.
c. It shal1 be possible to playback data archived on removable
storage medium loaded.
d. The system shall be capabie of performing a high speed search of
the recording medium in relation to time of day.
e. It shall be possible to select a specific time to the nearest minute
from which the data playback is to commence.
f. The system sha11 be capable of replaying data that has been
recorded up to 60 days prior in a s1ow, normal or fast mode.
g. The system shal1 provide an interface to synchrontze tLte playback
with the Audio Recorder.
3.5.2.3.72.3 Surveillance Display Playback
a. The system shall have the capability to change the playback mode
to an interactive playback mode in which it is possible to change
the Surveillance Display presentation.
b. The system shall have the capability to display recorded data at
any surveillance display working position configured for playback.
54
3.5.2.3.72.4 Non-interactive Playback Mode
During non-interactive replay, the replayed data shall be presented in
a manner that emulates the display presentation at the time of
recording inciuding the result of controller display input actions and
all functions execr-lted using all input devices.
3.5.2.3.12.5 Interactive Playback Mode

a. In the interactive mode, the selected working position receives all
of the recorded data and the user can change the display of this
data as if in an operational environment, without interference with
the operational system.
b. A working position configured to operate in playback mode shall
be able to enter interactive mode at any time during the playback.
3.5.2.3.12.6 Flight Data Display Replay

The system shall have the capability to provide a log of all previously
recorded controller and assistant actions to a printer.
3.5.2.3.13 Architecture and Supervision

3.5.2.3. 13. 1 Functional Redundancy
Critical functions shall be dualized to provide redundancy ensuring
continued full system operation in the event of single failures, such
1*' ,n" Flight plan Data processing servers;

. The Surveillance Data Processing Servers;
. The Data recording servers;
: ;ffi ;nT:',"?ti,TffiH:[::ff::,T.1i;n'lavs;
3.5-2.3.13.2 System Requirements
a. The system shall have the capability to ensure that the failure of
any single functionai unit will not cause the total failure of the
system.
b. The system sha11 have the capability to distribute a time Reference
to all positions in accordance with the mode of operation (on-line,
playback or simulation).
c. The system shal1 have the capability to automatically restore itself
to normal operation after interruptions due to power failure.
d. In case of power return after complete power outage, the ATCAS
shal1 automatically restart and go into operation in the same
configuration as before the outage.
e. The system sha11 have the capability to provide the following
functions.
. Monitor the status of all system elements;
. Perform manLtal and automatic system reconfigurations;
. Supply status information for display;
55
f. A11 events shall be stored on disk and classified depending on its
relevance.
g. The system shall have the capability to filter and display all the
events and system error reports recorded based on its type,
reievance and time, as an interactive data base.
h. The system shall have the capability to switch over its critical
function servers with no loss of information.
i. The system shall have the capability to restart any nodes and
perform reconfiguration of all servers.
j. The system shall have the capability to display and print out the
actual opcrational configuration and status, including the
monitored external sources.
k. The system shall have the capability to use dual LAN (Local area
network) and meet all functional and performance requirements
with one of the dual LANs out of service.
1. The system shall have the capability to supervise and display the
status of the dual LANs and perform automatic reconfiguration to
the standby LAN if necessary.
m. The system sha11 have the capability to monitor continuously all
the loca1 and remote net nodes using the SNMP protocol.
n. The system sha11 monitor, using the SNMP protocol the following
hardware devices status:
. CPU load and temperature;
. RAM memory r.-ISe;
. Disk partition use;
. Network traffic.
o. The system shall monitor, using the SNMP protocol, the
availability of UPS and generators used to supply Power to all
equipments.
p. The system shall have the capability to display the status of all
equipments and network in a synoptic view of the system.
q. The system sha11 have the capability to detect and display aierts
and alarms at the Supervisor Positions, and all the critical and
non critical errors generated by the system.
r. The system shall have the capability to configure the acceptable
limits, frequency and Time-out values for the events of the system
monitored using the SNMP protocol.
s. The system shall have the capability to operate each Supervisor
position in the Technical, Operationai and Read-only (only
Display) defined by the login, including also others backup
positions. trach modc sha11 have a specific authorization to
execute determined commands in accordance with their role.
t. The system shall have the capability to define a regional
operational supervisor responsible for a subset of sectors, used for
centers with a big number of sectors.
56
3.5.2.3.13.3 Online Test
a. Online tests of the hardware as well as the software shall be
provided to verify the operation of the computer systems'
b. The online test functions shall periodically check the subsystem
and display alerts for fault situations.
c. The online test functions sha11 periodically verify the
communication availability of all nodes in the local network and
all the external interfaces.
3.5.2.3.13.4 ATCAS System Control and Reconfiguration
The system shal1 have the capability to execute the following action
sw'[ch'ver;
I il[T{H$il*",;*:::en'i
3.5.2"3. 13.5 ATCAS Sector Reconfiguration
a. The system shall have the capability to provide a graphical display
of the ATCAS sector configr.rration.
b. The system sha1l have the capability to use preset sector
configurations defined in the adaptation data.
c. Sector reconfigurations shal1 be performed at the Operational
Supervisor.
d. The Operational Supervisor shall have the capability to print a
consolidation report.
e. The system sha11 have the capability to display and print a current
sector load and a predict sector load, based on a specific time
ahead.
3.5.2.3.14 Aeronautical and Meteorological Information

a. The system shall have a capability to reccive aeronautical and
meteorological information from the AFTN/AMHS:
. Meteorological information: MET data as defined in section
3.2.4.3.4 and METAR, according to ICAO Annex 3 and other
meteorological messages, such as SIGMET, AIRMET, GAMET,
SPtrCi and TAF, according to Annex 15;
. Aeronautical information: NOTAM, according to ICAO Annex
15.
b. The MET data will be received every 6 hours from the
AFTN/AMHS; in case of absence or a delay greater than 30
minutes (adaptable), the system shall have the capability to send
a message to the Operationai Supervisor and it shall use the
latest data stored.
c. The system shall have the capability to receive aeronautical and
meteorological information for display via a Web Browser.
57
d. The system shal1 have the capability to input and display QNH
vaiues.
e. The system shall have the capability to check the MET data for
format and syntax errors.
f. The system shali have the capabrility to display and modify
aeronautical information.
g. The system shall have the capability to display and modify the
MET data.
h. The system shail have the capability to identify and classify MET
data messages with respect to type of data and area of validity.
i. The system shall have the capability to compose and display a
web browser window with general purpose information to be used
internally by the controllers.
j The system shall have the capability to compose free text input
(no pre-defined format, up to 1800 characters) to be routed to
AmN/AMHS addresses.
3.5.2.3.15 Management, Operational and Technical Information Report Tool
a. The system shall have the capability to produce monthly statistics
of end-to-end system datalink performance in daily operations.
The system shal1 have appropriatc tools for monitoring and
analyzing the performance data for reporting.
b. The system shall have the capabiiity to generate reports, using
predefined queries or ones defined by the operator, such as: total
number of flight plans in a sector during a specific period of time,
with filters defined by the u"ser (aircraft type, level, airway, VFR or
IFR rules, ATCAS origin, and airport).
c. The system shal1 have a capability to generate reports with a list of
all strips updates during a specific flight plan iifetime.
d. The system shall have a capability to generate reports with a list of
working hours for each operator during a specific time and their
respective totals consolidation, based in the logon/logoff records.
e. The system sha1l have a capability to generate reports with a list of
sectors allocation hours, taking into account all the sector
consolidation/ deconsolidation.
f. The system sha1l have a capability to generate reports with a list of
all alerts distributed per type, criticality, sector and time.
g. The system have a capability to execute scheduled (E.g.,
sha11
annuaily, monthly, dai1y, hourly) pre-defined reports.
h. The system sha11 have a capability to provide commercial tools to
create user-defined reports.
i. The system shall have the capabilitSr to define different Access
levels for data and reports.
j The system shali have a capability to generate graphical and
textual reports and print.
58
3.5.2.4 System External Interface Requirements
a. The network sha1l conform to the protocoi suite defined as part of the
ATN concept.
b. For messages from controller to pilot, the ground ATN routers must
choose the most suitable data link device available and route the
messages to that transmitting station.
c. It is intended that the ADS and CPDLC functions sha11 eventually be
carried by the ATN. The plrrpose of the ATN is to "provide data
communication services and application entities insupport of the
delivery of air traffic services (ATS) to aircraft; the exchange of ATS
information between ATS units; and other applications such as
aeronautical operational control (AOC) and aeronautical administrative
communication (AAC)." [Annex 10, Vol III, 3.3].
d. It is important, therefore, that any new system should either include
provisions for, or have a defined upgrade path to provide, interfacing
with the ATN. ICAO Doc 9705 - Manual of Technical Provisions for the
Aeronautical Telecommunication Network (ATN) is the appropriate
source of interface data for the ATN.
e. At present, the ATN is under development and trials are being carried
out in several ICAO Regions.
3.5.2.4.1 Datalink and Surveillance sensors interfaces

3.5.2.4.7.7 Datalink Service Provider
In the current FANS 1/A environment, ADS and CPDLC messages are
passed between aircraft and the System using the ACARS data
messaging system. ACARS was developed by the DSPs to pass
information between the airline operating centre (AOC) and the aircraft.
ADS and CPDLC required an air-ground datalink and, in the absence of
the Aeronautical Telecommunication Network (ATN), the ACARS system
was used. It is essential therefore to specify the appropriate interface
port(s) to connect to the chosen DSP. This is typically an RS232 serial
port, but the exact requirement needs to be confirmedwith the DSP.
59
3.5.2.4.7.2 Radar Data
Data imported from a separate radar system will take the form of track
data or possibiy plot data, using a standardtzed interface ASTERIX.
3.5.2.4.1.3 Multilateration (MLAT)
MLAT is an enabling technologr that will enhance the provision of ATM
in a variety of applications, from "radar-like" aLr traffic control purposes
to enhanced situational awareness of surface movements. MLAT offers
most advantages in situations where other surveillance systems (e.g.
radar) are not available. It can also be combined with other surveillance
systems, such as radar and ADS-8, to improve the total surveiliance
picture.
MLAT is dependent on the aircraft having at least a Mode AIC
transponder. It can receive identity through correlation of a code with
the flight plan, or the flight identification transmitted by ADS-B or Mode
S transponder.
3.5.2.4.2 AFTN/AMHS
The AFTN is currently the carrier for ground-ground messaging between

ATC units and carries AIDC messages in the FANS 1/A environment. The
AMHS (Aeronautical Message Handling System) is the ground-ground
messaging application of the ATN.
Any new system AMHS shall include at least one AFTN gateway. AIDC
messages generated in AMHS structure can then be transmitted via the
AFTN and incoming messages from the AFTN shall be transposed to AMHS
structure.
After the ATN becomes operational and thc AFTN is no longer used, the
gateway can be removed.
The AMHS specification, as dcfined in ICAO Doc.9705 (Document that will

be consolidated with Doc. 8080) and ICAO Doc 9880, inciudes only two
levels of service which correspond to a different level of functionality for the
AMHS. They are the Basic ATS Message Handling Service and the
Extended ATS Message Handling Service.
a. The system shall accept and transmit ICAO flight plan data messages
via the AMHS or
AFTN, as defined in ICAO documents Doc 4444 15" Ed and 97O5.
3.5.2.4.3 Adjacent ATCAS interfacc
60
Direct Connection between ATCAS Systems - It is necessary when a full
system must be connected directly to an existing system for flight plan
coordination and surveillance data sharing.
3.5.2.4.3.L Flight Plan Coordination

a. The Flight plan data shall be exchanged with adjacent ATC centers
(Others ACC). The system shal1 provide the capability to exchange
flight plan data with these ATC centers, using OLDI or AIDC
messages. The OLDI application, which is implemented in the EUR
Region, consists of the exchange of messages (a subset of AIDC
messages), using a dedicated OLDI protocol operating directly over
X.25. This is going to evolve in the short- to mid-term towards
FMTP (Flight Message Transfer Protocol), which is a specific
protocol operating over TCP/IP.
b. For flight plan coordination, the interface sha1l bre AIDC over
AMHS/AFTN or the future ATN, but for compatibility with pre-
existent legacy systems OLDI may be implemented over X-25 with
direct links or over TCP/lP (using aX.25 to TCP/IP converter).
C. AIDC messages will be passed via the AFTN until the ATN is
operational. However, AFTN/AMHS gateways shal1 increasingly be
used to provide a transition between the AFTN and ATN. These
gateways transpose AFTN messages into AMHS format and vice
versa. This consists in the exchange of AIDC messages over AFTN,
using the "Optional Data Field' included in the header of AFTN
messages. This application is governed by the document named
"Asia/Pacific Regional Interface Control Document (ICD) for ATS
Interfacility Data Communications (AIDC)".
3.5.2.4.3.2 Surveillance Data Sharing

The system shal1 provide an interface to exchange track data with
adjacent ATC centers. This can be implemented by sharing the radar
sensor using ASTERIX or exchanging system surveillance data between
surveillance servers using ASTBRIX format cat 62, 63.
3.5.2.4.4 Defense systems interfaces

This interface rxrill be used to surveillance data sharing, since there will be
sensors used in Air Defense Systems that can be useful for Air traffic
Control.
This also can be implemented by sharing the radar sensor using ASTERIX
or exchanging system su.rveillance data between surveillance servers using
ASTERIX format cat 62, 63.
3.5.2.4.5 Operator interface
61.
3.5.2.4.5.1 Human Factors
Human factors play a major part in the success or failure of a system to
meet its operational objectives. A system that is uncomfortatrle to use
will lead to controller dissatisfaction. As controllers are an essential part
of the overall system, it can only degrade the overall systemperformance.
Dispiays and keyboards that are poorly designed from a human factors
aspect will be inefficient and may cause actual harm to the users. Bad
display design can affect the eyes and brad keyboard design may result
in occupational overuse syndrome (repetitive strain injury). The human
factors implications of the system specification should be considered
very carefully.
3.5.2.4.5.2 Displays
One or more displays are required to handie the Surveillance, Flight
plan interface with ADS, CPDLC and AIDC messages. Many systems
incorporate message handling in the situationdisplay.
Modern displays use LCD technologr and may be as large as 6OO x
6OOmm, with typical resolution of 2048 x 2048 pixels. Smaller displays
may be more appropriate for some uses, particularly if there are 2
displays at a controller position: a second display is often used for flight
datahandling. However, the arrangement of displays will largely depend
on the extent to which the newsystem is to be intcgrated with existing
systems.
While color displays offer great advantages in differentiating between

different categories of data, the choice of colors for the various categories
can be very contentious. It is essential that color allocation is not
arbitrarily decided, but is based upon sound human factors principles.
Inappropriate color choices can contribute to fatigue, confusion and
errors.
Different symbols will be used for radar tracks, ADS-B tracks, ADS-C
tracks and tracks generated from flight plan information. The track
symbol shall be that of the source of the highest quality information. At
the current stage of development of ADS-B systems, radar is
generallyaccepted as the best surveillance data, followed by ADS-B and
then by ADS-C. Flight plan tracks arethe lowest quality.
The status of the CPDLC connection is an important information for the
controller and is bcst displaycd in the track label.
62
3.5.2"4.5.3 Message Handling
Message handling for ADS, CPDLC and AIDC messages is usually
achieved by some form of menu access for generating messages and by
pop-up windows for replying to incoming messages. Most systems now
offer access via the track label.
For CPDLC, there are two elements to generating most messages:

selection of the specific message and entry of necessary data. The
message selection sha1l be simple: there are about 180 uplink messages
available. Some systems present a selection of appropriate messages -
for example, by offering only height-related messages if the height field
in the track labe1 is selected. ADS contract messages are morc simple
and infrequently required, so that a simple menu-type operation is
normally adequate. AIDC messages can usually be generated
automatically to form flight plan data.
3.5.2.4.5.4 Input Devices
The controller input devices include the text input device and the
pointing device.
The text input device is normally a keyboard and there are various types
of keyboard
(standard, ergonomic, etc).

3.5.2.4.6 Time Reference System and Audio Recorder interface
The system contains a Time Reference System which will establish a

common time source for all subsystems. In addition, outputs will exist to
synchronize external systems with the common time source, such as the
Audio Recorder for Playback activities.
The Time Reference System will be used to keep time synclrontzation in
the Operational and Simulator Partition.
The TRS will be synchrontzed to GPS signals received by the antenna, and
it will be distributed to ai1 net nodes by ntp protocol.
a. The system shall have the capability to synchronize all subsystems to a
common time source with a maximum deviation of 100 milliseconds.
b. Time reference outputs shall be provided to synchrontze ottrcr clocks
with the common time source, typically Audio Recorder Systems.
3.5.2.4.7 ATFM Unitv Interface
a. The system shall provide an interface with a central ATFM for flight
plan information and coordination.
63
b. An air traffic flow management (ATFM) service shall be implemented for
airspace where traffic demand at timcs exceeds the defined ATC
capacity. ATFM will be implemented on the basis of a national/regional
air navigation agreement or, when appropriate, as a multilateral
agreement. The ATFM service within a region or other defined area, will
be developed and implemented as a centralized ATFM organization,
supported by flow management positions established at each area
control centre (ACC) within the region or area of applicabiiity.
C. The responsible ATFM unit shall receive the traffic demand
continuously from the responsible ATC unit, allowing the ATFM unit to
monitor if this demand exceeds, or is foreseen toexceed, the capacity of
a particular sector or aerodrome in order to coordinate ATFM
measu.res.
3.5.2.4.8 AiS and MET

This interface is used for Web interfaces (HTTP) to access AIS and MtrT
data using a Web Browser with a LAN connection. It represents a new
tendency to access data information using thc future ATN.
3.5.2.5 System Internal Interface Requirements

The system usually will use a LAN LOO|1O00 MLrps as specified in the
IEEE 802.3x with protocol TCP/IP.
3.5.2.6 System internal data Requirements

Not applicable.
3.5.2.7 Adaptation requirements

3.5.2.7.7 Database Management
a. It shall be possible at the Database Management position, to print-out

for visual
b. presentation maps entered into the system via the DMS, including
graphic presentation.
C. The system shall have a capability to edit a databrase with the foliowing
data sets:
o Airwaysi
. Airports and Runways;
. Restricted areas;
o NAVAIDS;
. SID/STAR Procedures;
. AFTN/AMHS Directions;
o Sectors;
. Adjacent ATCAS;
64
: i:ri#i,::m i;:xrll,","* parame,er;
o FIR/UIR borders;
o Terminal control areas;
: ;.H,:"1"i;;;,,on zones ;
r Airways and ATS routes;

. Radars sensors information and protocol;
:Ii#,=iffi*,,
. Coordination Protocols;
. Aircraft Types and performance;
: :i:J'.,n::,oo'","'
:;N#ilT"'
o Alerts data;
. Adaptable System Parameters;
. Variable System Parameters;
o Etc.
d. The system sha1l verify the data validation and consistency before the
generation of a set of adaptation data.
e. The system shal1 have a capability to download a new set of adaptation
data to all positions or a group of positions without interfering with the
operation.
3.5.2.8 Safety requirements

Safety assessments are described in detail in ICAO Doc 9859, Safety
Management Manual. Safety nets are described in the item 3.2.5.
3.5.2.9 Security and Privacy Requirements

The system shali have the capabiiity to control users and password and
display the list of users logged at the operational supervisor and record all
the actions with the responsible user information based in the logon/logoff
control.
3.5.2. 10 System environment requirements
a. The acoustic noise level sha11 be no greater then 50 dBA at 1 meter for-
servers and peripherals normally located in an equipment room.
b. The acoustic noise 1evel shall be no greater than 50 dBA from the front
surface of fuily enclosed consoles normally located at the ATC
operations room.
65
3.5.2. 1 1 Computer Resource Requirements
a. The maximum load admitted in any condition for any processor shall
be 50% of maximum capacity.
b. The maximum memory occupation admitted in any condition shall be
50 % of the maximum available memory.
3.5.2.12 System Quality Factors

3.5.2. 13. 1 System Reliability
Reliability predictions will be made for all equipment through
observation or calculated using a specific standard. The system
reliability will be rnaxirntzed through use of redundant equipment
configurations where a single faiiure would impact system operation. A11
single point failures will be identified.
3"5.2.13.2 System Maintainability

The system design will employ system fault detection and fault isolation.
a. The system shall have the capability to detect 9Oo/o of all system
failures.
b. The system shall provide the mean time to repair to be less than 30
minutes.
3.5.2. 13.3 System Availability
The system will provide operational availabiiity through use of
redundant/fault tolerant system architecture, system fault coverage and
fault detection, and preventative and corrective maintenance.
o The system availability of the ATCAS shall exceed 99.999oh.
3.5.2.74 Design and Construction constraints

a. The system sha11 be built using open systems technologr, using an
operating system likeUNIX or similar.
b. The system shall make ful1 use of help files and hints for button
options to improve the usaLrility.
3.5.2. 15 Personnel-related requirements
Not applicable.
3.5.2.16 Training-related requirements

Training must involve:
a. ControllerTraining;
b. System Operator Training;
c. Maintenance Training;
d. Simulator Based Training.
3.5.2.77 Logistics-related requirements
66
The system shall have the capability to restore the operating system
software on the workstation using the network or the peripheral device
required to transfer the operating system from standard distribution
media.
18 Other requirements
3.5.2.
3.5.2.18.1 Time Requirements
a. The system shall have a capability to display a track at a maximum
time of 500 milliseconds, since the track message reception (95
percentile).
b. The system shall have a capability to display all remote status and
all external alarms at the Supervisor Position within 3 seconds after
the detection of the event.
c. The system shall have a capability to execute a switch-over to the
stand-by server with thefollowing time requirements:
o Surveillance Server : maximum 2 sec
o Flight Plan Server: maximum 10 sec
o Data recording Server: maximum 2 sec
d. The system shall have a capability to restart and become fully
operational at up to ten minutes (co1d start).
3.5.2.18.2 Capacity Requirements

The system sha1l meet the following operational capacities:
a. Size of system plane : 2048 x 2048 NM
b. Point of tangency (latitude/longitude): 1
c. Surveillance data sources : TBD simultaneous
d. Weather data sources : TBD primary surveillances
e. Maximum single surveillance data rate : 64 Kbps
f. Display update rate : continuous (based on inputs)
g. Maximum surveillance reports per second from all surveillances :
TBD
h. Minimum system track display capability : TBD
i. Adjacent ACC interfaces : TBD
j AMHS interfaces : TBD
k. AF"TN interface: TBD
1. Stored flight plans (RPL's) : TBD
m. Inactive Flight Plans (stored FPL's) : TBD
n. Active flight plans (at any one time) : TBD
o. Aircraft classes : TBD
p. Wind/temperature layers (MET data) : 8
q. Wind/temperature areas (MET data) : 1O
r. Maps (fully digital - labels and vectors) : TBD
s. SID/STAR Procedure: TBD
t. Hold Procedures: TBD
67
The datalink system capacity will be determined from:
. Traffic density at the peak hours.
. Frequency and size of messages per aircraft.
. Airspace sLZe and number of waypoints.
. Number of FANS capable aircraft operating in the airspace.
. Anticipated growth of FANS operation.
. Number of displays.
. Number of connections for terminal systems.
3.5.2.19 System environment requirements
1) Equipment room : <50 dBA at 1 meter for servers and peripherals
2) ATC operation room : <50 dBA from front surface of fully enclosed
consoles
3.5.2.20 System Quality Factors

1) System reliability Redudant equipment configuration
2) Systemmaintainability Capability to detect 9Oo/o of all
system failures
3) MTTR < 30 minutes
4) Availability > 99.999 o/o
3.5.2.21 Capacity Requirement

1) Size of system plane : 2048 x 2048 NM
2) Point of tangency (lat/long) : 1
3) Maximum single surveillance data rate : 64 kbps

4) Display update rate : continous (based on inputs)
68
3.6. ASMGCS
3.6.1 Deskripsi Singkat

Advanced Surface Movement Guidance and Control Systems (A-SMGCS)
IICAO Doc 9830] adalah sebuah sistem yang memberikan fungsi routing,
guid"ance, surueillance dan control terhadap pesawat dan kendaran di
darat yang terdampak agar dapat mempertahankan tingkat pergerakan
dalam semua kondisi cuaca dalam Aerodrome Visibility Operational Leuel
(AVOL) dengan tetap menjaga tingkat keselamatan yang disyaratkan.
Dalarn penerapannya ICAO membagi level implementasi sistem ASMGCS
menjadi 5 tingkatan berdasarkan tipe aerodrome. tipe aerodrome dapat
dikombinasi dari kategori bandera. secara umum semakin tinggi level
implementasi maka peran avionics dan otomatisasi sistem semakin besar.
tabel di bawah memberikan gambaran singkat mengenai leve1 implemetasi
ASMGCS. untuk lebih lengkapnya terdapat pada Doc. 9830 ASMGCS
Manual Appendix B.
Tabel 1 : Kombinasi tipe Bandara

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69
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Tabel 2 : Krtterta penentuan level implementasi ASMGCS
Secara lebih deskriptif, penjelasan dari masing-masing level implementasi

ASMGCS dapat dijelaskan sebagai berikut :
a. Implementasi Level I : pada implementasi ASMGCS level I, pengamatan

sepenuhnya berada pada controller, prediksi dan deteksi konflik, analisis, dan
pemecahan masalah dilakukan bersama oleh controller dan pilot. pengaturan
jalur iintasan untuk pesawat dilakukan controller, dan petunjuk yang
diberikan kepada pilot berupa jalur bercat yang ada di atas lintasan
runway/taxiway.
70
b Implementasi Level II : Pada implementasi levelII, pengamatan dilakukan oleh
controller dengal dukungan oleh system. prediksi dan deteksi conflik
diiakukan oleh controller, pilot dan juga system, nalnun analisis dan
pemecahan maszrlah masih dilakukan oleh controller dan pilot. pengaturan
jalur lintasan untuk peawat dilakukan oleh controller. petunjuk yang
diberikan kepada pilot selain jalur bercat juga pelampuan jalur tengah yang
selalu menyala.
C. Implementasi Level III : Pada irnplementasi level III, peranan system
pendukung mengalami peningkatan yang signifikan. pegamatan sepenuhnya

berada pada pada system. prediksi dan deteksi konflik, analisis, dan
pemecahan masalah d.ilakukan bersama oleh system, controller dan pilot,
meskipun pada keadaal jarak pandang kategori 3 pilot tidak dapat berpearn
banyak. pengaturan jalur lintasan untuk pesawat dilakukan sepenuhnya oleh
system dan petunjuk yang diberikan kepada pilot berupa jalur bercat serta
system pelampuan yang secara manual dapat dinyalakan/dimatikan oleh
controller.
d. Implementasi Level IV : Perubahan dari levc1 IV ini adalah pelampuzrn jalur
yang secara otomatis dapat dimatikal dan dinyalakan berdasarkan
pertimbangarr sistem. selebihnya salna dengan implementasi level III.
e. Implementasi Level V: Sebagai level irnplementasi paling tinggr, level V
ASMGCS meniadakan keperluzrr bagi pilot untuk melakukan prediksi ,
deteksi, analisis dan pemecahan konflik derlam keadaan jrrak pandang yang
bagaimanapun juga. pengaturan jalur sepenuhnya dilakukan pleh system,
dan sebagai tambahan pada system petunjuk untuk pilot adalah adanya
implementasi on board guidance system yang tersini<ronisasi dengan system
penunjuk jalan dan juga pelampuan otomatis.
7t
Secara umum arsitektur perangkat keras, jaringan dan fungsi system ASMGCS
dapat digambarkan sebagai berikut
.:,ilixEillanffi aftl illedifiiJ

furctinns
CooFBriitxl8 senrtri:i
I
'd
tss;'i
lffi;
d
i
t JflI I
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Arpo6ATlid
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-l"l_ /necalOrE\
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'ry mitlrsland aflG I ffinlrslXB[
I ptavlm* I $,stilq
t ''+:lgl'95:L'
monrtsrfiq
pmifiBr
ry-t MET- h
Sy$tenr ilra[iigeri]enl {-lonlfirUei Hhll

l"-'ff[-'l
Gambar 1 : functional architectur
Tabel 3 Equipment evolution for A-SMGCS
!rrrxtllure slrtgor
72
3.6.2 BASIC FUNCTIONALREQUIREMENTS
3.6.2.1 Surveillance
3.6.2.1.1 The surveiliance function of an A-SMGCS should:
a) provide accurate position information on all movements within the
movement area;
b) provide identification and labelling of authortzed rnovements;
c) cope with moving and static aircraft and vehicles within the coverage
area of the surveillance function;
d) be capable of updating data needed for the guidance and control
requirements both in time and position along the route; and
e) be unaffected by operationally significant effects such as adverse
weather and topographical conditions.
3.6.2.1.2 The operational status of all surveillance equipment should be

monitored by the system, and alerts should be provided as appropriate.
3.6.2.7.3 A11 control authorities concerned should be provided with surveillance
C L R AT{ C)
q!\ Tf { H.r',.{l Ht
a R Srs -i. i: t{,\ HT'GS E] (.7
a H R R Si! (: f,L.U\ nr. l
tfl B L R {It0 Srr ,\[ L H.(.G.!

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r8-1fi .\ll ali + R. \,,'J I E /.E ,{.l H.(,4..s.E H (;.T.E
tlIE!: S1-:tafll }'Ioduit:i.

"{rrodro*re
lr-r,s*, B -- Br:lc R -{pprolrr-1t r;dx : .'i.qatdtd 1l0p bu t'
r ...--, ir
- i:,*'.rp :ll{R S;lfifE n)Lrtlnrnt rtllnf i, { Trrrffir- hght:
Lriout C = {lomp1* P Piiille.i rriire l$te t'illrin'ithBul 1lght: i' ATCO .{ii irrltir.0rluoliri
Litfic L - Liglrr \'I l1Rrilntri", !\rlxclied (blorl: ofr sen{re l*!e li.glrtr 5..': .'j!'.teur
fnific trl = I{rduul A Aulfliltnt.ic tKlrrhed rtlriff lxE lighl: / Nrn-dflielsprlflrtrrqnsrd
fr:ffic II = trIelr",, C -{Brodrolue th:rt ruld :,rgu, ' tlt .l{e.;!dr\-e10p10r1ridr:trihLr
ti Ilold$g peritror rt*hr-g 1' I Fnl:ure.l .o1;1'rI di:i,l:'
Ci Rtr:rt i :'rx.i :rrhr:
l,:rri. j.- Fdr iiir&rii, :rc nri,li: -l--' .1f iloi 9-l:o.
data in the required area of thc acrodromc.

3.6.2.1.4 Within the requircd area of the aerodrome, surveillance should be
provided up to an altitude so as to cover missed approaches and 1ow-
leve1 helicopter operations.
3.6.2.7.s Surveillance shortld be provided for aircraft on approach to each runway
at such a distance that inbound aircraft can be integrated into an A-
SMGCS operation so that aerodrome movements, including aircraft
departures or aircraft crossing active runways, can be managed.
3.6.2.1.6 A seamless transition should be provided between the surveillance for
an A-SMGCS and the sr-rrveil- lance of traffic in the vicinity of an
aerodrome.
a2
3.6.2.1.7 The A-SMGCS should detect any incursion into areas used for aircraft
movement and the runway strips, and within any designated protected
area as required by airport authorities. The surveillance system should
also continuously indicate the position of unauthorized anrcraft, vehicles
and obstacles in the above areas.
3.6.2.1.8 For aircraft and vehicles within the areas men- tioned tn 2.5.1"7, the
surveillance function of an A-SMGCS shouid continuously provide
information required to detect deviations from the assigned route, with
an update rate that is sufficient to ensure an adequate response of the
system.
3.6.2.2 Routing
3.6.2.2.1 Either manually or automatically, the routing function of an A-SMGCS
should:
a) be able to designate a route for each aircraft or vehicle within the
movement area;
b) aliow for a change of destination at any time;
c) al1ow for a change of a route;
d) be capable of meeting the needs of dense traffic at complex
aerodromes; and
e) not constrain the pilot's choice of a runway exit following the
landing.
3.6.2.2.2 In a semi-automatic mode, the routing function should also provide
the control authority with advisory information on designated routes.
Note"- In a semi-automatic mode, assignment of routes is carried out

by the control authority.
3"6.2.2"3 In an automatic mode, the routing function should also:

a) assign routes; and
b) provide adequate information to enable manual intervention in the
event of a failure or at the discretion of the control authority.
3.6.2.2.4 When assigning routes, an A-SMGCS should:

a) rntrtirntze taxi distances in accordance with the most efficient
operational configuration ;
b) be interactive with the control function to minimize crossing

conflicts;
c) be responsive to operational changes (e.g. n-rnway changes, routes
closed for maintenance, and temporary hazards or obstacles);
d) use standardrzed terminology or symbologr;
e) be capable of providing routes as and when required by all
autttortzed users; and
0 provide a means of validating routes.
74
3.6.2.3 Guidance
The guidance function of an A-SMGCS should:
a) provide guidance necessary for ar,y authorized movement and be
available for all possible route selections;
b) provide clear indications to pilots and vehicle drivers to allow them to
follow their assigned routes;
c) enable all pilots and vehicle drivers to maintain situational awareness
of their positions on the assigned routes;
d) be capable of accepting a change of route at any time;
e) be capable of indicating routes and areas that arc either restricted or
not available for use;
0 allow monitoring of the operational status of all guidance aids; and
g) provide online monitoring with alerts where guidance aids are
selectively switched in response to routing and control requirements.
Note.- When visibility conditions permit a safe, orderly and expeditious

flow of autltortzed movements, the guidance function will primarily be
based on standardtzed ground visuai aids. If expeditious flow is restricted
due to reduced visibility, additional equipment or systems wili be required
to suppiement visual aids in order to maintain flow rates.
3.6.2.4 Control
3.6.2.4.1 The control function of an A-SMGCS shouid:
a) have a capacity sufficient for the maximum autLtortzed movement
rate (dynamic capacity);
b) have a capacity sufficient for the aerodrome planning of requested
movements for a period of up to one hour (static capacity);
c) detect conflicts and provide resolutions;
d) be able to provide longitudinal spacing to predetermined values of:
1) speeds;
2) relative directions;
3) aircraft dimensions;
4) jet blast effects;
5) human and system response times; and
6) deceleration performances;
e) provide alerts for incursions onto runways and activate protection
devices (e.g. stop bars or alarms);
0 provide alerts for incursions onto taxiways and activate protection
devices (e.g. stop bars or alarms);
g) provide alerts for incursions into critical and sensitive areas
established for radionavigation aids;
h) provide alerts for incursions into emergency areas;
i) be capable of incorporating computer-aided management tools;
j) keep controllers, pilots and vehicle drivers in the decision loop;
75
k) control movements within a spced range so as to cover the
operations in all required situations, taking into account the type of
movement;
1) be capable of allowing operations to continue in all visibility
conditions down to the AVOL; and
m) be capable of ailocating priorities to control activities.
g.6.2.4.2 The control function of an A-SMGCS should also provide for:
a) sequencing of aircraft after landing, or of departing aircraft, to
ensure minimum delay and maximum utiiization of the available
capacity of the aerodrome;
b) segregation of support and maintenance vehicles from operational
activities as necessary;
c) spacing between aerodrome movemcnts according to the prescribed
minima, taking into account:
1) wake turbulence;
2) jet trlast and propeller/rotor wash;
3) aircraft dimensions; and
4) different locations and layouts (runway, taxi- w&y, apron or
aircraft stand);
d) separation of movements from obstacles; and
e) separation with a prescribed minimum of all aircraft from an aircraft
isolated for security reasons (Annex L4 to the Convention on
International Civil Aviation Aerodromes, Volume I, Chapter 3).
-
3.6.2.4"3 The following short-term alerts should be provided by the A-SMGCS
within enough time to enable the appropriate immediate action:
a) short-term conflict alert: whereby an alert is triggered when the
predicted spacing will be below preset/predefined minima;
b) area penetration alert: whereby an alert is triggered whcn a
movement likely to enter a critical or restricted area is detected;
c) deviation alert: whereby an alert is triggered when the computed
deviation will be more than the preset/predefined maximum
deviation;
d) mnway incursion alert: whereby an alert is triggered when a
movement likely to enter an active rLrnway (runway strip) is detected;
and
e) taxiway (or an inactive runway being used as a taxiway) or apron
incursion alert: whereLry an alert is triggered when a movement
likely to enter a taxiway or apron in use, which does not belong to
its assigned route, is detected.
3.6.2.4.4 Distinctive medium-term alerts should bre provided well in advance to
enabie the appropriate remedial action to be taken with respect to:
a) conflict prediction;
b) conflict detection; and
c) conflict resolution.
76
3.6.2.4.5 Once a conflict has been detected, an A-SMGCS should either
automaticaily resolve the conflict or, on request from the controller,
provide the most suitable solution.
3.6.3 SUPPLEMENTARY REQUIREMENTS
3.5.3.1 G1oba1 risk factor

The introduction of an A-SMGCS should not result in an overall level of
risk in excess of the probability of one fatal accident per 107 operations.
3.6.3.2 Aircraft types

An A-SMGCS should support operations involving all aircraft types and be
capable of adaptation to cater for future aircraft types.
3.6.3.3 Vehicies
a. An A-SMGCS should be capatlle of being used by appropriately
equipped vehicles operating within the movement area'
b. Any authorrzed vehicle intended to be used. on the aerodrome in the
vicinity of the manoeuvring area should be equipped to inform an A-
SMGCS of its position.
3.6"3.4 Speeds and orientation

The system should bc capable of supporting operations of aircraft and
vehicles within the following parameters:
a. minimum and maximum specds for aircraft on final approach, missed
approach and runways;
b. minimum and maximum speeds for aircraft on taxiways;
c. minimum and maximum speeds for vehicles; and
d. any heading.
3.6.3.5 Susceptibility
The system should not be affected by:
a. radio interference, including that produced by navigation,
telecommunications and radar facilities (including airborne equipment) ;
b. signal reflections and shadowing caused by aircraft, vehicles, buildings,
snow banks or other raised obstacles (fixed or temporary) in or near the
aerodrome; and
c. meteorological conditions or any state of the aerodrome resulting from
adverse weather in which operations would otherwise be possible.
3.6.3.6 Reference system

3.6.3.6.1 An A-SMGCS should be referenced to the World Geodetic System-1984
(wGS-84).
3.6.3.6.2 A common reference point on aircraft and vehicles should be used in A-
SMGCS.
71
3.6.3.7 Planning
3.6.3.7.1 In order to support the primary functions (surveillance, routing,
guidance and control), the planning facilities of an A-SMGCS should
provide for:
a. strategic planning which wili indicate the predicted traffic situation
for chosen timcs in excess of 20 minutes in advance;
b. pre-tactical planning which will indicate the predicted traffic
situation at a chosen time up to 20 minutes in advance; and
c. tactical planning which will indicate the present traffic situation.
3.6.3.7.2 Planning facilities should include methods of predicting an aerodrome

capacity and indication of start-up times for traffic to meet this capacity.
Note 1.- The capacity assessment is to be based on factors such as

weather conditions, serviceability of equipment, and closure of sections
of the movement area.
Note 2"- Additional elements to be included in the capacity assessment

are the operational activity needs of the movement area, such as surface
inspections, friction measurement, and snow clearance.
Note 3.- The implementation of an A-SMGCS requires the designation

of routes that ensure the safe and efficient movement of aircraft and
vehicles. The route issued for any movement will be dependent on
strategic, pre-tactical and tactical considerations that will be addressed
within the overall planning function.
3.6.3.8 Recording
3.6.3.8.1 Selected data on the communications control activity and display
information should be recorded for accident and incident investigation.
3.6.3.8.2 There should be a function to provide direct replay of recorded data
within the operational system, as part of the requirement for immediate
checking of suspect equipment and initial incident investigation.
3.6.3.9 System failures

3.6.3.9.1 Equipment that shows control data should be both fail-safe and fail-soft.
Note.- The term "fail-safe" in this context means that sufficient

redundancy is provided to carry data to the display equipment to permit
some components of the equipment to fail without any resultant loss of
data displayed.
The term "fail-soft" means that the system is so designed that, even if
equipment fails to the extent that loss of some data occllrs, sufficient
data remain on the display to enable the controller to continue
operations.
78
3.6.3.9.2 In case of a failure of an element of an A-SMGCS, the effect should be
such that the status is always in the',safe,, condition.
3'6.3.9.3 A11critical elements of the system should be provided with timely audio
and visual indications of failure.
3.6.3.9.4 An A-SMGCS should be self-restartable. The recovery time should be a

few seconds. The restart of an A-SMGCS should include the restoration
of pertinent information on actual traffic and system performance.
3.6.3. 10 Aerodrome considerations
An A-SMGCS should of accommodating any change

t-re capable in the
layout of the aerodrome (runways, taxiways and aprons).
3.6.3. 1 1 Pilot considerations

Pilots should be provided with the following:
a) information on location and direction at al1 times;
b) continuous guidance and control during:
1) the ianding roll-out;
2) taxiing to the parking position and from the parking position to
the runway-holding position;
3) lining up for an appointed take-off position; and
4) the take-off ro11;
c) indication of the route to be fo11owed, including changes in direction
and indication of stops;
d) guidance in parking, docking and holding areas;
e) indication of spacing from preceding aircraft, including speed
adjustments;
0 indication of spacing from all aircraft, vehicles and obstacles in
visibility condition 4;
g) indication of the required sequencing;
h) information to prevent the effects of jet blast and propeller/rotor wash;
i) identification of areas to be avoided;
j) information to prevent collision with other aircraft, vehicies and known
obstacles;
k) information on system failures affecting safety;
1) the location of active runways;
m) alert of incursions onto runways and taxiways; and
n) the extent of critical and sensitive areas.
Note.- Most of the foregoing requirements may be satisfied by using
ground visual aids.
79
3.6.3"12 Vehicle driver considerations
3.6.3.12.7 vehicle drivers should be provided with the following:
a. information on location and direction at all times;
b. indication of the route to bc followed;
c. guidance along the route bcing followed or guidance to
remain within designated arcas;
d. information, and control when and wherc appropriate, to prevent
collision with aircraft, vehicles and known obstacles; and
e. alert of incursions into unauthorized areas.
3-6.3.12.2 In addition to 2.6.12.1, the drivers of emergency and operational
vehicles should be provided with:
a. the capability to locate the site of an emergency within the disptayed
range of the system; and
b. information on special priority routes.
Note.- Most of the foregoing rcquirements may be satisfied by
using ground visual aids.
3.6.3. 13 Apron management considerations
The following information should be available to the apron management

services:
a. information on the identity, position and progress of aircraft, including
aircraft under tow;
b. information on the identity, position and progress of vehicles whose
movements might conflict with aircraft movements;
c. information on the presence of obstacles or other hazards;
d. information on the operational status of system elements; and
e. information on facilities appropriate to the control to be exercised.
3.6.3.14 Automation
3.6.3.14-7 Where automation is available, the automated systems should
demonstrate an acceptable level of HMI efficiency.
3.6.3'14.2 The design of an A-SMGCS should make it possible to make a
distinction between the following system elements and functions:
a_ system assistance in the decision_making process;
b. system advice on the decisions taken; and
c. system decisions provided directly to thc Ltscrs.
3'6.3.14'3 Automated guidance should not be uscd by the system if aircraft
control, conflict detection and conflict alert resolution are not available.
3.6.3.74.4 If the system integrity degrades, the system should automatically alert
all users and have the capability to transfer automated functions to the
controllers in a safe and easy way.
3.6'3.14.5 Without automation, it rrray ns1 be possible to meet some operational
requirements. Automation of functions can be applied to various parts of
an A-SMGCS such as:
80
a. identification of aircraft and vehicles;
b. tracking and labelling of targets;
c. route assignment;
d. guidance and control;
e. runway incursion detection;
f. unauthorized intruder detection;
g. conflict prediction;
h. conflict detection;
i. conflict resolution;
j. alert indication;
k. indication of appropriate brightness setting for visual aids; and
l. stand allocaLion.
Note.- Automation validation processes are expected to encompass all
environmental and failure conditions including a reversion to manual
control.
3.6.3.15 Human-machine interface (HMI)

3.6.3.15.1 The operation of an A-SMGCS should not interfere with other ATC
responsibilities.
3.6.3.15.2 The human-machine interface with an A-SMGCS should:
a. maintain a balance between the human and the machine
functions;
b. permit the human to retain the power to make decisions as to those
functions for which the human is responsible; and
C. provide for a balanced mix of visual, audio and tactile inputs and
responses.
3.6.3.15.3 Input devices for the controllers should be functionally simple
involving the controllers in a minimum number of input actions.
3.6.3.15.4 It should be possible to view displays and indicators in all ambient light
levels typical of an aerodrome control tower environment.
3.6.3.15.5 Account should be taken of the ability of the flight crew and vehicle
drivers to respond to the guidance and control indications of the system.
3.6.3.15.6 The system should provide pilots and vehicle drivers with essential
routing, guidance and control data in a standardtzed form that at all
times is conspicu.ot.ts, legible, comprehensible and credible. Guidance
should be implemented in such a way as to rntntr.rrize the pilots'/ vehicie
drivers' head down time, while maxtmizing the use of visual cues.
3.6.3.15.7 For control staff, the system should have interfaces that allow them to
manage the routing, guidance and control functions in a safe and
efficient manner.
81
3.6.3.15 Interfaces
3.6.3.16.1 In order for all parties concerned to fully benefit from an A-SMGCS, the
system shouid be capable of interfacing with the following:
a. air traffic management (ATM), including:
1) arrival and departure management;
2) arrival and departure coordination;
3) optimized start-up seqLrence and times;
4) opttmized push-back sequence and times; and
5) integrated initial flight plan processing system, central flow
management unit, etc.;
b. aerodrome management systems;
c. existing and future ATS systems;
d. meteorological systems;
e. visual aids;
f. existing and future avionics;
g. aerodrome handling systems;
h. aircraft operators;
i. emergencyauthorities;
j. policelsecurity authorities; and
k. other customers or Ltsers.
3.6.3.16.2 The data interchange between systems should be made in a
standardtzed format.
3.6.3.16.3 An A-SMGCS should enable controllers, pilots and vehicie drivers to
interface and function efficiently. These operators should also be
capable of interfacing with other systems.
s.6.4 SYSTEM REQUTREMENTS
3.6.4.1 Accuracy
3.6.4.1.1 In specifying the positional accuracy parameters for an A-SMGCS, the
requirements for the primary functions and their interdependencies
should be considered.
3.6.4.7.2 For the surveillance function, the a1lowab1e error in the reported
position should be consistent with the requirements set by the guidance
and control functions.
3.6.4.1.3 For the guidance function, the allowable positional errors should be
similar for visual and electronic taxi guidance. However, in visibility
conditions where electronic guidance is required in specifying the
allowable errors, taxiway widths and aircraft main gear wheel tracks
should be considered.
3.6.4.2 Update rate

Where appropriate, the update rate of an A-SMGCS module should be
adequate for the required operational performance.
82
3.6.4.3 Integrity
3.6.4.3.7 The system design should preclude failures that result in erroneoLr.s
data for operationally significant time periods.
3.6.4.3.2 The system should have the ability to provide continuous validation of
data and timely alerts to the user when the system must not be used for
the intended operation. The validity of data should be assessed by the
system in accordance with the assigncd priority givcn to these data.
3.6.4.3"3 Validation of operationally significant data should be timely and
consistent with human perception andf r>r response time.
3.6.4.4 Availability and continuity

3.6.4.4.r The availability of an A-SMGCS should be sufficient to support the safe,
orderly and expeditious flow of traffic on the movement area of an
aerodrome down to its AVOL.
3.6.4.4.2 An A-SMGCS should provide a continuous service for all areas
determined by the competent authorities. Any unscheduled break in
operations should be sufficiently short or rare so as not to affect the
safety of aircraft using the system.
3.6.4.4.3 Monitoring of the performance of an A-SMGCS should be provided so
that operationally significant failures are detected and remedial action is
initiated to restore the service or provide a reduced level of service.
3.6.4.4.4 Automatic positive indication of the status of the system or any
operationally significant failure should be given to any aircraft, vehicle
or control facility that may be affected.
83
3.6.4 .5 Reliability
3.6.4.5.1 An A-SMGCS should be designed with an appropriate level of
redundancy and fault tolerance in accordance with the safety
requirements. A self-checking system with failure alerts should be
included in the system design.
3.6.4 .5 .2 A failure of equipment should not caLtse:
a. a reduction in safety (fail-soft); and
b. the loss of basic functions.
3.6.4.5.3 The system should allow for a reversion to adequate back-up procedures
if failures in excess of the operationally significant period occur.
Operationally significant failures in the system should be clearly
indicated to the control authority and any affected user.
3.6.5 PERF'ORMANCE REQUIREMENTS
3.6.5.1 SYSTEM REQUIREMENTS

3.6.5. i. 1 Prior to the implementation of an A-SMGCS, the system performance and
functional requirements should bc demonstrated in ord.er to ensure that the
design specifications or requirements have been met.
3.6.5.1.2 The A-SMGCS target ievel of safety (TLS) should bc 1 x 1O-B collisions per
operation involving aircraft on the ground.
3.6.5. 1.3 The function risk has been estimated as:
a) guidance: 3 x 10-9 per operation;
b) surveillance: 3 x 1O-9 per operation;
c) control: 3 x 10-9 per operation; and
d) routing: 1 x 1O-9 per operation.
3.6.5.1.4 The A-SMGCS should cover at least the movement area of the aerod.rome as
well as aircraft on approach to each runway at such a distance that inbound
aircraft can be integrated into the A-SMGCS operations.
3.6.5. 1.5 The A-SMGCS should be able to handle a1l aircraft and vehicies that are on the
movement area at any time.
3.6.5.1.6 The determination of the maximum number of aircraft on the manoeuvring
area should be based on the assumed peak traffic at the aerodrome. The A-
SMGCS capacity should be sufficient to cater for increased capacity, and it
should be reviewed on a rcgular basis to cnsure that it is sufficient.
s.6.5.7.7 The A-SMGCS should accommodate all aircraft and vehicle speeds that will
be used within the coverage arca with sufficicnt accuracy.
3.6.5.1.8 The A-SMGCS should be abie to accommodate the following speeds determined
to within x 2 kmlh (1 kt):
a) 0 to 93 kmlh (50 kt) for aircraft on straight taxiways;
b) O to 36 krrrlh (2O kt) for aircraft on taxiway curves;
c) 0 to 150 krrr/h (BO kt) for aircraft on runway exits;
d) O to 460 krnlh (25O kt) for aircraft on final approach, rnissed
approach and runways,
e) 0 to 150 krn/h (Bo kt) for vehicles on the movement area; and
0 O to 20 krnlh (10 kt) for aircraft and vehicles on stands and stand
taxiianes.
84
3.6"5.1.9 For all aircraft and vehicles moving at speeds within the ranges described
above, the A-SMGCS should be able to perform the surveillance and guidance
functions in accordance with, and without degradation of, the control and
routing functions. This is particularly relevant to the switching of visual aids
and human-reiated functions.
3.6.5.1.10 The A-SMGCS shouid determine the direction of movement in terms of the
magnetic heading of each participating aircraft and vehicle to within + 1'.
3.6.5.2 SURVETLLANCtr REQUTREMENTS
Note.- It is expected that more than one type of surveillancc sensor will be
needed to meet the surveillance requirements.
3.6.5.2.1 The surveillance function should be capable of dctecting aircraft, vehicles and
obstacles. Methods should be employed to reduce adverse effects such as
signal reflections and shadowing to a minimum.
3.6.5.2.2 A reference point on aircreLft and vehicles is required to enable the A-SMGCS
to determine their positions. Although this requirement applies to the surveil-
lance function, it is used predominantly in the control and guidance functions.
3.6.5.2.3 The actual position of an aircraft, vehicle or obstacle on the surface should be
determined within a radius of 7.5 m. Where airborne traffic participates in the
A-SMGCS, the leve1 of art aircraft when airborne should be determined to
within +1O m.
3.6.5.2.4 The position and identification data of aircraft and vehicles should be updated
at least once per second.
3.6.5.2.s The latency and validation of surveillancc position data for aircraft and
vehicles should not exceed 1 second. The latency and validation of
identification data for aircraft and vehicles should not exceed 3 seconds.
3.6.5.3 ROUTING REQUIREMENTS

3.6.5.3.1 The requirements listed in Table 4- 1 should be used in the design of the
routing function.
3 .6.5 .3.2 The time taken to process an initial route should not exceed 1O seconds.
Reprocessing to account for tactical changes once the aircraft or vehicle is in
motion should not exceed 1 second.
3.6.5.3.3 In the processing of optimized routes, the length of taxi distances should be
computed to a resolution better than 10 m, and timing to a resolution better
than 1 second.
3.6.5.4 GUIDANCE REQUIREMENTS

3.6.5.4.7 The overall response time of initiation of the guidance to verification that the
correct route or information has been provided should not exceed 2 seconds.
3.6.5.4.2 The reversion time should be a maxi.mum of 0.5 second.
3.6.5.5 CONTROL REQUIREMENTS
85
3.6.5.5.1 The probability of detection of an alert (PDA) situation should be greater than
99.9 per cent. The probability of false alert (PFA) should be less than 103.
3.6.5.5.2 The response time of any control function should be less than O.5 second.
3.6.5.5.3 Longitudinal spacing (see Figure 3-2) should be based on the foilowing typical
numerical values:
a) Va = 55 krnlln (30 kt);
b) Vb = 55 kmlh (30 kt);
Table 4 : Routing maximum failure rate requirements
Visibility condition Requirement

F-ailures oer hour
1 1.5E-03
2 1.5tr-04
J
) 3.0E-06
4 1.5E-06
c) Aa=1to 2 rnls2 (depending on aircraft weight, friction coefficient, etc.);

d) Ab=1to 2 m/s2 (depending on aircraftweight, friction coefficient, etc.);
e) Pir= 1s;
f) Cor=1s;
g) Syr=2s; and
h) Sar=1s.
3.6.5.5.4 On the basis of calculations using the above data, it can be concluded that:
a) a design taxi speed of 55 krnlln (3O kt) is practicable;
b) a longitudinal spacing (St) of approximately 2OO rn, with aircraft taxiing in
trail, will be required to achieve the minima specified below; and
c) a minimum spacing when the aircraft have stopped (Ss + Lj) of
approximately 60 to 15 m can be provided by the system, with the
lower figure applying to holding positions.
3.7. ATF'M { CDM, AMAN, DMAN}
A-CDM (Airport Collaborative Decision Making) is "the concept which aims

at improving Air Traffic Flow and Capacity Management (ATFCM) at
airports by reducing delays, improving the predictability of events and
optimising the utilisation of resources
A-CDM assumes the existence of airport opcrations optimisation systems

eg. DMAN, SMAN. These systems interact with the different stakeholders
relevant for the flight, here cal1ed A-CDM Partners. The A-CDM Partners
provide their best estimation of when the aircraft will be ready to start
movement from the gate to departure. A11 these estimations require access
to the most updated information, therefore providing Common Situational
Awareness, eg. information regarding the estimation of the arrivai of the
aircraft.
86
This results in a Collaborative
Decision Making process that ensures
optimised pre-departure pianning which better satisfies A*CDM Partners
needs while improving the airport resources utilisation, such as the
runway or the gates.
DMAN is a planning system to improve departure flows at an airport by

calculating the Target Take off Time (TTOT) and Target Start-up Approval
Time (TSAT) for each flight, taking multiple constraints and preferences
into account
87
4. FASILITAS KOMUNIKASI PENERBANGAN
+.L VHF Air Ground Tower Set

4.t "7 Deskripsi Singkat
VHF Air Ground Tower Set adalah fasilitas komunikasi penerbangan yang
digunakan untuk komunikasi antar pesawat di udara dengan petugas
pengendali 1alu lintas penerbangan di darat untuk keperluan pengaturan
la1u lintas penerbangan di suatu bandar udara yang pengaturanya
dilakukan dengan pengamatan secara visuai.
VHF Air Ground Tower Set merupakan sebuah kesatuan sistem peralatan
komunikasi penerbangan di menara pengawas 1alu lintas penerbangan
yang terdiri dari beberapa sistem, yaitu :
a. VHF Transmitter dan Receiver

Merupakan peralatan yang brerfungsi untuk memancarkan dan
menerima gelombang elektromagnetik yang terdiri dari pemancar dan
penerima utama (main); dan pemancar dan penerima cadangan
(standby). Dalam pengoperasiannya pemancar dan penerima utama
(main); dan pemancar dan penerima cadangan (startdby) dihubungkan
dengan pemindah otomatis (Automatic change ouer suLitch\ yang dapat
memindahkannya secara otomatis sesuai dengan keperluan
operasional.
b" Recorder
Merupakan peralatan yang berfungsi untuk merekam seluruh
percakapan (komunikasi suara) yang terjadi antara petugas pengatur
lintas penerbangan dengan pilot pesawat udara melalui peralatan
1a1u
VHF - AIG atau percakapan dengan unit ATS lain dalam rangka
koordinasi pengendalian lalu lintas penerbangan.
c. Console Desk
Merupakan Meja kerja bagi petugas pengendali lalu lintas udara yang
dilengkapi dengan berbagai peralatan sehingga petugas dapat
rnelakukan control, rnonitor, dan koordinasi sesuai dengan kebutuhan
operasional. Meja kerja juga dilengkapi dengan peralatan yang sesuai
dengan kebutuhan agar pclayanan pengendalian 1alu lintas udara
dapat teriaksana.
ao
d. Meteo System
Merupakan peralatan yang berfungsi untuk mendapatkan informasi
meteorologr di sekitar tempat pemandu lalu lintas penerbangan
berada, sebagai data pembanding dari data informasi meteorologi yang
bersumber dari badan yang bertanggung jawab di bidang Meteorologi,
Klimatologi dan Geofisika.
4.7.2 SpesifikasiTeknis
1) Bidang Frekuensi 118 - L37 Mhz Synthesizer
2) Chanel Spacing 25 kHzl8.33 kHz
3) Frekuensi stability
4) Supplay voltage AC : 88-265VAC 50 l6OHz
DC:21-31.5 VDC
5) Housing 19" rack standard
b. Pemancar
1) Catu Daya AC : B8-265VAC 50 l6OHz

DC : 21-3 1 .5 VDC
2) Daya Pancar : < 25 Watt adjusted
3) Out put impedance : 50 Ohm
4) Mis Match yang : > 2 : 1 at ful1 power, no damage
diperbolehkan with open circuit.
5) Emisions (active mode) : Spurious:<-93dBc
Harmonic:<-83dBc
6) Audio Frekuensi : Response:
350 to 2SOOHz (8.33kH2)
300 to 34OO Hz (25kHz)
Input; -30to+1OdBm
Distortion : < 3oh@9 O%mod. depth
Noise ;> 45dB@80%mod. depth
c. Penerima
1) Input impedance : 50 Ohm

2) Sensitivity : AM<-lO7dBrn @ lkHz mod. and
89
10 dB S/N:DSPSK < -IO2 dBm.
3) Blocking : > -7 dBm @ SOO kHz
4) Low Frequency : Response: 35Oto25OOHz(B.33kHz)
3OOto340O Hz (25kHz)
Output:-30 to +10 dBm
Distortion : < depth
5oh@9 O% mod.
Noise : >45d8@80%mod.depth.
d. Antenna
1) Impedansi : 50 Ohm
2) Jenis : Omni Directional
3) Range : 1 18 - I37 Mhz
e. Recorder
1) Housing '. \9" l4U IPC carrier with 8 expansion

slot, built in TFT screen dan keyboard
/ touchpad in drawer.
2) Operation + 5" C to + 40' C in opeation
Conditions -2O" C to +60 '
in Storage
C
lO'Yo - 80 o/o air humidity
3) Periheral TFT Secreen dan keyboard mouse,
10 1100/ 1000 Mbit
Ethernet interface,18.00O hours
(160c8 SATA hardisk),512 RAM
memory.
4) Chanel capacity B to 120 chanels minimum.
5) Analog 8 potential free inputs per card
Impedance > 20 k or 6OO ( selectable
for each chanei ) : input voltage range
18 mV - 22O lriY.
VOX atau Continuous recording, on -
hook/off-hook recording or COR
(selectable per chanel)
Adjustable prologue dan epilogue.
90
6) Frequency range : 300 - 3400 Hz according to ITU
7) Time : NTP via LAN or connection of an
synchronizatton external time source (DCF77, GPS) via
RS232
B) Bufffer size 1800 channel hours base on 160 GB
HDD
9) Access LAN : TCP/IP, Workstation PC
10) Drive DVD-RAM 9,4 GB drive wf a capacity
7.2OO ch hours. Pararell, sequential or
master/ slave operation
11) Playback Without interrupting recording
function.
12) Media DVD cartridge 4. GB
13) Audio Output Loudspeaker and headphone
connection
14) Time announcer Interna RTC
i5) Audio Data Data compressing PCM 64 Kbit/s,
Digital Silence Enconding (DStr)
hanya dapat diaktifasi untuk
recording dan playback.(secrete data)
dan dapat di export to windows
standard audio.
16) Recording Adjustable overwrite protection, Time
to live Function.
17) Password Hierarchical access control and user
protection right for different users.
f. Console Desk
1) Jam digital dengan dua penunjukan waktu, urc dan local

time
2) Hand microphone (dilengkapi dengan pTT)
3) Head set dengan PTT.
4) Footswitch PTT di console desk (optional)
5) Audio control panel dapat diintegrasi dengan pralatan VHF
Tower Set.
91
6) Lampu meja operator.
7) Flight Strip Holder sebanyak 20 buah.
8) Strip holder terdiri dart 2 (dua) kolom dimana kolom pertama
dapat dipenuhi untuk informasi penerbangan yang aktif dan
kolom kedua untuk informasi penerbangan yang masih dalam
rencana (standby)
g. Peralatan Meteo System
Wind Direction and Speed display
1) Wind Speed Accuracy : 10.25 mph to 23 mph xloh from 24
to 160 mph
2) Wind Speed Range 0 to 16O mph
3) Wind Speed 1 mph
Resolution
4) Wind Direction 2 degrees
Resolution
5) Wind Direction Range 0 to 360 degrees
6) Wind Direction : +4 degrees
Accuracy
Temperatur
1) Accuracy' +0.9'F from +14' to 185"F (t0.5.C
from -10' to 85"C)
+3.6"F from -67" to 257'F (t2.0.C
from -55" to 125"C)
2) Resolution 0.01'F
Relative Humidity
1) lYpe Capacitance
2) Accuracy +3oh (or better) from 10 to 90% RH
at 68"F
3) Temperature Effect less than <x1.5o/o RH from 14'F to
140'F
4) Stability t2o/o RH over 2 years
5) Reporting Resolution 1% RH
6) Range O to 1OO%
Barometric Pressure
92
1) Accuracy : tO.O3 in.Hg over ra:n level, with
temperature between 182"F (O' -
85"C)
2) Range : 27 to 33.96 in.Hg
3) Resolution : 0.01 in.Hg
93
4.2 VHF Air Ground APP (Approach Control)

VHF Air Ground APP (Approach Corrtrol) adalah fasilitas komunikasi
penerbangan yang digunakan untuk komunikasi antar pesawat di udara
dengan petugas pengendali 1alu lintas penerbangan di darat untuk
keperluan pengendalian 1alu lintas penerbangan di ruang udara suatu
bandar udara.
VHF Air Ground APP (Approach Controi) merupakan sebuah kesatuan
sistem peralatan komunikasi pcnerbangan yang terdiri dari beberapa
sistem, yaitu :

Merupakan peralatan yang berfungsi untuk memancarkan dan
menerima gelombang elektromagnetik yang terdiri dari pemancar dan
penerima utama (main); dan pemancar dan penerima cadangan
(standby). Dalam pengoperasiannya pemancar dan penerima utama
(main); dan pemancar dan pencrima cadangan (stand"by) dihubungkan
dengan pemindah otomatis (Automatic change ouer switch) yang dapat
memindahkannya secara otomatis sesuai dengan keperluan
operasional.
b. Recorder
Merupakan peralatan yang berfungsi untuk merekam seluruh
percakapan (komunikasi suara) yang terjadi antara petugas pengatur
lalu lintas penerbangan dengan pilot pesawat udara melalui peralatan
vHF - AIG atau percakapan dengan unit ATS lain dalam rangka
koordinasi pengendalian 1alu lintas penerbangan.
c. Console Desk
Merupakan Meja ker.1a bagi petugas pengendali lalu lintas udara yang
dilengkapi dengan berbagai peralatan sehingga petugas dapat
melakukan control, monitor, dan koordinasi sesuai dengan kebutuhan
operasional. Meja kerja juga dilengkapi dengan peralatan yang sesuai
dengan kebutuhan agar pelayanan pcngendalian la1u lintas udara
dapat terlaksana.
94
a. VHF Transmitter dan Receiver secara Ltmum
1) Bidang Frekuensi 118 - 137 Mktz
2) Jumlah Kanal Single channei/ Synthesizer
3) Penyimpangan Frekuensi <5x 10-6
4) Spasi Kanal (switchable) 25Khz I 8.33 Khz
5) Housing 19" standard module carrier
b, PEMANCAR
1) Catu Daya 22O VAC ! 1O "h I 50 Hz Atau 24
VDC x 70 Yo
2) Daya Pancar < 50 Watt
3) Mis Match yang >2 : 1 at ful1 power, no damage

diperbolehkan with open circuit
4) Emisi Spurious - 90 dBc
5) Emisi Harmonic - 80 dBc
6) Kedalaman Modulasi 60%-90%
7) Cacat Moduiasi <50
8) Masukan Modulasi Audio 300 - 25OO Hz
9) MasukanDynamic 2.5Vnrras -200f) +2Oo, atau
microphone yang sesuai sistem
1O) Impedansi Antenna 5O Ohm
c. Penerima
1) Kepekaan / Sensitivity <3pv
2) Penolakan Frekuensi >80d8
Bayangan
3) Penolakan signal IF > 100 dB
4) Penekanan signal >80d8
Intermodulasi
95
5) Squelch setting 8dB-14d8
6) Adjacent channel selectivity > 70 dB pada 25 Kkv
7) AGC <3dB
8) Total harmonic Distortion <5 o/o pada 90 % Mod
9) Impedansi Saluran audio 600 Ohm
10) RF input 50o
d. Antenna
1) Impedansi : 5O Ohm
2) Jenis Antenna : Omni Directional
3) Bidang Frekuensi : 118 - L37 Mktz
e. Recorder
i) Housing 19" standard module carrier
2) Operation conditions temperature -0" to +50'C
3) CPU/Bus system humidity : up to 95 oh at 40" C.
Passive back blare with high
performance plug-in CPU
4) Operating system Microsoft windows
5) Peripheries SVGA monitor, SVGA card with
16 Mb memory, keyboard PSl2
mouse, memory 256 Mb, HDD
40 Gb ethernet card 1O/ 100
Mbps, CD-ROM floppy Disk 3.5"
6) Channel capacity 8 expandable up to L28
channels
7) Analog Interface 8 input channel perboard, high
impedance (r20 Kohm)
matching or 600 ohm, DC
isolated, terminating input range
18 mV 2.2 rms, continuous
recording, VOX, or COR control
adjustable aplique and proloque
8) Frequency range 3OO - 34OO Hz according to ITU
e) Time synchronization Internal RTC (standard), RS 232
GPS (optional)
96
10) Buffer size Approx 3.500 channels hours,
base on 40 Gb HDD
11) Acces via LAN TCP/IP, workstation PC
L2) Drives tape cassete drive or DVD drive
( single/double )
13) Media Casette 8 80 GB or DVD

cartridge 4.7 GB
14) Audio output Built in loudspeaker headphone
jack
15) Search Menu controlled search
operations for date/time,
channel number and call
number
16) Time announcer including application time
announcer
17) Audio data Over write / erase protection
programmable
18) Password protection Windows password
19) Aiarm Three 1evel alarm via
loudspeaker
f. Peralatan Meteo System
Wind Direction and Speed display
1) Wind Speed Accuracy t0.25 mph to 23 mph +I%o {rorn
24 to 160 mph
2) Wind Speed Range 0 to 160 mph
3) Wind Speed Resolution 1 mph
4) Wind Direction Resolution 2 degrees
5) Wind Direction Range 0 to 360 degrees
6) Wind Direction Accuracy +4 degrees
Temperatur
1) Accuracy +O.goF from +L4" to 185"F
(t0.5"C from -10" to 85"C)
+3.6'F from -67" to 257'F
(t2.O"C from -55' to 125'C)
97
2) Resolution o.o 1"F
Relative Humidity
1) Type Capacitance
2) Accuracy t3oh (or better) from lO to 9Oo/o
RH at 68"F
3) Temperature Effect less than <t1.5o/o RH from 14'F
to 140'F
4) Stability t2o/o RH over 2 years
5) Reporting Resolution 1% RH
6) Range O to 1OO%
Barometric Pressure
1) Accuracy t0.03 in.Hg over ran level, with
temperature between 182'F (O' -
85'C)
2) Range 27 to 33.96 in.Hg
3) Resolution 0.01 in.Hg
g. Console Desk
Dengan Kelengkapan Sebagai Berikut :
- Jam digital dengan dua penunjukkan UTC dan locai time

- Hand Held Microphone ( dilengkapi dengan saklar pTT )
- Head Set dengan Microphone ( dilengkapi dengan FrIT ).
- Footswitch FrIT di console desk (optional)
- Speakers yang dapat di adjust sesuai kebutuhan
- Auto - switch headsed / speakers
- Radio selector Panel dan change over (Remote control unit / RCU)
- Lampu meja operator
- Flight Information Strip Holder ( dilengkapi strip holder 2o buah )
- Cassing tempat back up VHF A/G Transceiver

- Strip holder terdiri dari 2 baris, baris pertama untuk informasi
penerbangan yang aktif dalam pengontrolan dan baris kedua untuk
informasi penerbangan yang masih dalam rencana (standby).
- Intercom system (minimal 6 saluran)
98
4.3 VHF Air Ground Portable
VHF Air Ground Portable adalah fasilitas komunikasi penerbangan yang

digunakan untuk komunikasi antar pesawat di udara dengan petugas
pengendali lalu lintas penerbangan di darat untuk keperluan
pengendalian lalu lintas penerbangan di ruang udara suatu bandar udara
yang pengaturanya dilakukan dengan pengamatan secara visual.
VHF Air Ground Portable merupakan peralatan komunikasi penerbangan
yar,g hanya terdiri dari satu sistem transmittcr dan receiver yang
berfungsi untuk memancarkan dan menerima gelombang elektromagnetik.
VHF Air Ground Portable memiliki spesifikasi teknis sebagai berikut :
4.3.2 Spesifikasi Teknis
a. VHF Transmitter dan Receiver secara uml'tm

1) Bidang Frekuensi 118.000 - 136.975 Mltz
2) Jumlah Kanal Multichannel
3) Spasi Kanal (switchable) 25Ktv I 8.33 Kltz
4) Temperatur operasi mampu beroperasi dengan baik
hingga pada temperature 55 oC
5) Temperatur penyimpanan <+550C
6) Sensitivity <1.5pVat6dB(S+N) /N>s
watt pada 4 f)
7) Output Audio Built in dengan unit transceiver
tidak jadi satu dengan
microphone )
8) Selectivity > 5 watt camier, 16 watt PtrP

9) Loudspeaker VSWR<3:1
10) Output Transmit 1 - 10 mV Symetrical
11) Antena mismatching AM
12) Microphone Receive current < 70 mA
13) Type of modulation Transmitt current < 2.5 A
14) Penggunaan power 22O VAC + 70 o/o l50 Hz
15) Power supply/charger 12 VDC t 70 o/o
99
4.4 HF Air Ground

HF Air Ground merupakan peralatan komunikasi penerbangan yang
digunakan untuk komunikasi radio darat * udara yang digunakan untuk
pertukaran berita dalam bentuk srlara, antara :
a. petugas komunikasi di stasiun FSS (Flight Service Station) dengan

penerbang di pesawat udara yang terbang di jalur penerbangan
domestic (Regional Domestic Air Route Arca);
b. petugas komunikasi di stasiun FSS (Flight Service Station) dengan
penerbang di pesawat udara yang terbang di jalur penerbangan
Internasional (Major World Air Route Area).
dalam rangka pelayanan pertukaran informasi penerbangan.
Peralatan HF Air Ground terdiri dari peralatan Transmitter HF dengan
kelengkapannya, Receiver HF dengan kelengkapannya serta Console Desk
dan kelengkapannyayarrg dipasang di Gedung Operasi.

a. Meja operator (Control Dcsk)
1) Flight Informati.on Strip
2) Peta Routc Udara
3) Jam digital dengan 2 (dua) penunjukkan UTC dan local time
4) Transmitter remote control panel
5) Receiver remote control panel
6) Panel pemilih peralatan marnf standby
7) Panel Audio
8) Unit Selective Calling (Se1call) dengan code A - S
9) Microphone Meja + Headset
10) Intercom 12 Saluran
11) Foot Switch
b. Main Distribution Frame (MDF) untuk gedung pemancar, gedung
penerima dan gedung operasi.
c. HF Transmitter
100
1) Power < untuk RDARA
1 kW
> 1 kW untuk MWARA
2) kelengkapan Exciter
Power Amplifier 1 kW
Heavy duty regulated power
supply
Rack cabinet
3) Transmitter rack dengan Transmitter change over switch
kelengkapan Remote control unit
Interface cabling dan connector
Dummy load 50 f2, > 1 k W
4) Antenna transmitter dengan HF - Antenna
kelengkapan Mast lighting kit
Coaxial cable dan konektor
d. HF Receiver
1) kelengkapan : Receiver Multi Coupler 1 input 6
output
: High Pass Fiiter
: Receiver rack
wiring system
power supply
2) Antenna receiver dengan Antenna
kelengkapan Mast lighting kit
Coaxial cable dan konektor
e. Buku Petunjuk (Manuai Books)
f. UPS (Uninterupe Power Supply
1) Power UPS Transmitter 5 KVA
2) Power UPS Receiver 3 KVA
3) Power UPS Console Desk 1 KVA
101
+.5 ATIS (Aeronatical Terminal Information System)

ATIS adalah peralatan yang dapat digunakan untuk memberikan layanan
informasi aeronautika termasuk pesan meteorologi yang di pancarkan
secara Broadcast (siaran/ terus menerus) di wilayah udara bandara
sesuai dengan ketentuannya, untuk menunjang keselamatan,
keteraturan dan efesiensi navigasi penerbangan.
peralatanATIS secara system terdiri dalam 2bagran utama, yaitu:
a. Peralatan ATIS server yang berfungsi mengelola data/informasi
meteorologi sekitar bandara dan runway in used baik yang datang dari
peralatan meteo system maupLln data cntry dari ATC, data dirubah
menjadi voice (suara) dan dipancarkan, yang bekcrja secara kontinyu
dan otomatis.
b. Peralatan VHF Transmitter yang berfungsi memancarkan output ATIS
secara omni.
a. ATIS secara Lr.mLr.m
1) Kanal Frekucnsi 118 - 137 MLtz

2) Jumlah Kanal Single channel/ Synthesizer
3) Spasi Kanal (switchable) 25Khz I 8.33 Khz
4) PenyimpanganFrekuensi <5 x i0-6
b. Transmitter
1) Catu Daya 22O VAC + lO o/o I 50 Hz atau 24
VDC + lO o/o
2) Daya Pancar > 5 watt carrrer, 16 watt PEP

3) Emisi Spurious - 9O dBc
4) Emisi Harmonic - 80 dBc
5) Kedalaman Moduiasi 60%-90%
6) Cacat Modulasi <5o/o
7) Masukan Modulasi Audio 300 - 25OO Hz
8) Masukan untuk Dynamic 2.5 Vnnas - 200 O + 20 oh, atau
microphone yang sesuai system
to2
9) Impedansi Antenna 50 Ohm
c. Server
Pentium IV 2,6 GHz, atau lebih
1) CPU
baik
2) Tipe Industrial PC-19" Rack Mount
Menggunakan LAN, Komunikasi
3) Data Masukkan
I Keyboard entry
Serial
4l Unix 32 bit, Linux, Windows
Sistem Operating
atau lainnya
5) Antarmuka yang dipakai Windows Graphical
6l Antarmuka ATIS Digital Acars ATS Protocol
d. User Terminal & Supervisory Control
1) CPU Pentium M,6 GHz, atau lebih
baik
2) Tipe Desktop
3) Disk 40 GB atau lebih tinggi
4) Sistem Operasi Berbasis Windows
103
4.6 Integrated AIS (Integrated Aeronautical Information Service)

Integrated AIS (Integrated Aeronautical Information Seruice) adalah
peralatan yang digunakan digunakan untuk memberikan layanan
informasi yang saiing terintegrasi antara AIS Message, Meteo Message dan
ATS Message untuk keselamatan, keteraturan dan efesiensi navigasi
penerbangan.
Perangkat peralatan tersebut secara system dibagi dalam tiga bagian
utama (unit) yaitu:
a. Server AiS, yang berfungsi sebagai penyimpan berita-berita
keselamatan penerbangan;
b. Workstation, yang berfungsi untuk mengolah berita-berita
penerbangan;
c. Manageable switch, yang digunakan sebagai pengatur jaringan dan
akan di instalasi di Bandara setempat.
Hardware
a. Server IAIS
1) Server Data Base
- Rack Server dengan High Performance
- Processor minimal Intel Xeon Dual-Core
- Redundant Power Suplay
- Memory minimal 1 GB
- SAS Raid Controller
- Dual trmbedded Gigabit Network Adapter
- Raid 5
- Keyboard
- Optical Mouse
- Monitor LCD 15" TFT
2) Server Communication
- Industrial PC
- PC Host Card
104
b. External Tape Backup
SCSI Tape, High Performance
c. Work Station
1) Processor Minimal Intel Pentium IV atau
lebih baik
2) Memory Minimal 1 GB atau lebih baik
3) Hard Disk Minimal 80 GB atau lebih baik
4) Printer Laserje t
5) Monitor LCD 15" TFT
6) Ethernet 10/ 100 Network Adapter
7) Accecories DVD_ROM
d. Managable Switch
Web smart switch 24 port lO I IOO I 1 000 TX + 2 SFP combo port
e. Ethernet Adapter
1) Standard IEEE 802.3 lOBASE-T, IEEE
802.3U lOOBASE-TX,
IEEE802.3z 1O00BASE-SX
2) Auto negotation
3) 1 port network - Ethernet
1OBase T/ 100Base
TXl 1000Base-T - RJ-45
4) Bus Type 321 64-bit PCI
5) Driver Windows 98SE /NT /ME I2OOO
/xP, LINUX, QNX
f. Unit Line Switching Serial / Automatic Change Over Unit + Signal
Selector
1) Port Serial : 4 port RS-232 dengan konektor
RJ 45
2) Automatic Selection AIB
3) Manual/ Force Selector A/B
4) Alarm Audible
g. Multiport (Serial Expander) / Modul Asynchronous Communication
1) Port Serial : 4 port RS-232 dengan konektor
Rj-4s
10s
2) Speed Serial Port : 50 - 115 Kbps
3) Kontrol Sinyal : TXD, RXD, CTS, RTS, DCD, DTR,
DSR, GND.
4) ExpandaLrle (daisy chaining)
h. Master Clock
Using GPS reference
i. Remote Monitoring dan Maintenance
Software
a. Operating System
Linux Enterprise Advance Platform + Cluster Suite atau setara
b. Feature System
1) GPS Master Clock Synchrontzing
2) Remote Monitoring dan Perawatan
3) Graphical user Interface
4) Automatic Failure Detection dan Recorvery
5) Fully Shared Strorage Subsystem
6) Comprehensive Data Integrity
7) Practical Access Database
8) trfficient Strorage Data Management, RAID
9) Configurabie, Multilevel Pasword
10) High Performance Redundant database
11) System Status Information, network, Resources
12) System Diagnostics
13) interface ke AMSS/AFTN
C. STATiSTICS
1) Nomor masuk dan keluar message dan Karakter
2) Nomor Notam-Notam, ATS Message
3) Nomor Meteo Message
d. AF"TN MESSAGtr HANDLING
1) Fully Compliance to Annex 10
2) Automatic header (Header dan Ending) Generation
3) Automatic Sorting dan Filtering message
4) Sequence Number Check
5) Automatic Service Message Generation
106
6) Format AFTN untuk Format database Converter, Vice Versa
Automatic Message Checking, koreksi dan rcjected message
management
7) Mengirim dan Menerima Message AFTN
8) Printing Automatic untuk me ssage masuk dan keluar
(configurable)
9) Retrievable AFTN mail boxes (keluar dan masuk) dan monitoring
e. MODULE ATS MESSAGB
1) Mendukung Type message : ALR, RCF, FPL, RpL, DLA, CHG,
CNL. DEP, ARR, CPL, EST, CDN, ACP, LAM, RQP, RQS.
2) Waktu Automatic dan Origin Filling
3) Online field Checking Capability
4) ATS free text message template I composer
5) Supplementary Flight Plan Message, Request Supplementary
Flight Plan Message
6) Checking Automatic dan warning generation of Active Flight
7) Active Flight List Sorting
8) Message Retrieve (keluar dan masuk) dengan various filter
9) Automatic field template insertion untuk retrieved message
Automatic filling dari field database
10) Aircraft type, aerodrome, route
11) Automaticfilling address dan data ATS message (DES, DLA, CNL,
CHG, ARR), based di related FPL
12) Online monitoring pada Inbround, Outbound dan Overflights
13) Configurable Time Window
14) Various filtering dan sorting criteria
15) Retriveabie of traffic message history
f. ROBEX (regional OPMtrT Builetin trxchange)
1) Configure
2) Automatic sending bulletin at specified time period
g. MODULE NOTAM
1) Automatic processing of NOTAM Message, Supported NOTAM
type : NOTAM, SNOWTAM, ASHTAM, BIRDTAM, MULTIPART
NOTAM
101
2) New NOTAM template, Delete, Edit, Retrieve-lncoming, Outgoing
NOTAM, View Based on selected criteria & filter
3) Active Sorted NOTAM LIST
4) Warning for expired NOTAM
5) Template for request NOTAM (RQN) dan NOTAM check list (RQL)
to other notam office
6) AutomaticNOTAM series number & Alocation
7) Request NOTAM handling from other station
8) NOTAM response template
g) NOTAM distribution list Automatic proccssing to NOTAM check
list
10) Generation of NOTAM check list & Summary
1 1) Page Information Display Distributton,20 Pages
h. INTtrGRATED StrLF BRItrFING
AIS, Meteo dan ATS Messages
i. PREFLIGHT INFORMATION BULLtrTIN
1) Generating bulletin based : - Area Bulletin
on type
- Route type bulletin
- Aerodrome type bulletin
2) Based on FPL, RPL, NOTAM
3) Store, Edit, Print, Retrieve
J. POSTFLIGHTINFORMATIONBULLETIN
Edit, Store, print & Retrieve
K. MODULE METBO
1) &:-
Generating (template) MtrTAR, SPECI, SIGMET,
processing meteorogical AIRMtrT, SYNOP, WINTEM,
Message TAFOR, ROFOR, ARFOR,
AIRtrP, WARNING, SYNOP,
WINSHtrAR WARNING,
ADVISORY VULCANO,
VULCANIC Report
- Automatic Online fieid
checking
108
2) Sorted Active meteo List
3) Requested Meteo RQM, Flight Schedule AiS, Flight Accident ATS
4) Retrieval dengan berbagai kriteria dan filter
5) METAR Bulletin
109
4.7 AMSC (Automatic Message Switching Centert

AMSC (Automatic Message Switching Center) adaiah peralatan yang
bekeqa secara otomatis mendistribusikan berita-berita penerbangan,
yang dikendalikan oleh komputcr dalam satu kesatuan lokal, yang
dilengkapi dengan peralatan terminal.
Peralatan AMSC digunakan untuk penerimaan, pengolahan dan
pendistribusian berita AFTN dari bandara lain dan unit-unit pelayanan
keselamatan penerbangan seperti unit Aerodrome Control (ADC), unit
Briefing office (BOF) dan Unit Meteorologi. Pcrangkat tersebut nantinya
akan dipergunakan untuk mendukung operasional bandara dalam rangka
pelayanan keselamatan penerbangan
Peralatan AMSC dari spesifikasi sccara umLlm harus memenuhi syarat
sebagai berikut:
a. Secara otomatis menyimpan dan mcnyaiurkan berita-berita penerbangan,
yaitu berita yang diterima akan diberi inisialisasi nomor untuk kemudian
disimpan dalam perangkat data storage, sctelah berita tersebut dibaca
untuk seianjutnya diteruskan ke aiamat tujuan dengan inisialisasi/nomor
berita yang disalurkan;
b. Pengecekan format berita yang diterima, yaitu sistem harus secara
otomatis melaksanakan pengecekan berita yang diterima sesuai dengan
rekomendasi ICAO Annex 10 volume II;
C. Pengontrolan nomor berita, yaitu setiap berita yang diterima maupun yang
dikirim secara otomatis diberi nomor yang berurutan untuk masing-
masing saluran yang terhubung ke sistem;
d. Prioritas pengiriman berita, yaitu sctiap pcngiriman berita oleh sistem
harus berdasarkan urutan prioritas dari prioritas yang tertinggi (SS)
hingga prioritas yang terendah (GG);
e. Referensi berita yang disimpan, yaitu berdasarkan berita yang diterima
dan berita yang telah dikirim, bukan berdasarkan berita yang masih
dalam proses (antrian). Setiap berita akan mempunyan 2 (dua) nomor Llrut,
yaitu nomor urut ke sistem sesuai dengan nomor urut berita yang
diterima dan nomor urut berita yang dikirim;
110
Pemroses group address, harus dapat diolah sccara stripping address.
Stripping Address adalah pengiriman berita/message dengan beberapa
address yang didistribusikan ke masing-masing alamat sesuai dengan
salurannya tanpa diikuti dengan address yang lain yang tidak sesuai
dengan alamat dimaksud;
o
b. Monitor saluran, yaitu suatu sistem yang mutlak harus dapat memonitor
kondisi setiap saluran dan secara otomatis dapat menghentikan
pengiriman berita dalam hal terjadi gangguan pada saluran (open line),
dan akan mengirimkan kembali berita dimaksud dengan nomor yang
berikutnya dengan segera setelah saluran tersebut normal kembali;
h Dual system, yaitu sistem redundansi, terdiri dari On-line system dan Hot
Stand By system yang dimaksudkan untuk menjamin keandalan
komunikasi berita yang tinggi. Apabila tcryadi adanya gangguan pada
sistem yang on-1ine , maka secara otomatis dapat secara otomatis
melakukan switch-over/berpindah ke sistem yang hot stand By tanpa
adanya gangguan lharnbatan baik dari segi hardware malrpun software
dan dalam penyaluran berita.

4.7.2.1. Persyaratan operasional diperlukan untuk memberikan gambaran tentang
spesifikasi dari beberapa subsistem peralatan yang akan dipakai, dan
membentuk/membangun pcralatan AMSC. Perangkat lunak yang
dibangun harus dapat mclayani, me nerima, mengolah, menyimpan,
menyalurkan dan mengirim berita pcnerbangan secara otomatis sesuai
dengan prosedur ICAO pada jaringan AFTN sebagaimana ditentukan
dalam ICAO Annex 10 Volume II (Acronautical Telecommunications).
4.7.2.2. Peralatan AMSC yang dimaksud harus mempunyai kemampuan dalam

beberapa fungsi, yaitu :
a. "Store and forward" berita-berita AFTN secara otomatis.

b. Menerima dan mengirim berita AFTN secara bersamaan dari semua
saluran I kanal yang tersedia.
111
C" Menampilkan dan mengirimkan secara otomatis semua berita-berita
AF"TN, baik berita yang memiliki "Single address maupun multi
address".
d. Membuat dan mengolah statistik hananf berkala (incoming dan
outgoing message) dalam bentuk tampilan dan cetakan.
e. Melaksanakan traffic insurance (chcck message, message sequential
numbering, test message dan lain-1ain).
Melakukan dan melaksanakan short term message file untuk jangka
waktu paling kurang satu hari atau semlla berita yang disalurkan /
dikirim melalui AMSC.
(J
b' Melakukan dan melaksanakan "1ong term message file" dengan
menggunakan media penyimpanan seperti "Magnetic disk atau
lainnya" yang berisi seluruh informasi yang diperlukan sehingga akan
memudahkan manakala diperlukan untuk mencari dan menarik
kembali (retrieve) berita yang telah pernah dikirim/disalurkan oleh
AMSC, serta mencatat semlra keterangan tentang berita-berita yang
diterima dan dikirim.
h. Melakukan pencarian dan menarik kcmbali (retrieve), serta meiakukan
pengiriman ulang berita dengan memakai nomor urut berita (message
sequential numbcr).
Melakukan pengolahan sistem yaitu dapat dengan mudah memeriksa
dan merubah parameter saluran dan atau jaringan dan lain-lain dari
layar monitor.
j. Memberikan laporan/indikator bila mana terjadi gangguan dalam
sistem jaringan dan la1u lintas.
4.7 .3 Karakteristik Sistem

4.7.3.1. Jenis Jaringan Peralatan / sistem yang dimaksud harus mampu melayani
lalu lintas berita penerbangan dengan memakai jenis jaringan, yaitu :
a. Full Duplex
b. Half Duplex
c. Simplex, Receive Only
d. Simplex, Send Only
1.1.2
4.7 .3.2. Code Character yang digunakan adalah :
a. ITA - 2 (International Tclegraph Alphabct No. 2) - Baudaut Code.

b. IA - 5 (International Alphabet No. 5) - (ASCII) American Standard Code
information Interchange.
c. Format WMO.
d. Aeronautical X.25
Sistem komputer ini harus mampu menerima dan mengirimkan berita-
berita AF"IN dengan memakai kedua jenis karakter tersebut (ITA-2 dan
IA-5) pada setiap saluran/kanal yang tersedia. Pemilihan jenis karakter
ini ditentukan dengan merubah parameter dari layar monitor"
4.7.3.3. Code Conversion ( Konversi Kode)

Code Conversion (Konversi Kode) antara suatusirkit masukan (incoming)
dan keluaran (outgoing) dilakukan sistem secara otomatis untuk setiap
penggunaan ITA-2 atau IA-5 bagi setiap saluran. Komunikasi antara
sistem hanya menggunakan karakter cctak (Printing Character) yang tidak
akan hilang atau diubah selama proses konversi. Konversi karakter dapat
dilakukan dengan :
a. Basis satu ke satu (one to one basis);

b. Antara dua karakter alphabet dilakukan dengan menggunakan tabel-
tabel konversi character tertentu (sesuai dengan ICAO dokumen Annex
1O Volume II).
4.7.3.4. Kecepatan Komunikasi (Communication Speed)
a. Peralatan AMSC harus dapat disetting dan mamplr melayani

kecepatan komunikasi yang bervariasi dari 50 Bps sampai dengan
l92OO Bps atau iebih.
b. Untuk komunikasi 1oka1/intern kccepatan komunikasi akan
disesuaikan dengan jenis workstattonf peralatan yang dipakai;
diutamakan yang menggunakan intcrface RS 232.
c. Untuk komunikasi outstation/remote station akan disesuaikan
dengan media dan peralatan yang dipakai.
113
4.7.3.5. Tegangan DC jaringan komunikasi (communication voltage)
Untuk tegangan DC yang dipergunakan dalam jaringan komunikasi harus

dapat disesuaikan dengan tegangan yang dipakai jaringan pT. TELKOM,
yaitu sekitar 40 Volt sampai dengan 6O Volt atau jaringan lain yang
memiliki tegangan yang berbeda.
4.V.4. Format Berita Dengan Standar AFTN
4.7.4.L. Perangkat AMSC yang dimaksud di dalam dokumen ini diharuskan

mempunyai kemampuan untuk mcngatasi perubrahan format secara
otomatis tanpa merusak / merubah bcrita dimanapun di dalam jaringan.
Format berita tele typewriter standar AFTN yang dimaksud adalah format
yang ada daiam dokumen ICAO Anncx 10 volume II sampai dengan
amandemen terakhir terdiri dari Standard berita memakai ITA - 2 dan
Standard berita memakai IA - 5.
Format berita dimaksud terdiri atas : Heading (Kepala berita), Address

(Alamat tujuan berita), origin (Pengirim Berita), Text (lsi Berita), End of
Message (EOM).
4.7.4.2. Penyimpangan Format dari Standard AFTN

Untuk keperluan keamanan berita, sistem dapat memberikan toieransi
yang cukup besar terhadap penyimpangan format dari standard AmN
untuk berita yang diterima oleh AFTN.
Jika penyimpangan yang ternyata lebih besar dari pada toleransi

maksimum yang tersedia, maka sistem ini hanya mencari Start of Message
(SOM) / trOM kembali dari saluran tersebut.
a. Penyimpangan format yang dapat ditolerir (Pre - SOM)
1) Karakter-karakter palsu (Spurious Characters)

Karakter-karakter yang muncul antara suatu EoM dan SoM berita
berikutnya, dapat diatur sampai jumlah maksimum yang dapat
ditentukan, untuk diabaikan. Paramcter ini ditentukan pada saat
sistem melakukan start-up.
t1_4
2) Kemungkinan kerancuan (Garbled Messages)
Ketika batas karakter palsu terlampaui, karakter-karakter

berikutnya akan dikirim ke Reject Intercept secara lengkap sampai
ada EOM atau SOM berikutnya. Hal ini untuk menjaga
kemungkinan diabaikannya berita penting yang rancu (garbled),
karena gangguan luar.
b" Heading
1) start of Message (soM) Suatu soM akan dikenali, jika urut,urutan

karakter berikut terbaca, baik dalam status huruf (letter case)
maupun status angka (figure case), yaitu ZCZC, ZCZ,CZC dan ZC.
2) channel Identity Identitas kanal haruslah terdiri dari 3 (tiga)

karakter berurut tanpa spasi dalam status huruf (letter case). Ia
haruslah merupakan identitas kanal yang diletakkan pada kanal
penerimaan. identitas kanal tersebut dapat terpisah oieh satu atau
beberapa spasi setelah soM. Tidak dikenalinya identitas kanal
tidak akan menyebabkan berita diabaikan. suatu kesalahan
identitas kanal akan dikirim ke Rejcct Intercept berupa service.
3) Nomor urut kanal (Channel scqllence number)
Nomor urut berita pada suatu kanal haruslah terdiri dari 3 atau 4
programmable karakter berurut tanpa spasi dalam status angka
(figure case) yang didahului dengan satu atau lebih figure case. Ia
haruslah terletak langsung setelah identitas kanal. Ketiadaan atau
ketidaklengkapan nomor urut ini, tidak akan menyebabkan berita
diabaikan.
115
4) trnd of Heading (trOH)
Pasangan 5 (lima) spasi dan 1 (satu) letter shift menunjukkan
akhir dari heading dan harus terletak dalam satu bagtan dan 42
(empat puluh dua) karakter yang dapat dicetak setelah soM.
Kegagalan mendeteksi troH akan menyebabkan sistim
mengalihkan berita ke Reject Intercept.
4.7.4.3. Address (Alamat)
a. Priority Indicator (Indikator Prioritas) Suatu Priority Indicator haruslah

terdapat langsung setelah EOH yang dapat didahului oleh komtrinasi
carriage Return (cR) dan Line Feed (LF), terdiri dari satu atau dua
karakter dalam status huruf (letter case). Setidaknya satu dari dua
karakter tersebut, haruslah merupakan karakter yang menunjukkan
prioritas. Sistem akan menentukan prioritas tertinggi dari karakter*
karakter prioritas yang dikenali. .Jika tingkat prioritas tidak dapat
ditentukan, maka sistem akan memberi prioritas FF. Adanya satu atau
beberapa spasi antara EoH dengan Priority Indicator tidak akan
menyebabkan berita tersebut diabaikan.
b. Addresses Indicator (Indikator alamat-alamat) Address haruslah

setidaknya terdiri dari satu Addresss Indicator yang terietak langsung
setelah Priority indicator. Setiap Addresses yang ada haruslah setidak-
tidaknya didahului oleh 1 (satu) spasi dan terdiri dari 8 (delapan)
karakter Lrerurutan tanpa spasi, dalam status huruf (letter case).
Adanya kesalahan karakter (tidak termasuk Letter Shift), maka sistem
akan mengirim SVC ke stasiun kanal berita tersebut serta salinan /
copy ke Reject Intercept.
C. End of Address (Akhir dari alamat) Pasangan (cR) (LF) atau (LF) (cR)
menunjukkan akhir dari Address dan harus terletak dalam salah satu
dari 3 (tiga) baris I line address yang dapat dicetak setelah Priority
Indicator. untuk baris I linc kedua dan kctiga tidak perlu diikuti
prioritas lagi. Tidak terdeteksinya End of Address akan menyebabkan
sistem mengalihkan berita ke Reject intercept Position.
116
d. Text
Sistem ini tidak perlu mengevaluasi text, kecuali jika diketemukan

"cancellation signal" yang akan menbuang seluruh karakter yang
diterima. Panjang text maksimum adalah i800 karakter.
e. End of Message (Akhir Berita)
Empat karakter "N" berurut tanpa spasi, baik dalam status huruf
(ietter case) maupun status angka (figure case) merupakan sinyal
EOM. Suatu BOM haruslah ada dalam salah satu bagian dari jumlah
maksimum karakter yang dapat dicetak, termasuk soM. Apabila pada
akhir berita / messagc tidak dikctemukan karakter NNNN tersebut,
maka sistem harus menambahkan : NNNN.
4.7.5. Penanganan Berita yang berstandard AFTN
4.7.5.r. Umum
Sistem menangani berita-berita yang berkaitan dengan indikator-indikator
yang parameternya ditentukan ketika sistem melakukan start-up seperti :
a. Priority indicator
b. Address Indicator
c. Message Diversion Indicator
d. Cancellation Indicator
4.7.5.2. Penanganan Prioritas
Prioritas suatu berita diberikan oleh stasiun pengirim dengan suatu

Priority Indicator yang diletakkan pada awal suatu alamat / address.
Sistem ini mengenal 5 (lima) Priority Indicator yang menunjukkan 3 (tiga)
derajat I tingkatan prioritas, yaitu :
a. SS Message
b. DD Message
c. FF Message
d. GG Message
e. KK Message
Ltt
Berita f message dengan tingkat prioritas yang iebih tinggi akan dikirim
mendahului semua berita yang lain dengan tingkat prioritas yang lebih
rendah. Sebagai contoh berita dengan prioritas SS akan segera dikirim
dengan segera ke tempat tujuan, sekalipun beberapa berita dengan
prioritas DD, FF atau yang lebih rendah prioritasnya sudah antri terlebih
dahulu pada saluran tujuan berita tersebut.
Sebaliknya berita dengan prioritas yang KK atau GG baru akan dikirim,

jika tidak ada berita dcngan prioritas yang iebih tinggi (ss atau DD
maupun FF) yang mengantri/ belum terkirim.
Jika terdapat dua atau lebih berita yang dengan prioritas yang sama,
maka urutan pengiriman berita tersebut ditentukan oleh urutan
masuknya berita tersebut ke sistem. Berita yang lebih dahulu masuk ke
sistem akan dikirim lebih dahulu. Berita tanpa priority indicator atau
priority indicator tidak dikenali oleh sistem akan diproses/diolah dengan
prioritas FF"
Catatan :
Khusus untuk berita dengan prioritas SS, ketika sistem menerima berita
tersebut, maka sistem secara otomatis akan mengirim suatu tandaf signal
(acknowledgement) yang akan dikirim balik ke statsiun asal berita dan
membuat salinannya (copy) ke Reject Intercept sesuai dengan Annexl0
volume II paragraph 4.4.12.1.6.1.
Khusus karakter channel (CH) pada posisi Priority Indicator menunjukkan

bahwa berita tersebut adalah Check, yang tidak mempunyai Address
Indicator.Suatu berita Priority Indicator yang hanya terdiri dari 1 (satu)
karakter akan diproses secara normal selama karakter tersebut adalah
salah satu karakter yang menyatakan prioritas yang dikenalinya oleh
sistem"
4.7.5.3. Analisa AFIN Routing Indicator
Analisa AFTN Routing diiaksanakan pada Routing Indicator yang terletak

sampai baris ketiga setelah Heading (dapat merupakan Fuil Address). 8
118
(delapan) karakter yang membentuk Address mempunyai arti sebagi
berikut :
a. Huruf pertama menyatakan Routing Arca.

b. Huruf pertama dan kedua sekaliglls mcnyatakan negara tujuan.
c' Huruf ketiga dan keempat menyatakan kota atau bandar udara di
negara tujuan yang disebut sebelumnya.
d. Huruf kelima, keenam dan ketujuh menyatakan perusahaan/instansi
kemana berita tersebut.
e. Huruf kedelapan menyatakan departemen / divisi atau bagian di
lingkungan perusahaan / instansi yang disebut sebelumnya.
Penentuan rute berita yang didasarkan atas anaiisa jumlah huruf
minimum pada setiap Address Indicator. Berita yang tidak dikenali
routingnya akan dikirim ke Reject Intercept Position dengan diberi
notasi/catatan alasan penolakan sistem.
4.7.5.4. Predetermined Distribution
Semua berita berformat AFTN yang dikirim ke sistem akan di analisa ada
tidaknya Predetermined Address Indicator pada baris address. Jika
diketemukan adanya Predeterrmined Address Indicator yang benar, maka
sistem akan mencari daftar distribusi yang sesuai dan mengirimkannya
sesuai dengan masing-masing address/alamat yang ada dalam daftar.
Predetermined Address Indicator terdiri dari 3 (tiga) bagian yang masing-
masing terdiri dari 2 (dua) karakter cetak : CLZZAAAA
a. CL adalah Location Indicator sesuai dengan ketentuan ICAO.
b. ZZ aedalah Predetermined Designator, menunjukkan bahwa address

ini menyebutkan suatu Predetermined Address.
c. AAAA adalah karakter referensi bagi daftar distribusi tertentu yang ada
dalam daftar sistem.
4.7.5.5. AFTN Message Diversion (Route Aiternatif)
Sistem ini mampu mengalihkan route untuk sampai pada tujuan berita
melalui Supervisory Command dengan mode-mode operasi sebagai
berikut:
i19
a.Alihkan semua lalau lintas messagc I berita dari route normal ke route
alternatif.
b. Alihkan semua 1aIu lintas message / berita dengan prioritas tertentu
dari route normal ke route alternatif.
C. Alihkan semua la1u lintas message I berita dari route normal ke
penyimpanan sementara.
d. Alihkan lalu lintas message I berita dengan prioritas tertentu dari
route ke penyimpanan sementara.
4.7.5.6. Message Cancellation
sistem akan mengabaikan Incoming Mcssage (berita masuk) yang

mempunyai sinyal pembatalan (Cancellation Signal), dimanapun setelah
Heading. Sinyal pembatalan ini haruslah tcrdiri dari 2 (dua) kelompok,
yang terdiri dari 3 (tiga) karakter, yaitu eTA berurut tanpa spasi dan
langsung diikuti oleh Ending. contoh : (LS) (cR) (cR) (LF) erA (sp) erA
(SP) QrA (sP) QrA (cR) (cR) ".. (LF) trnding
Catatan :
Sistem akan mengabaikan semua karakter non cetak yang ada antara
QTA dan Ending sesuai dengan rekomendasi ICAO Annex 10 Volume II
paragraph 4.4.1O.12.
4.7.5.7. Message Interruption Daiam kondisi normal, outgoing message (berita

keluar) akan ditransmisikan / dikirimkan secara otomatis tanpa interupsi.
Ada kondisi yang mungkin timbul yang menyebabkan interupsi
diperlukan, yaitu: Kemungkinkan kanal outgoing / saluran keiuar
mengalami gangguan, dengan terdeteksinya kondisi "open 1ine" pada
kanal incoming yang sama.
4.7.5.8. Message Berita Abnormal Parameter kondisi continous mark dapat di set
I
pada nilai berapapun dan di introduksikan pada saat sistem melakukan
start up. Kapanpun ketidaknormalan berita diketemukan, suatu error
indicator akan ditampakkan pada berita. Kemampuan sistem mendeteksi
adanya ketidaknormalan dihasilkan dari pengiriman suatu service
message yang berisi fault code secara otomatis. .Jika selama penerimaan
L20
suatu berita ditemukan SOM baru atau ketika sirkit berada dalam suatu
kondisi continous mark melebihi waktu yang telah ditentukan (lamanya
ditentukan pada saat sistem melakukan Start up), sistem akan
menghentikan berita dengan suatu forccd ending sequence sebagai
berikut :
(LS) (cR) (cR) (LF)
cHtrcK (LF)
TEXT (LP)
NEw ENDTNG ADDED ABCDEFGH (FS) (LS) (CR) (CR)
(cR) (LF)
Diikuti "ENDING"
Incoming message ini, dengan demikian menjadi lengkap dan disalurkan

melalui route normal.
Catatan :
Huruf "ABCDBFGH" yang ada dalam suatu forced ending menunjukkan

identifikasi sistem dan terdiri dari 8 (delapan) karakter huruf. Ketika
terjadi 2 (dua) soM berurutan ditcrima (tanpa diselingi troM), maka
message I berita yang sedang masuk dihentikan penerimaannya dengan
ZCZC diikuti oleh suatu "forced ending seqr-tence".
4.7.6. Traffic Protection
Untuk meningkatkan kontrol kontinuitas berita yang didasarkan pada

nomor urut pada kanal (Channel Sequence Number), sistem mengontrol
kondisi setiap saluran telegraph yang terhubung dan menyediakan
sejumlah proteksi untuk menjamin kesiapan saluran untuk
mentransmisikan berita. Sistem ini menyediakan Proteksi-proteksi berikut
ini:
4.7.6.7. Message Protection
4.7.6.2. Circuit Protection
t2r
4.7.6.3. Channel Continuity Check
4.7.6.4. Midnight Check

4.7.6.5. System Overload protection
4.7 .7 . Message Logging dan Retrieval
4.7 .7 .1. Umum
Sistem mempunyai fasilitas untuk data logging atau recording dari trerita
yang diterima dan yang dikirimkan pada peripheral storage untuk
keperluan retrieval atau recovery dari berita tersebut.
Jenis peripheral storage yang digunakan dapat berupa :
a. Fixed Disk Storagc
b. Removable Disk Storagc
4.7.7.2. Fixed Disk Storagc
Suatu bagian dari Fixed Disk Storage disediakan untuk Cyclic Storage
(penyimpanan periodik) untuk keperluan acuan dan copy dari berita-
berita yang terkirim. Bagian ini digunakan oleh sistem untuk keperluan
"Short Term Storage". Setiap berita yang telah berhasil dikirim akan di
recod pada bagian Fixed Disk ini lamanya waktu dimana copy dari berita
masih dicari, tergantung dari jumlah 1alu lintas / traffic, panjang berita
dan kapasitas dari Fixed Disk Storage yang disediakan untuk keperluan
ini. Pada umumnya waktu tersebut dalam ordc beberapajam.
4.7.7.3. Removable Disk Storage
Berita-berita, baik yang diterima maupun yang dikirim, direkam kedalam

Removeable Disk Storage. Sistem harus dapat mencari kembaii bcrita
tersetrut, yang dikenai dcngan fasilitas "LongTerm storage,,.
4.7 "7.4. Short Term Storage Message Retricval

Message dapat di retrieve ulang, secara otomatis, atas permintaan stasiun
lawan dengan "outstanding command message" yang berisi message
122
repetition request dan refcrensi dari message yang diminta. Kriteria untuk
meminta message repetition adalah :
a. Output Line Identity
b. Transmission Sequence Number(s)
4.7.7.5. Jenis Outstation Command untuk permintaan pengulangan ini dapat

dilakukan dengan salah satu dari berikut :
a. Satu message saja;
b. Semua berita diantara dua sequence number yang diminta;
c. Berita dengan daftar seqLlcncc numbcr tertentu;
Jika permintaan pengiriman ulang jumlahnya melebihi 10 berita,
maka permintaan tersebut dianggap invalid request dan akan di reject
ke posisi Reject Intercept.
d. Long Term Retrieval
Permintaan Long Term Retricval dapat dilakukan dengan kriteria
sebagai berikut :
1) Kriteria berdasarkan saluran

a) Outgoing Channel Identity dan Waktu;
b) Outgoing Channel Identity dan Channel Sequence Number;
- i::ili:: :::;:l iffiil H X,I":, Sequence Number

2) Kriteria khusus
start-up, dimana semr-la message dikembalikan
a) Pada saat sistem
pada keadaan antrian scbelumnya;
b) Retrieval dari transaction data (mcnggunakan sirkuit input dan
squence number);
c) Retrieval dari drained message/ penyimpanan sementara;
d) Message Trace.
3) Transmission dari Retrieval Messages Retrieval messages dikirim
sebagai berita normal dengan transmission sequence number yang
baru pada heading-nya. Procedure Signal DUPE yang didahului
dengan sebuah (LS) akan disisipkan di depan normal ending
sequence. Retrievcd message yang asalnya adalah diverted message
akan ditransmisikan dengan salah satu cara/tujuan berikut ini :
t23
a) Tujuan semula, jika lalu lintas dengan tujuan semula tidak
dalam kondisi diverted;
b) Posisi Requesting, jika diversion yang sama masih berlaku;
jika arah diversion berubah.
c) Tujuan baru,
4) Transit Time Report Transit timc report diterbitkan oleh sistem
secara otomatis pada tanggal 23 setiap bulan.
5) Perawatan dan pengoperasian
a) sistem dapat mempunyai Reject Intercept lebih dari 1 (satu) unit
untuk mengantisipasi kebutuhan masa mendatang;
b) Sistem memiliki display monitor untuk memonitor berita
secara
real time;
c) Perawatan Front End processor f tnterface dapat dilakukan
tanpa mengganggu sistem yang sedang beroperasi.
4'a vcss (Voice communication switching system)

VCSS ini adalah peralatan yang bekerja secara otomatis mendistribusikan
atau mengatur jaringan komunikasi sllara (voice) untuk keperluan ATC
yang dikendalikan komputer dalam satu kesatuan dan untuk
menunjang
aktivitas komunikasi penerbangan di bandara.
VCSS digunakan untuk kepcrluan petugas pemandu lalu lintas
penerbangan dalam mendistribusikan atau mengatur jaringan
komunikasi
sllara (voice) di Bandar Udara dengan penerbang di pesawat udara dan
dengan unit ATS lainnya.
Peralatan VCSS dari spesifikasi secara umr-rm harus memenuhi

syarat
sebagai berikut:
a. Power Supply
1) VCSS Central Unit : 22O l24O VAC dan 24 VDC
b. Temperature
1) Operasi
Kondisi : +5 .C sarnpai dengan +4O oC
Humidity : O sampai dengan g3o/o non
kondensasi
L24
2) Kondisi Penyimpanan -55 oC sampai dengan +7O "C
Humidity 0 sampai dengan 95% non
kondensasi
c. Connection
1) Delay < 15ms
2) Call Conneection Setup Time - < 1OO ms for Hot Line Cal1
- < 2OO ms for any outgoing
call
- < 2OO ms for any incoming
call
3) System Start-Up Time <90 detik (tanpa TMCS)
d. S Telephone Interface
1) 2 - Wire Central Office Interface i o Level outgoing: 300
(IF) with DC Supply 3,400H2
(-53 dBm sld -14 dBm)
. Level incoming : 300
3,400H2
(-51 dBm s/d -13 dBm)
2) 2 - Wtre Local Battery Interface I o Level outgoing : 300
(IF) 3,400F{2
(-38 dBm s/d +0.5 dBm)
3,400}{2
(-36 dBm sld +2 dBm)
3) 2 - Wtre PABX/PSTN Interface : . l,evel outgoing : 300
3,400H2
(-40 dBm s/d -15 dBm)
3,4AOHz
(-40 dBm s/d -15 dBm)
4) 4 - Wire Telepon Interface I o Level outgoing : 300
3,400IH2
(-37 dBm s/d O dBm)
125
3,400H2
(-34 dBm s/d +1 dBm)
5) 4 - ATS-QSIG Interface Line Type : 64 kbs G.7O3
dibagi menjadi 3 audio
channel dan 1 data channel
Line Signalling : ATS-QSIG
d. Radio Interface
1) Transmit Audio . Level Outgoing :
-37 dBm to 0 dBm (300 Hz

to 34OO Hz)
o Level Incoming :
-34 dBm to +1 dBm (300

Hz to 34OO Hz)
2) in-SignalingSQUELCH Contact Phantom, Contact
Phantom, Inband, Inband,
Voice, Voice
3) Out-SignalingSQUtrLCH Contact Phantom, Inband,
Contact Phantom, Inband,
Contact Phantom, Inband
126
4.9 AFTN (Aeronautical Fixed relecommunication Network|

Sistem Peralatan AF*TN harus dapat melayani penerimaan, pengolahan
dan pengiriman berita-berita penerbangan sesuai dengan standar dan
format AF"IN sebagaimana dipersyaratkan didalam ICAO Annex 10 Volume
II berikut seluruh amandemennya yang terkait dengan berita-berita AFTN.

4.9.2.1 Peralatan AFIN Gateway yang dipergunakan harus mempunyai
kemampuan menyimpan berita (buffcr) dengan kapasitas yang cukup, dan
dilengkapi dengan kemampuan untuk
a). Automatic Repeat Request (ARe)
b). Forward Error Correction (FtrC)
c). Selective Forward Error Correction (SEL FEC) sesuai standar CC1R.
Disamping itu HF AFTN gateway juga harus mempunyai kemampuan
untuk mengontrol transmit ON dan transmit OFF, untuk menghindari HF
transceiver selalu transmit ON pada cuaca jelek. HF AF"IN gateway harus
sesuai spesifikasi teknis sebagai berikut :
a). Noise free HF reception

b). Multi point message distribution
c). Address stripping
d). Messages acknowledgement
e). Message analyzing conform to icAO annex 1o vo1 Ii
0. IA 5 communication code
g). Use the most modern transfer mode technics
h). Audio input impedance : 4Z K Ohm
i). Audio output level : 10 m Vp-p. ..2 yp_p
j) Audio output impedance : 1 K Ohm
k). Audio output level : Max 3 vp-p (open circuit)
Adjustable in 1 mV steps
l). interface
Line : RS 232 C
m), Audio processing : Digital signal processor
n). Central Processor : Latest technology
127
o). ROM : Mtn 256 Kbyte, CMOS, FLASH-ROM
p). RAM : Static 2 Mbyte, CMOS, Battery Backup
q). System Monitoring : With an intcrnal processing watchdog
r). Operating Temperature : -10 to + 50'c
128
4.9.2.2 Peralatan Teleprinter mempunyai standar AFTN meliputi spesifikasi teknis
sebagai beikut :
a). Memenuhi Persyaratan : CCITT International Telegraph Aiphabet

2 atau International Alphabet (IA)
(lTA) No.
No. 5 Amcrican Standard Code for
Information Interchange (ASCII)
b). Kecepatan Komunikasi 50 - 19200 bps
c). Kode Komunikasi ITA-2danIA-5
d). Mode Komunikasi Full Duplex, Half Duplex, Simplex Receive
Only, Simplex Send Only
e). Line Interface RS 232 C dan Pseudo Modem lengkap
dengan penangkal petir
0. Mempunyai kemampuan untuk mengolah file seperti :
. Menlimpan file
o Mencetak file
. Meghapus file
g). Tampilan di layar / monitor dalam bentuk menu pilihan.
h). Format berita AFTN standard sebagai bcrikut :
- Heading zczc xxxnnn ddhhmm

- Address pp aaaaaaaa#
- Origin ddhhmm bbbbbbbbjjjjj#
- Text ads
- Ending # # # # # # # NNNN!!!!!!t!t!!!
Keterangan
xxx Channel Identity saluran, berupa 3 karakter
nnn Channel Sequence number, berupa 3 digit
ddhhmm tanggal, jam, menit pada heading saat berita dikirim;
sedangkan pada origin saat berita diketik
pp riority indicator, 2 huruf prioritas.
SS kategori 1
DD & FF : kategori 2
KK & GG : kategori 3
1.29
Aaaaaaaa alamat tujuan, 8 huruf alamat maksimum 3 barrs
dengan maksimum 7 alarnat pada tiap baris. Priority
hanya ada pada baris pertama dari alamat.
bbbbbbbb alamat asal berita, 8 huruf.
jjjjj bell, hanya ada pada berita prioritas tertinggi (SS).
JL
fi alignment function, berupa <cr> <cr> <1f>.
I letter shift.
i). uNrT cPU:

- Main Processor : Minimal Pentiurn IY I 1,8 Ghz atau sederajat
- Data Storage : Minimal 40 Gb
- Memory : Minimal 128 Mb
4.9.2.3 Peralatan HF SSB transceiver dengan spesifikasi teknis sebagai berikut :
4.9.2.3.1 Unit Pemancar - Penerima

a. Umum
1). Konstruksi Modular
2l- Band frekuensi 1,8 MHz - 3O MHz
3). Jumlah channei lOO channei ( 4 x 25 hannel )
4). Pembangkit frekuensi Synthesizer
5). Emisi mode J3E (USB, LSB); A1A (CW);
A3E (AM); H3E, J2B (USB, LSB)

6). RF input/output impedance : 5O ohm
7). Temperature operasi 20' c- 55"C

8). Microphone impedance 60O ohms
9). Frequency stability + 10 ppm, atau lebih baik
10). Supply Voltage >10 VDC dengan toleransi 10%o
b. Pemancar (Transmitter)
1). Moduiation type :'FSK/PSK
130
SSB (Balanced Modulator,
Filtered Carrier)
AM : Low Level (Early Stage)
2). Spurious Radiation 40 dB below peak output
3). SSB Carrier Suppression > 40 dB below peak output
4). Output Power 100 Watt - 150 Watt
5). Undesired Sideband Suppression 50 dB @ 7.5 kHz Modulation
input
6). SSB Audio Response <-5 dB pada 400 - 26OOHz
7). Microphone Impedance 600 Ohms
c. Penerima ( Receiver )
1).Sensitivity :1pV-Sp,V
2). Audio Output : Lebih besar 1.5 Watt pada 4 Ohm
4.9.2.3.2 Unit Catu Daya

Catu daya untuk HF-SSB Transceiver jika sebagai unit yang terpisah,
dengan persyaratan sebagai berikut :
1). Tegangan AC masuk 22O V tlooh I 50 Hz;
2). Tegangan keluar : adalah stabiltzed DC yang besarnya 10 - 15 vDC

sesuai kebutuhan dengan regulator lO oh, atau lebih baik;
3). Arus keluar minimal 25 Amp pada tegangan nominal.
4.9.2.3.3 Unit Antenna
Untuk dapat berkomunikasi antara dua stasiun yang tetap (point to

point), maka perangkat peralatan HF-SSB Transceiver dilengkapi dengan
unit antenna yang tetap. Jenis antenna yang akan digunakan adalah
broadband antena, adapun persyaratan antenna sebagai berikut :
131
1). impedansi 50 Ohm, disesuaikan dengan impedansi keluaran dari unit
pemancar-penerima, atau unit antenna matching (penggandeng
antenna) ;
2)' Bidang frekuensi sesuai dengan frekuensi operasi yang digunakan;
3). vswR sampai dengan maksimurn 2 : 1 atau lebih baik.
4.9.2.3.4 Antenna WIDE BAND
Guna memperbaiki perubahan impedansi antenna, dipasang Antena Wide

Band sebagai bagian dari system HF-SSB. Antena Wide Band harus
mempllnyai spesifikasi sebagai berikut :
Band frekuensi 1,8 * 30 MHz
Adjustment VSWR 2 : 7 atau lebih baik

3.9.2.4 Secara keseluruhan system AFTN Point to Point dengan menggunakan
media transmisi gelombang HF harus mempunyai tingkat keberhasilan
cukup baik ( > 5O%) pada cuaca buruk.
4.LO ATS MESSAGE HANDLTNG SERVTCES ( AMHS )

4"7O.1 Deskripsi singkat
Air Traffic Services Message Handling system ( AMHS ) merupakan ATS
Message Service, yang memungkinkan pcsan ATS dipertukarkan antara
pengguna j asa penerbangan.
AMHS digunakan untuk peningkatan komunikasi/pertukaran informasi,

data/berita-berita penerbangan di dalam jaringan ATN (Aeronautical
Tele communication N etu-t ork) untuk dapat berkomunikasi didalam j arin gan
AF*TN (Aeronautical Fixed Telecommunication Nettaork) perlu penambahan
peralatan gateway yang menyediakan komunikasi data-pendukung sistem
otomatisasi bagi layanan komunikasi 1a1u lintas p"rr..b.., gan (Air Traffic
Seruice Commuruication)bagi unit ATS/bandara yang Uetum memiliki
jaringan ATN, peralatan dimaksud dinamakan AFTN/aMHs Gateway.
Sistem AFTN/AMHS Gateway tersebut harus dapat menangani secara

automatis pesan-pesan dalam format AFTN dan ATN atau sebaliknya.
Sistem tersebut akan beroperasi sesuai dengan standar, prosedur dan
praktek yang direkomendasikan (Stand-ard. and. Recommend.ed. practices,
SARPs) dan ditetapkan oleh International Civil Aviation Organisation
(ICAO) karena peralatan AMHS harus dapat berfungsi didalan] jaringan
ATN dan AFTN.
132
AMHS pengaturannya di atur dalam Message Handling Sgstems specified
ln ISO/IEC (International Organtzation for Standardizationf international
Electrotechnical Commission) 10021 dan CCITT (Consultatiue Committee of
Intemational Telegraph and Teleplwne) or ITU-T (International
Telecommunication Union Telecommunications Standards) X.400, dan di
perjelas dalam dua dokumen ISO/IEC MOTIS (Message-Oriented Text
Interchange Sgstem) International Standards dan CCITI X.400 Series
direkomendasikan (1988 atau yang terbaru) yang pada prinsipnya sama.
Dua level pelayanan didefenisikan dalam ATS Message Service sebagai
berikut :
a. Pelayanan ATS Message dasar.

Merupakan pelayanan yang berdasarkan versi pertama dari ISO/lEC
ISPs, yang diterbitkan pada tahun 1994 dan t-rcrdasarkan ISO/IBC
lOO21 : 1990 standar.
b. Pelayanan ATS Message yang lebih 1uas.
pelayanan yang berdasarkan versi ketiga ISO/IEC ISPs, yang
diterbitkan pada tahun 1999 dan berdasarkan ISO/IEC lOO2l : 1999
standar.
Kedua pelayanan tersebut kompatibel satu sama lain. Pelayanan ATS
Message yang lebih luas secara fungsional adalah superset dan
kompatibel secara terbalik dari pelayanan ATS Message dasar.
Peralatan AMSC dari spesifikasi secara Lrmum harus memenuhi syarat

sebagai berikut:
a. Peralatan AMHS dengan kelengkapan dasar yang harus disediakan
antara lain yaitu:
1) ATS Message Server dan AFTN Message Switch meliputi:
AMHS Message Transfer Agent (MTA)
AF"TN /
AMHS Gateway
Communication interface / unit (AU)
Acccs
Message storage (Redundant Array of Independent Disks,
RAiD)Control Position (CP) workstation
2) AMHS Management Console (AMHS MC)
3) ATS Message User Agent (UA) workstation
4) Network Equipment (Extcrnal WAN dan LAN).
b. system AMHS Gateway harus menyediakan minimal fungsi dan

fasilitas operasionalnya:
1) untuk receive, transmit, proscs dan AMHS messages selama 24
jam x 7 hari non stop, melalui sirkuit internasional dan nasional ke
lokal organisasi dan perusahaan airline yang memanfaatkan AMHS
Gateway.
2) Dapat menampilkan analisa statistik dan meghasilkan report
message
3) Menyediakan penyimpanan "in-transit message" agar kembali ke
on-line message.
133
4\ Memiliki sistem pengawasan yang menyeiuruh dan fleksibel serta
memonitor fasilitas-fasilitasnya.
s) Memiliki fasilitas yang dapat mengLrrangi lalu lintas backlog yang
berlebihan.
6) Memiliki kemampuan penyimpanan secara otomatis on-line untuk
jangka panjang.
7) IT sekuriti dipakai untuk memelihara dan melindungi SISTtrM
guna melawan terhadap tindakan yang tidak disengaja atau
disengaja atau peristiwa alami yang akan mengakibatkan
kerusakan data dan modifikasi yang tidak diinginkan terhadap
perangkat lunak dan pemakaian data dari sistem tersebut.
c. Syarat-syarat untuk sistem operasional AMHS

1) Secara konseptual konfigurasi pengoperasian sistem AMHS
memiliki duplikasi AMHS message server dengan komponen utama
dan dihubungkan melalui jaringan LAN.
2) Channel Komunikasi Eksternai WAN (AFIN) dihubungkan dengan
jalur baru line exchanger switch, yaitu sirkuit switch eksternal ke
SYSTEM .
3) Sistem recording atau penyimpanan data juga harus diduplikasi

untuk fungsi-fungsi message handling seperti penyimpartart,
retrieval, modifikasi dan lainnya.
4) Sistem redudansi penuh dengan duai system dipersyaratkan pada
saat system AMHS Gateway telah beroperasi penuh.
d. Kapasitas, Response Time dan Kemampuan sistem

1) SYSTEM harus mampu menangani lalu lintas message dan harus
dirancang untuk mengantisipasi peningkatan 1alu lintas message
termasuk pada alat-alat pendukung seperti pada kapasitas
memory dan recording message, tanpa harus membuat modifikasi
penting pada peralatan dan software. Bila ada perubahan diatas,
pelayanan operasi SYSTEM tidak boleh terganggu/interupt.
2) SYSTEM mampu menangani beban volume traffic (dalam message)
baik itu x.400 atau AFTN tipe message (dengan perkiraan panjang
500 karakter):
- Harian : >50000 incoming mcssage f ltart dan outgoing
me ssage /hari;
- Bulanan : >150000 incoming mcssage/bulan dan outgoing
message/bu1an;
- Jam sibuk : >9000o incoming mcssagc/iam dan outgoing
message /jam.
3) System harus dapat memuat periode penyimpanan sebagai
berikut:
- Jangka panjang; waktu penyimpanan minimal dua tahun
untuk traffic database, event database, statistik database,
software database, system file dan d.atabase lainnya.
134
- Jangka pendek; waktu penyimpanan minimal 30 (tiga puluh)
hari untuk traffic database, event database, statistik database,
software database, system file dan database lainnya.
4) System harus mempunyai delay transisi maksimal message kurang
dari 1 detik (perhitungannya dimulai saat setelah selesai menerima
incoming message dan berakhir setelah transmisi lengkap outgoing
message).
s) System harus di desain untuk bcroperasi secara terus-menerus 24
jam dengan tingkat availability yang tinggi melalui service
life
99.999% atau lebih baik.
6l Waktu start-up SYSTEM adalah waktu yang diambil dari status
operasional power start-up, dengan waktu start-up harus tidak
melebihi 10 menit. Dalam kasus total kegagalan sistem, secara
otomatis sistem akan merestart dan tidak melebrihi 1O menit untuk
kembali ke status full operational.
7) Perkiraan dan kasus terburuk response time dari System juga
harus di cantumkan dalam proposal.
8) System tidak boleh menyebabkan lebih dari 1 dalam 100.000
outgoing messages baik itu kesalahan pengiriman atau kesalahan
route ke address yang salah.
e) System tidak pernah menyebabkan tidak terkirimnya beberapa
message.
e. Dokumentasi
1) Dokumentasi termasuk peralatan-pcralatan baik software dan
hardware yang diimplementasi diutamakan ditulis dalam bahasa
Indonesia, dan juga sub-sistcm yang diaplikasikan.
2) Harus menycdiakan soft copy dari scml-ra manual dalam format
CD-ROM alau DVD yang scsuai dengan frrrmat (misal word
document).
3) Buku instalasi yang digunakan scbagai petunjuk pekerjaan
instalasi dan untuk catatan scmua instaiasi secara detail disetiap
site, dokumen instalasi berisi:
- Jalur kabel power, titik-titik power, distribusi, beban listrik
untuk setiap rak dan lemari atau peralatan khusus lainnya;
- Gambar layout lantai dan elevasi menunjukkan disposisi dari
peralatan, rak atau lemari, grounding, antena dan item yang
perlu lainnya; dan
- Gambar-gambar yang menunjukkan inter-koneksi dan
peralatan interfacing lainnya guna menyetel sistem.
4) Buku instalasi harus diupdate secara teratur f regular bersamaan
perkembangan instalasi. Semua perubahan yang dibuat dalam
layout instalasi, wiring, pengkabelan dan rancangan akan
disesuaikan dengan edisi terakhir.
5) Buku Manual teknis
Buku manual teknis berisi scbagai berikut :
- Suatu gamLraran umum dari opcrasional yang digunakan

system dan sub system secara lengkap;
135
- Prinsip dasar, desain teori dan pengoperasian system dan sub
system;
- Deskripsi rangkaian secara fungsional dari semua modul
dengan penjelasan beberapa sirkuit yang perlu;
- Diagram interkoneksi dari satu modul kc modul yang lain dan
satu rangkaian ke rangkaian yang lain dengan karakteristik
interface secara jelas dicantumkan;
- Penyetelan, re-alignment, tuning dan pencarian kesalahan;
- Daftar komponen dengan referensi part number dan
ekuivalent yang ada untuk sumbcr yang lain; dan
- Diagram rangkaian dan diagram lokasi komponen dari setiap
PCB dan modul.
6) Buku Manual perawatan
- Buku manual perawatan terdiri dua bagian, satu untuk "fault
flow chart" untuk deteksi dan iokasi kesalahan dan yang lain
koreksi (corrective) dan usaha pcncegahan (misal perbaikan,
alignmcnt).
- Buku manr'tal harus jelas dan secara komprehensif pada teori
operasi peralatan sub-system, operasionai peralatan secara
praktis, pengecekan semtla peralatan secara rutin harian,
mingguan dan bulanan, lokasi kesalahan dan diagnosis,
perbaikan, prosedur-prosedur kesalahan dan kerusakan,
perbaikan elektrikal dan mekanikal, fungsi perawatan dan
metode pencegahan.
- semua tool khusus dan instrument yang diperlukan dan
digunakan pada perawatan pencegahan dan perbaikan dari
SYSTEM harus jelas.
- Fungsi dari setiap bagian peralatan, komponen, aksesoris dan
control harus diterangkan sccara jelas dan rangsung.
Peringatan dini yang diperlukan harus diterangkan secara
jeias sebelum menangani peralatan.
f. Dokumen software
1) Operasionai software
Dokumen lcngkap operasional software harus disediakan
dalam bentuk yang memadai termasuk versi sor-rrce code. Ini
termasuk system dan deskripsi program dan flow chart yang
berhubungan dengan listing program lengkap dengan
keterangan.
Dokumen operasional software harus meringkupi semua
software dan program yang akan dikembangkan,
menunjukkan fungsi-fungsi dari system sesuai spesifikasi,
dan akan termasuk beberapa program processing off-line
(misal program-program untuk diagnosis hardware, program-
program untuk mengulang data-data yang terekam) dan
software tersebut harus dibuat oleh kontraktor untuk
136
keperluan kemudahan pengembangan dan memodifikasi
software operasional.
2) Software pendukung
- Semua dokumentasi untuk software pcndukung termasuk
yang dikembangkan olch perusahaan pcmbuat computer dan
digunakan oleh kontraktor untuk mengcmbangkan
operasional software juga harus discdiakan.
- Dokumen software pendukung yang akan disuplai sudah
termasuk item-item software dalam spesifikasi teknis (misal:
compiler, assembler, diagnosis, teks editor, driver peralatan
dan loader).
3) Dokumentasi dari operasional software yang disuplai harus
tercantum, tetapi tidak dibatasi sebagai Lrerikut:
- Dokumentasi system yang akan diberikan adalah gambaran
system, prosedur-prosedur operasional, struktur data dan
format, layout data yang disimpan, data flow chart dan
hubungan dari bermacam-macam sub-system, dan lain-lain;
- Dokumen program berisi tentang listing program, gambaran
program dan cara kerja dalam flow chart program dan layout
program penyimpanan.
- Dokumen harus mengacu kepada versi acceptance terakhir,
dan amandemen-amandemen yang juga harus diberikan
selama training, pengembangan software, pengujian pabrik,
bagian tes on-site; dan
- Dokllmen mengcnai operator computer juga tersaji detail pada
output message di posisi computer dan input command,
termasuk fungsi respon, prosedur dan penggunaan setiap
output message dan input command.
g. Uninterruptibie Power Supply (UpS)
1) uninterruptible Power System (ups) di instal di masing-masing
peralatan sebagai berikut : AMHS Gateway, workstation/user
Agent terminal (UA) dan peralatan lainnya yang dapat memback
up 3O (tiga puluh) menit .
2) Jika aliran power normal mengalami gangguan, baterei akan

secara otomatis menggantikan rcctifier/charger tanpa gangguan
guna menycdiakan power penuh melalui invcrter dan tanpa variasi
delay dalam mencatu tcgangan beban. Ketika power kembali,
rectifier/charger akan secara otomatis memulai men-chargc baterai
kembali.
3) UPS harus bisa untuk aplikasi komputer dan beban non-linear
seperti printer, disk drive, dan lain-lain.
4) UPS harus bisa beroperasi di daerah tropis dan harus mempunyai
umur teknis sedikitnya 15 tahun.
t37
5) UPS yang diusulkan harus stand.ard, terbukti bisa digunakan dan
secara komersial terscdia dengan mempunyai spesifikasi-
spesifikasi sebagai berikut :
- Tegangan inPut : 4OO VAC (- 15%o samPai

loo/o), 3 fasa atau 23O
VAC (- l5o/o samPai +
lO%), fasa tunggal
- Frekwensi input : SOHz+3Hz
- faktor daya input : 0.85 atau lebih baik
- Output Voltage : 230 VAC x 1o/o atau lebih
baik, fasa tunggal
- Output Frekwensi : 50 Hz + 0.5 Hz
synchrontzed, + 0. i Hz
internal
Output Harmonrc : Total distorsi harmonic
Distorsi 5%o maksimum
Transient response : Deviasi tegangan
maksimum + 8o/o atau
lebih baik pada 1OO'/o
step load
Overload performance : 125% seiama 10 menit,
LsO% selama 30 detik
atau lebih baik
- Efisiensi lebih besar dari 8Oo
dengan beban lOOo
- Proteksi Self-Protecting untuk
overload bila terjadi
korslcting
Noise yang boleh : tidak lebih besar
didengar dibanding 60 dB yang
diukur 2 rneter dari UPS
arah manapLln
- Batas temperature : 0 sampai 45"C
operasi
- Kelembaban relative : O%o sampat9Ooh
4.1O.2 SpesifikasiTeknis
4.10.2.1 Systems AMHS gateway harus sesuai dengan persyaratan yang tertera
pada Protocol Implementation Conformance Statement (PICS) Asia Pacific
Regional AMHS Interface Controi Document (ICD).
138
4"1O.2.2 Sistem AMHS gateway minimal terdiri dari;
a. ATS Message Server dan AFTN Message Switch dengan system
management utilitY console.
b. Database, me ssage recording dan system penyimpanan (storage
systems)
c. AF"TN/AMHS Gateway dengan Control Position (CP) console
d. LAN dan Network hubs
e. Fasiii.tas Directory Service
f. ATS Message User Agents (UA)
t'
b' Flxternal WAN communication interfacc
h. External LAN communication interface
i. Time Synchronizations Interface dan GPS Time Generations Systems
4.1O.2.3 Message Server untuk Basic Service;

Untuk mendukung Basic ATS Message Service, message server harus
sesuai dengan persyaratan berikut yang tcrcantum dalam Asia/Pasific
AMHS ICD:
a. Spesifikasi profile yang tertera pada ICAO doc 9705 pasal 3.1.2.2.2.1
dan
b. Persyaratan sesuai dcngan traffic logging yang tercantum dalam ICAO
Doc 9705 section 3.1.2.2.2.2
4.1O.2.4 Guna mendukung Extended ATS Messagc Service, message server harus
sesuai dengan persyaratan berikut:
a. Spesifikasi pada ICAO Doc 9705 pasal 3.1.2.2.2.3, yang didasarkan
l*i,f;;iSl;'ffi' Access-p3) seperti dipersyaratkan dalam rDolIEC

ISP 10611-4:7999;
AMHS 14 (MTS 94 Acccss-P3) sepcrti dipersyaratkan dalam
ISO/ItrC ISP 1061 1 -4:1999;
AMHS13 (Enhanced MS Access-P7) seperti dipersyaratkan dalam
ISO/lEC ISP 1061 1-5: 1999;
AMHS 15 (Bnhanced MS 95 Access-P7) seperti dipersyaratkan
dalam ISO/IEC ISP 1061 1 -6:1999.
b. Profile DUA seperti dipersyaratkan dalam ICAO Doc 97OS pasal
3.1.2..2.2.4 dan mengacu kepada Sub-Volume 7.
4.1O.2.5 AFTN/AMHS Gateway.

AFTN/AMHS Gateway digunakan untuk intcrkoneksi antara AF"TN dengan
ATN AMHS. AFTN/AMHS gateway terdiri dari 4 komponen berikut;
a. komponen AFTN
b. komponen ATN
c. Message transfer dan control unit
d. Controi Position
139
DalamkomponenATNtermasukadalahMTAdanAccessUnit(AU)seperti
pada ISO/iEC lOO2l-2. AU dipergunakan pcsan yang tidak langsung
(indirect) seperti pesan AFTN ke AMHS'
AFTN/Ai\4HS gateway harus scsuai dengan persyaratan yang didefinisikan
pada ICAO doc 9705 pasal 3.1.2.3 berkaitan dengan Asia/Pacific AMHS
ICD.
4.1O"2.6 ATN Directory

a. Fasilitas Direktori service ATN didasarkan pada Extended ATS Message
service ICAO Doc gTOS edisi ketiga, SUB-VOLUME VII yang
memperbolehkan user ATN mendapatkan informa.si direktori tentang
user ATN, aplikasi-aplikasi dan service pada ATN' Fasiiitas ATN
Directory service terdiii d.ari tiga komponcn sebagai berikut:
Direktori informasi Dasar;
Direktori Sistem Agen ( DSA) dan
( DUA)
b ru.?,T"#3[yJ[i-^ffi
AMHS meiiputi common AMHS Addressing Scheme (
Address
DGCA) Address dan transiated-form (XF) Address'
Baik Keduanya DGCA dan XF addrcss digunakan dalam Daerah
AsialPacific. AMHS pada daerah Asia/Pacific mengacu persyaratan
dalam ICAO Doc AZOS bagian 3.1.2.1.5 dan spesifikasi yang
d.igambarkan pada dokumcn AMHS naming plan'
c. User Agent
Personel "ljser Agent ATS" adalah fungsi obyek User Agent ( uA)
scperti dirumuskan dalam ISO/IEC lOO2l-2'
user Agent untuk basic service untuk mendukung message dari
basic service ATS, ATS message user agent harUS Sesuai
kebutuhan menurut Asia/Pacific AMHS ICD berikut.
, Profil uA ditetapkan dalam ICAO Doc 9705 bagian 3.1.2.2.1.L,
berd"asar pada AMH21 sebagaimana ditetapkan dalam
ISO/IEC 12062-2:1995 dan mendukung Daftar repertoire
grup A; dan
. Ketentuan yang berhubungan dengan trafik logging sesuai
spesifikasi pada ICAO Doc 9705 bagian 3'l'2'2'l'2'
User Agent untuk Pelayanan yang Diperluas (trxtended)
untuk mendukung scrvicc mcssa8e ATS yang diperluas, ATS
message user agent harus sesuai dcngan persyaratan berikut :
. Sfiesifikasi ICAO Doc 97OS bagian 3'L'2'2' 1'3' 1, yang

mendukung IPM Business Class ( BC) Fungsi Grup (trG)
seperti ditetapkan pada ISO/IBC ISP 12062-2:1999 (edisi

ketiga);
. Profil uA ditetapkan dalam ICAO Doc 9705 bagian
3.L.2.2.1.3.2,
ISO/lEC ISP 12062-4:1999;
ISO/ItrC ISP 12062-4:1999;
140
AMH24 ( Peningkatkan akscs MS - P7) seperti yang
ditetapkan pada ISO/ItrC iSP 12062-5: 1999; atau
AMH26 (Peningkatan akses MS 94 - P7) seperti yang
ditetapkan pada ISO/ItrC ISP 12062-6:1999'
profil DUA ditetapkan pada ICAO Doc 9705 bagian 3.1.2.2.1.4
dan mengacu Pada Sub-Volume 7'
d. ICAO Standard and berikut dan

Recommended. Practices (SARP)
berhubungan dengan dokumen teknis yang lain dimana bisa
diterapkan:
- ICAO Doc. 9705-AN/956. Manual of Technical Provisions for the
Aeronautical Telecommunication Network, Third Edition- 2OO2.
- ISO/IEC loo2L -l:1999. Information TechnoloSr Message
Handiing Systems (MHS) - Part 1: System and Service
Overview.atau Yang terbaru.
- iso/lEc 1OO21 2lArnd.2:1994. Information Technology - Text
communication Mcssagc - oriente d Text Interchange System
(MOTIS) Part 2: Overall Architecturc'
-
- ISO/IEC LOO2L _2:1999. Information Technologr Message
Handling Systems (MHS) - Part 2: Overall Architecture.
- ISO/IEC 1OO21_3:1990. Information Technology Text
communication Message-oriented Text Interchange system
(MOTIS) Part 3: Abstract Service Definition conventions.
-
- ISO/IEC LOO2L-4lAmd. L:1994. Information Technology - Text
Communication Message- Oriented Text Interchange System
(MOTIS) Part 4: Mcssage Transfer System: Abstract Service
-
Definition and Procedures.
- ISO/IEC tOO2l_-4:1999. Information TcchnoloSr Message
Handling Systems (MHS) -- Part 4: Message Transfer System:
Abstract ServiceDefinition and Procedures'
- ISO/IEC 1OO21 5:1990. Information Technology Text
Communication Message--Oriented Tcxt Interchange System
(MOTIS) Part 5: Message Store: Abstract Service Definition.
-
- ISO/ItrC 10021 S/Amd. 1. Message Store Extensions and Message
Store Logs.
- ISO/lEC 1OO21_5:1999. Information Technology Message
Handling Systems (MHS) - Part 5: Mcssage Store: Abstract Service
Definition.
- ISO/IEC lOO2l-6:7990. Information TechnoloSr Text
Communication Message-Oriented Text Interchange System
(MOTIS) Part 6: Protocol Specifications'
-
- ISO/lEC 1OO21_6:1.999. Information TechnoloSr Message
Handling Systems (MHS) - Part 6: Protocol Specifications.
1,41
iSO/ItrC 7OO21__7:7990. Information Technologr Text
Communication Message_Oriented Text Interchange System
(MOTIS) Part 7: Intcrpersonal Messaging System.
-
ISO/IEC 1OO21,7:1999. Information Tcchnologr Message
Handling Systems (MHS) Part 7: Interpersonal Messaging
System. -
ISO/iBC ISP 12062_l:1999. Information technology
International Standardtzed Profiles AMH2n Message Handling
Systems Interpersonal Messaging Part- 1: IPM MHS Scrvice
Support.-(trdition terbaru) -
ISO/IEC ISP 12062 2:1999. Information technology
International Standardrzcd Profiles AMH2n * Message Handling
Systems Interpersonal Messaging Part 2: AMH21 IPM
Content. (trdition 3) - -
ISO/IEC ISP L2O62_3:L999. lnformation technology
Systems Interpersonal Messaging - 3: AMH22 IPM
Part
Requirements for Message Transfer (P1).- (Edition 3)
ISoIIEC ISP 72062_4:7995. Information technology
International Standardized Profiles AMH2n Message Handling
Systems Interpersonal Messaging -
Part 4: AMH23 IPM
- for MTS Access (P3).
Requirements -
ISO/lEC ISP 12062 -4:1999. Information technology
Systems Interpersonal Messaging - A1|iIIH23 and AMH25
Part 4:
-
IPM Requirements for MTS Access- (P3) and MTS 94 Access (P3).
-(Edition 3)
ISO/ltrC ISP 12062 5:1999. lnformation technologr
Systems Interpersonal Messaging - 5: AMF{24 IPM
Part
- for Enhanced MS Access -(P7). (Edition terbaru)
Requircments
ISO/IEC ISP 72062_6:1999. Information technology
Systems Interpersonal Messaging - 5: AMH26
Part IPM
- -
Requirements for Enhanced MS 94 Access (P7). (Edition 2) -
Interface Control Document (lCD) for ATS Message Handling
System (AMHS) in Asia/Pacific Region, Issue 1.2, November 2OO1.
Version 1.0, September 2OO2.
AMHS Naming, ATN Seminar, Chiang Mai, Thailand, 11 to 74
December 2OO1.
Asia Pacific Technical Document on Use of Directory Services
Aeronautical Telecommunications Anncx 1O to the Convention of
international Civii Aviation, Volume II, 6th Bdition & Volume IIi, 1st
Edition and all amendments made til1 thc award of Contract;
Manual on the Planning and trngineering of thc Aeronautical Fixed
Telecommunication Nctwork, Doc 8259-AN/936, Sth Edition, 1991;
142
- Manual for Teletypewriter Operating Practices Doc 7946 AN/868/4,
4th Edition;
- ICAO Asia/Pacific Routing Directory, latcst Edition;
- Location Indicator ICAO Doc 7910, latcst trdition; and
- De signators for Aircraft Opcrating Agcncie
s, Aeronautical
Authorities and Serviccs ICAO Doc 8585, latest trdition;
- Asia Pacific Rcgional Interface control Document for X'25 Protocol
for AFTN, Issue 1, SePtember 1996'
e. Dokumen berikut adalah dokumen referensi yang dapat digunakan

untuk mendeskriPsikan AMHS'
.Flimsy2Rev.B.Guid.anceprovidedbyATNPon"AMHSover
TCP/IP", Agend.a item 8: TCP/IP Issue, ATNP Joint meeting of
Working Cr6up A/Working group B, Toulouse, October 2OO2.
-ICAODoc.g73g_ANl961,TheComprehensiveAeronautical
Telecommunication Network (ATN) Manual (CAMAL) First
Edition,
January L999.
- ISO/lEC 8348:1993. Information technology - Open Systems
lnterconnection - Network Servicc Dcfinition'
f" Dokumen berikut adalah dokumen refcrensi yang dapat digunakan
untuk Time Sinkronisation Interflacc
Mills, D., "Network Time Protocol (Version 3) specification,
implementation and analysis", RFC 1305, University of Delaware,
March 1992.
Partridge, c., T. Mendez and w. Milliken, "Host anycasting service",
RFC 1546, Bolt Beranek Newman, November 1993'
NTP PICS Proforma For the Network Time Protocol Version 3' RFC
L708, D. Gowin. October L994
simple Network Time Protocol (SNTP) Version 4 for IPv4,IPv6 and
OSI. RFC 2O3O, D. Mills. October 1996'
4.1O.2.7 Sistem Operasional- SYSTEM(OPS))'

a. SySTEM(OpS) harus mencapai keandalan tinggi dan kebutuhan
kinerja tinggi dan bisa di kembangkan dengan 2 (dua) set system
errNTanaHs Cu.t"way yang independent. Satu sistem AmN/AMHS
Gateway akan bckerja d"rrgr..r mode Aktip dan yang lain dalam mode
active-Standby dengan sumber backup dari system UPS.
b. Baik Keduanya sistem Aktip dan system active standbry AFTN/AMHS
akan menerima ATS messagc dari incoming channel dan membawa
fungsi pengolahan dan fungsi pcnyimpanan secara bersamaan'
nafrimarrr.p-rrrr, hanya bagian yang aktip yang akan forward/transmit
pesan pada masing-masing saiuran outgoing'
c. Setiap system AilN/AMHS Gateway akan menyediakan ATS Message
Service sesuai dengan ICAO ATN Stand.ard and Recommended Practice
( SARp) dan diperinci pada Doc 9705- AN/956 " "Manual of Technical
L43
provisions for the Aeronautical Telecommunication Network" 3rd
jasa yang
Edition - Basic Service juga mcngakomodasi beberapa fitur
diperluas (extended), seperti attachmcnt fiie dan Direktori service
(
x.so0).
dengan
d. Masing-Masing sistem AFTN/AMHS Gateway harus didesain
arsitektur client-server dengan komputer server dalam konfigurasi
active-standbry dan saling UefruUungan melaui LAN kecepatan
tinggi'
changeover dari computer server yang aktip ke computer server
dan
Standby harus dilengkapi dengan mode manual dan otomatis,
harus transparan k. usei dan beroperasi tanpa hilangnya data'
e. AFTN unit iine exchange juga harus secara
otomatis diswitch dari
sirkuit unit operasional AFTN ke sirkuit standby AFTN, saat terjadike
kerusakan, dan juga bisa secara manu.al, dimana harus transparan
Lr.ser, tanpa kehilangan data.
f. Masing-masing LAN harus bisa mendukung semr]a fungsi dan
kemampuan sistem sccara individu, di dalam kondisi operasi normal'
t<egagaLn salah satu dari LAN tidak akan menyebabkan gangguan
pada pengoperasian sistem dalam kaitan dengan kinerja dan
^plp*
fungsi, dan tidak ada data yang hilang'
6
b' Duplicate LAN harus bekerja dalam mode parallelf active-standby, dan
saat kegagalan terjadi pada operasional
-.rrdr-rkrng takeover otomatis
LAN. LAN takeover ini harus menjaga kontinuitas operasi AFTN/AMHS
dan transparan ke user tanpa hilangnya data'
h. LAN harus berkemampllan mendukung protokol TCP/IP untuk system
komunikasi lokai AMHS dan ISO/IEC 8473 Connectionless Network
Protocol ( CLNP) untuk komunikasi melalui ATN'
SYSTEM(OPS) harus bersinkronisasi ke waktu UTC melalui suatu
interface ke Time Generasi sistem ( d'anlatal-l mampu mendukung
format IRIG-B atau Simple Network Time Protocol ( SNTP) Versi 4' Brla
terjadi kegagalan pada- clock interface, clock SYSTEM(OPS) harus
mampu menjaga ketelitian sebesar 0.1 detik'
J. Semua data, termasuk System/Konfigurasi/Trafik I AllertlEvent 1og,
bisa ditransfer ke media off-line seperti format DVD/DAT, untuk
tujuan arsip d.ata (archiving) dan perolchan kembali (retrieval).
k. Tenderer harus menyediakan Application Program Interface (API) dan
relevan Intcrface iontrol Dokumen ( ICD) untuk mendukung
konektivas masa depan dari aplikasi-aplikasi ATN-AMHS yang lain'
4.LO.2.8 User Agent (Terminal Operator)

a. user Agentloperator terminal/workstation harus mampu untuk
secara kontinyu menangani semua operasi ATS service message secara
independen dan paralel (lebih dari satu operator terminal terhubung
pada waktu Yang sama).
b. User Agent/Operator termrnalf workstation harus fu11 compatible
dengan bppnasl SISTtrM dalam segala aspek dan harus memenuhi
144
supervisory serta fungsi operator pada ATS message service sebagai
berikut:
- Basic ATS message service
- Extended ATS message service, terutama seLragai berikut :
' file attachment dan

. direktory service( X.500)
C. User Agent/Operator tcrminal/workstation harus terhubung pada
SISTtrM dengan menggunakan koneksi dual LAN berkeccpatan tinggi'
d. User Agent/C)perator terminal/workstation harus dapat mengakses
SISTEM untuk mengoperasikan fungsi sebagai berikut:
- Message handling
, Editing dari routing table
. Retrieving dan pengulan ganf repeating trafik message
. Pengalihan Trafik message
. Monitoring Trafik message
. Penanganan pesan AFTN yang salah ( termasuk service
message)
. Membuat message baru ( AMHS dan AFTN)
- Diagnostik dan Statistik
. Analisa tentang incoming dan outgoing ATS message;
' Penanganan mailbox;
, Akses dan retrieving tiap jam, tiap hari dan statistik bulanan
untuk trafik message ATS.
- Pengujian dan Fasilitas pelacakan

een[u.iian dan fitur back tracc untuk pengalokasian dan
penganalisaan trafik message ATS dan kesalahan sistem.
- Fasilitas mcncctak
Mencetak trafik messagc, diagnosis dan informasi lain yang
tersedia.
e. Penanganan menyangkut Uscr Agcnt/Operator terminal komputer

workstation harus didesain dengan fitur sebagaiberikut :
- Operasi intuitif
- Mudah untuk dioperasikan
- Status sistem harus terlihat setiap waktu
f. Semua data, meliputi System/Configuration/Traffic I Alertl Event logs,

harus bisa dpindahkan ke media off-line seperti format DVD/DAT,
untuk tujuan pengarsipan dan pelacakan. Pada posisi off-line harus
bisa dilaksanakan playback dari data untuk tujuan statistik dan
diagnostik.
4.1o.2.9 control Position (Fasilitas controi dan Monitoring)

a. Control Position (fasilitas kontrol dan monitoring) harus mampr-l untuk
secara kontinyu beroperasi independen dan paralel ( lebih dari satu
1.45
yang mengontrol/memonitoring stasiun yang terhubung pada waktu
yang sama).
b. Control Position (fasilitas kontrol dan monitoring) harus mampr'l
menyediakan pengawasan, monitoring, pengujian dan kontrol dari
=.*,.-rn
peralatan *i"t.* ( sepcrti UPS, LAN, ATN router dan sirkuit
WAN untuk ATN, server ATS yang mcnghubungkan sirkuit WAN untuk
AFTN, UA terminal workstation loka1 dan remote, serta alat
penyimpanan) yang dihubungkan dengan SISTtrM'
C. Control Position (fasiiitas kontrol dan monitoring) harus mampLl
mengakses SISTEM yang mengoperasikan fungsi sebagai berikut :
- sistem konfigurasi dan pengendalian manajemen networking

' Manajemen phisik parameter interface
. Pengendalian parameter protokol ( x.25, ATN, AMHS,
SNMP/ SNTP, Sirkuit Asinkron)
, Melakukan switchover, login dan yang lain
- Manajemen akses kontrol
. Konfigurasi dari grup user dan blok fungsional yang sesuai
. Definisi user dan grup user
-Diagnostik dan statistik
d. Control Position (fasilitas kontrol dan monitoring) jug^ harus mampu
menyediakan suatu sirkuit monitoring secara Off-Line . Ini akan
membuat operator dan personil teknis untuk secara otomatis memilih
suatu sirkuit untuk dimonitor kc workstation yang off-line dengan
mempengaruhi operasi sirkuit kepada SISTtrM.
e. Operasi paralel dari komputer workstation harus tidak menyebabkan
korupsi atau kehilangan informasi apapun di dalam slsTtrM.
t. Alarm visuil maupun audio akan diaktipkan ketika satu atau lebih
kesalahan SYSTEM/EQUIPMENT berikut dideteksi oleh fasilitas
kontrol dan monitoring:
- Kegagalan pada semua komponen sistem operasi;
- Melebihi batas kemamPuan sistem;
- Kerusakan pada interface karena melebihi setting yang ditetapkan;
- Perubah status dari seluruh komponen ( contoh: on-line, off-line,
out-of-service dan yang lain)
6. Report/Message kesalahan harus sccara dctil menunjukkan unit
d,anlatau modulc dengan lokasi kesalahan secara ringkas dan waktu
kejadian.
h. Report/Message kesalahan harus ditampilkan dalam warna menyolok
dan berked"ip untuk mengingatkan staf pcmeliharaan dan operasi.
Audio alarm harus dapat dimatikan dcngan perintah kunci (command)
sedang alarm visuil akan tetap sampai kesalahan diclearkan.
Kesalahan alarm harus diklasifikasikan sebagai prioritas ' tinggi' dan '
normal'.
J. Semua data, meliputi System/Configuration/Traffic I Alertl Event logs,
bisa dpindahkan ke media off-line seperti format DVD/DAT, untuk
tujuan d.ata archiving dan retrieval. Operator off-line harus bisa
L46
melaksanakan PlaYback dari d"ata ini untuk tujuan statistik dan
diagnostik.
4. 1O.2.1 0User Agent (Client)

pada
a. user Agent ( uA) terminal workstation (client) harus berd-asarkan
ATS end
arsitektur client komputer untuk menjadi hosting aplikasi
ltser, minimal sebagai berikut:-
- client AMHS;
- client AFTN;
-aplikasiATS(PenangananFlightPlandanmessageterkait);
- aplikasi NOTAM
b. Terminal workstation UA (Client) harus(PC) distandardkan COTS
atau padanannya'
(commercial off-the-shelf) Personal Komputcr
c. Terminai workstation UA (Client) harus full kompatibel dcngan
SISTEM OPtrRASIdalam se ml-la aspek' Terminal workstation
UA
(Client) harus memenuhi ATS messages berikut :
- Basic ATS mcssage servicc

- Extended ATS message scrvicc, terutama sckali'
' file attachment dan
' direktory service( X'500)
d. Terminal workstation UA lokai harus d"ihubungkan ke SISTEM
menggunakankoneksidualLANberkecepatantinggi.
e. Terminal workstation uA remote (client) harus dihubungkan ke
sISTtrM menggunakan router LAN. Pelaksana kerja harus
menyediat an router LAN yang diperlukan dan peralatan terkait
dalam
proposal sebagai konfigurasi sistem secara total'
iogs'
f. Semua data, meliputi System/configuration/Trafficl Alertltrvent
bisa dipindahkan-ke media off-line seperti format DVD/DAT, untuk
tujuan data archiving dan retricval. Operator off-1ine akan bisa
melaksanakan playbaik dari data ini untuk tujuan statistik dan
diagnostik.
g. Fitur Administratif yang haruas dimasukkan scbagai berikut:
- Database sorting, pemeiiharaan dan akses berdasar pada FPL
address 1ist, tipe pesawat terbang, routc, FIR' waypoint' airways
dan Yang lain;
- Diagno=tit pada status u.ser, hardware status, sumber(resources)
dan lain;
- Statistik Messaging sebagai berikut:
. Jumlah messag" y.ng dikirim dan diterima ( untuk jenis pesan
yang berbeda );
. Jumlah message yang dikirim dan diterima (sPecified);
. Pemilihan Date/Time untuk message yang dikirim dan diterima
(specified);
. Jumlah Data message yang dikirim dan diterima serta yang
lain;
. Tampilan grafik dari d'ata di atas ( i) sampai ( iv)'
Periode penyimpanan data paling scdikit 3 tahun;
perolehan kembali (retrieval) pesan off-line dan on-line;
14/
- Database penerbangan aktif secara online monitoring monitoring of
inbound , outbound and overflights, configurable time window,
callsign filter dan sorting criteria, dan pcrolehan kembali (retrieval)
traffic message history;
- Manajemen Indikator untuk pemilihan grup dan pemilihan

individu dari data message.
h. Mengkonfigurasi pencetakan message dcngan tugas minimum tiga

printer untuk mencetak secara auto setiap terminal workstation UA,
berdasarkan tipe message ATS yang bcrbcda seperti FPL, SPL, CPL,
DEP, ARR, CNL, CHG, DLA, EST, ALR, RPL, SPL, AIREP, MtrTAR, TAF"
NOTAM dan yang lain. Setiap printer harus mempllnyai urutan sendiri
dalam penomoran pesan yang diterima dan prioritas " SS"/"URGENT"
akan membuat alarm bel di Printer.
4.1O.2. 1 iATS Message Server
ATS Message Server terdiri dari meliputi Message Transfer Agent ( MTA)
dan Message Store (MSA).
a. Message Transfer Agent ( MTA)
- Untuk System (oPS), masing-masing server dapat dikembangkan
ke sistem redudan serupa yang diatur dalam konfigurasi active-
standby.
- Drive Hard-Disk pada komputer scrver harus tipe "hot-plugged"
agar dapat melakukan instalasi dan memindahan drive tanpa
harus mematikan sistem komputcr.
- Setiap servcr harus dilcngkapi dcngan SCSl-Compatible hardware-
sistem RAID terdiri paiing scdikitnya 3 pasang hard-disk drive.
(Satu pasang untuk aplikasi software dan dua pasangan yang lain
untuk data). Apabila tcrjadi kerusakan pada single hard-disk maka
tidak akan mempengaruhi operasi dan kinerja komputer server,
integritas data dan fungsi.
- Hardware harus berspesifikasi berkeandalan tinggi dengan grade
komputer server platform, dengan minimum spesifikasi berikut:
. Central Processing Unit ( CPU) satu arah dan mempunyai
kecepatan processor yang tinggi 2.5GHz atau diatasnya, atalt
sepadan;
. Kapasitas Memori - minimum 2 gigabytcs atau diatasnya (
tergantung pada OS dan sumber daya sistem);

. Kapasitas grafis - standard XGA support 64K colour pada
resolusi 1280 X LA24 pixe1, atau yang sepadan;
. Network interface - paling scdikit dua 1OOBase-TX standard
Fast Ethernct, atau yang sepadan;
. SCSI interface - Wide ULTRA2/ULTRA3 SCSI mendukung RAID
1eve1- 1 I lcvel5 disk array;
148
Hard-Disk drive - 3 pasang 18GB SCSl-compatible hot-plug
drive, atau yang sepadan (ukuran kapasitas penyimpanan
tergantung pada alokasi trafik database yang direncanakan,
event database, statistik database, software database, sistem
file dan database Yang lain);
I Redudant Power SuPPlY unit;
I Sistem operasi- UNIX atau yang scpadan;
I Aksesoris (tergantung pada desain dari sistem layout) seperti
KVM switch, TFT video display, mouse atau trackball serta
keyboard;
I Rack mounting- 19" jenis rack-mountable;dan
I DVD-R/RW drive - kecepatan 4X , support untuk DVD media
recordable ( R) dan rewritable ( RW).
4.10.2.12Printer
a. Printer akan dihubungkan ke SISTEM via LAN, EIA-RS232D atau
interface IEBE 1394 untuk menyediakan keperluan pembukuan dan
fungsi report. Printer juga bisa support untuk KODB ASCII dan
extended KODE ASCII serta kompatibelnya untuk mencetak grafis.
b. Semua printer harus tipe silcnt di bawah level noise 43 dBA untuk
interferensi noisc atau gangguan kcpada operator dcngan
-..r""gr-h papper
fungsi ro11 feed dan biaya operasi yang rendah'
C. printer harus bisa mencetak cepat paling sedikit tidak kurang dan 2OO
karakter per detik untuk message yang dibukukan. Juga harus
menyediakan kualitas letter untuk laporan, dengan kecepatan
mencetak dapat dipilih oleh user.
d. Printer juga bisa mencetak dari continous computer form/ro11 paper.

Posisi printer atau meja harus dibuat sedemikianrupa sehingga
terhindari dari sumbatan kertas/papcr jam.
e. Printer juga harus tahan lama dan sesuai untuk mencetak otomatis
secara berlanjut pada suatu siklus tugas lebih dart TOoh' Printer juga
dilengkapi baik dengan cara manual maupun fitur auto-cutting untuk
roll-paper.
f. Printer untuk mencetak automatic message dan jurnal, dan printer

yang dihubungkan pada terminal pembukuan fiika diinstall) di dalam
Comcentre AF"IN/AMHS dan Ruang Pcralatan harus mendukung
ukuran kertas sampai dengan A3 scdang yang lain untuk mendukung
mencetak ukuran kertas A4.
L49
4.1O.2.1 3Lol.ral Area Network(S)
a. I Lokal Area Network ( LAN) harus disediakan pada SYSTBM(OPS)
jumlah
dengan LAN redudan penuh. Ketetapan pada i'AN tergantung
padl konfigurasi dan d.isain yang ditawarkan, ya.,g menghubungkan
dengan komputer server 1ain, workstation dan router ATN untuk
membentuk suatu jaringan lcngkap (Direkomendasikan memakai
multiple LAN untuk menyediakan aplikasi kebutuhan operasional yang
berbeda.)
b. Network hub harus scsuai untuk standard Ethernet loOBase TX atau
yang lebih baik, dan masing-masing hub harus disediakan minimum
24 lO0BASB TX atau Yang lebih baik'
jaringan
c. Network hub harus dilengkapi dengan modul manajemen
( atau yang
seperti Simple Network Management Protocol SNMP)
sejenis.
d. sNMp-coMpLiANT atau Sistem Manajcmen .Iaringan lain fungsi
harus
disediakan dan mampu untuk manajemcn system network dan
monitoring dalam mode real-time '
4.LO.2. L4lnterface ( AFTN)
Interface harus mampu mendukung untuk jenis sirkuit dan protokol

sebagai berikut :
a. Sirkuit AFTN TTY kecepatan rendah dengan format sebagai berikut:

- Message Format dari kode ITA-2 atau kode IA-5
- Kecepatan 50bauds, 7Sbauds, l0obauds dan 2oobauds
b. Sirkuit AF"IN asinkron kecepatan menengah/tinggi dengan
format
sebagai berikut:
- M"**u.ge Format kode IA-5 tanpa protokol
- Kecepatan 300bps, 1200bps dan 9600bps
C. 5.10.1.3 Sirkuit x.25 yang beropcrasi dengan kecepatan
menengah I ttnggt, mendukung format sebagai l-rerikut:
- Message Format kode IA-5 sesuai dengan spe sifikasi Asia f Pacrfi.c
Regional Interface Control Document for X.25 Protocol for AFTN
based on ITU-T sPecification;
- Kecepatan dari 1200bps sampai 6400o0bps'
4.1O.2.1SKebutuhan AMHS untuk Layer ISO/OSf

a. AMHS melalui CLNP
Aplikasi Layer
. Aplikasi Layer terdiri atas MHS, RTSE dan ACSE'
MHS harus sesuai dengan ITU-T X.4OO (1988) dan kebutuhan
tambahan yang ditetapkan dalam ICAO Doc 9705-AN/956 Bab
3.1.
150
RTSE harus sesuai dengan ISO 9066 -2 dan mendukung service
wajib seperti daftar di bawah di antara service yang ditetapkan
dalam ISO/IEC ISP 1061L-2.
ASCB harus sesusai dengan ISO 8650 dan mendukung fungsi
wajib dari mode normal yang ditetapkan dalam ISO/ltrC 10611-
2. Nama application-context yang digunakan sebagai suatu
parameter ASSOCIATE, harus mcmenuhi ISO/lEC 10027-6.
Presentasi Layer
Presentasi Layer harus sesusai dcngan ISO 8823 dan mendukung

fungsi wajib dari mode normal yang ditetapkan dalam ISO/iEC ISP
10611-2.
Session Layer
Session Layer harus sesusai dengan ISO 8327 dan mendukung

unit fungsional dari daftar di bawah yang ditetapkan dalam ICAO
Doc 9739- Comprehensivc ATN Manual dan ISO/IEC ISP 10611-2.
Transport Layer
COTP (Connection Oricnted Transport Protocol) yang ditetapkan
dalam ICAO Doc 9705-AN/956 harus digunakan. coTP harus
sesusai dengan Kelas 4 ISO/IEC8O73 dan ICAO Doc 9705-AN/956
bAb 5.5 ,, SPESIFIKASI TRANSPORT StrRViCtr DAN PROTOKOL ''.
Fungsi berikut harus didukung scbagai ketentuan wajib sesuai
ICAO Doc 9705-AN/956.
Network Layer
. Koneksi antara router ATN harus menggLtnakan CLNP
dan TCP/IP Transmission Control Protocol/Internet
(
Protokol)
, CLNP harus sesusai dengan ISO/ItrC 8473 dan ICAO
Doc-9705An1956. Fungsi berikut harus didukung
seperti ditetapkan pada ICAO Doc 9705-anl956 atau ATN
SARP.
. CLNP menggllnakan SBDCF ( Subnetwork Dependent
Convergence Function) melalui subnetwork. SNDCF
harus sesusai dengan ISO/IBC 8473-3 dan ATN SARP-
Chapter 5.7 "specification of subnetwork dependent
convergence functions". Hanya ES-lS sesuai dengan
ISO/IEC9543 yang akan digunakan untuk addressing'
Data Link Layer

Koneksi antara AMHS dan router ATN bcrdasarkan pada 100-
BASE TX atau Ethernet LAN yang lebih baik.
151
Physical Layer
Koneksi antara AMHS dan router ATN berdasarkan pada 100-

BASE TX atau Ethernet LAN yang lebih baik.
b. AMHS melalui IP
Pelaksana kerja harus membuat opsional
untuk menyediakan IP over
AMHS, bilamana Ditjen Hubud memerlukan dan siap untuk
memungkinkan AMHS melalui Ip network.
DIREKTUR JENDERAL PERHUBUNGAN UDARA
ttd
SUPRASETYO
Sali suai dengan aslinya
r (rv/b)
i99003 1 001
152
KEMENTERIAN PERHUBUNGAN
DIREKToRATJENDERALPERHUBUNGANUDARA
w Jalan Merdeka Barat No. 8

Jakarta 101'10
Kotak Pos No. 1 389
Jakarta 10013
Telepon : 3505550
NOTA DINAS
- 3505006
(Sentral)
Fax; 3505'135- 3505139
3507144
N"^o.4CoJWlNg&1gotr
Kepada Yth. Direktur Navigasi Penerbangan
Dari Kepala Bagian Hukum dan Humas
Perihal Peraturan Direktur Jenderal Perhubungan Udara
Nomor KP 103 Tahun 2Ol5 tentang Standar Teknis
dan Operasi (Manual of Standard CASR 171-02)
Spesifitasi Teknis Fasilitas Telekomunikasi
Penerbangan
1. Menunjuk nota dinas Direktur Navigasi Penerbangan nomor :
oo2l05/DNP/ND/l/2015 perihal Rancangan Peraturan Direktur

Jenderal Perhubungan Udara tentang Prosedur Persetujuan Pedoman
Teknis Fasilitas Telekomunikasi Penerbangan (Manual of standard 171-
02), dengan hormat disampaikan telah ditetapkan Peraturan Direktur
Jenderal Perhubungan udara Nomor KP 103 Tahun 2ol5 tentang
Standar Teknis dan operasi (Manual of starudard cAsR 171-02\
Spesifikasi Teknis Fasilitas Telekomunikasi Penerbangan, pada tanggal
19 Maret 2015.
2. Sehubungan dengan hal dimaksud pada butir 1, terlampir disampaikan

salinan peraturan Direktur Jenderal Perhubungan Udara Nomor KP 103
Tahun 2015 tentang Standar Teknis dan Operast' (Manual of Standard
CASR i71-02) Spesifikasi Teknis Fasilitas Telekomunikasi Penerbangan,
untuk dapat dipergunakan sebagaimana mestinya'
J. Demikian disampaikan, atas perhatian dan kerjasamanya diucapkan
terima kasih.
Jakarta, LO Maret 2015

KEPALA BAGIAN KUM DAN HUMAS
MI flAMURAHA
Pembina TkI I (lv/b)
NrP. 19660508 199003 1 001

KP 103 TH 2015 - Spek Teknis (Mos Casr 171-2)

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KEMENTERIAN PERHUBUNGAN

DIREKTORAT JENDERAL PERHUBUNGAN UDARA

PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA

NOMOR : KP 103 TAHUN 2OL5

DENGAN RAHMAT TUHAN YANG MAHA ESA

DIREKTUR JENDERAL PERHUBUNGAN UDARA,

Menimbang i a. bahwa dalam Peraturan Menteri Nomor 57 Tahun 2oll

Mengingat : 1. Undang-undang Nomor 1 Tahun 2OO9 tentang Penerbangan

9. Peraturan Menteri Perhubungan Nomor

Dalam peraturan ini yang dimaksud dengan:

2. Fasilitas telekomunikasi penerbangan adalah fasilitas yang

4. pemasangan fasilitas adalah proses pekerjaan yang dimulai

5. Sistem peralatan adalah kesatuan dari beberapa bagian

6. Direktur Jenderal adalah Direktur Jenderal Perhubungan

7. Direktorat Jenderal adalah Direktorat Jenderal

(1) Pemasangan fasilitas telekomunikasi penerbangan harus

b. Pekerjaan Pengadaan Barang:

1) Kebutuhan Catu Daya (PLN, Genset, UPS, Electrical

1) Kebutuhan Gedung Peralatan;

1) Training (Factory Training / Site Trainingl;

Fasilitas telekomunikasi penerbangan yang akan dipasang

Direktur Navigasi Penerbangan melakukan pengawasan

Peraturan ini berlaku sejak tanggal ditetapkan.

DIREKTUR JENDERAL PERHUBUNGAN UDARA

SALINAN Peraturan ini disampaikan kepada :

Saliq_4*4,_ se suai den gan aslinya

STANDAR TEKNTS DAN OPERASL ITqIANUAL OF STANDARD CASR 771'O2l

Setiap fasilitas telekomunikasi penerbangan harus

dan/atau Approach Control Seruices'

2.1 Non Directional Beacon (NDB) i

Jenis-jenis NDB adalah :

Fungsi NDB adalah sebagai berikut :

Jika dua stasiun pemancar NDB digunakan untuk pendukung

2.1.2. Spesifikasi Teknis NDB

2.t .2.2. Antenna Tuning/ Matching Unit

2.L .2.4 Monitoring

2.t.2.5. Remote Monitoring

2.2.L DeskriPsi Singkat DME/N

Distance Measuring Equipment (DME) adalah a.lat bantu navigasi

2.2.2. SPesifikasi Teknis DME/N

2.2.2.1. TransPonder SYstem

j. Power SuPPlY InPut I

2.2.2.7. Remote Monitoring and Control

2.3.2. SPesifikasi Teknis VOR

2.3.2.2. Modulation Signal

5) FM Modulation Index 161 1

6) Depth of Modulation 28 to 32oh

2.3.2.5. Remote Monitoring and Control

2.4.t. Deskripsi Singkat ILS

ILS terdiri dari subsistem sebagai berikut :

a. Localizer. garis tengah dari

2.4.2. Spesifikasi Teknis Locahzer Category I

b. Modulation Percentage 2go7o + 2o/o

2.4.2.6. Remote Monitoring and Control

2.4.3. spesifikasi Teknis spesifikasi Teknis Glide Path category I

2.4 .3.5. Remote Monitoring and Control

2.4.4. Spesifikasi Teknis Spesifikasi Teknis Marker Beacon

2.4.4.4. Monitor (Indication and Warnin

2.4.4.5. Remote Monitoring and Control

3.1. Primary Suryeillance Radar (PSR)

3.1. 1. Deskripsi Singkat PSR

Primary Surueillance Rad.ar adalah salah satu fasilitas navigasi

3.1.2. Spesifikasi Teknis PSR