OLEH:
ABSTRACT
This research proposes the implementation of multicast radar data transmission using the
tunnel in tunnel method by utilizing the installed IP VPN network. The background of this
study is the failure in radar data transmission resulting in a change of service from
surveillance to procedural service, as well as the impact of the Covid-19 pandemic on
aviation organizations. The purpose of this implementation is to enhance flight safety while
achieving cost efficiency for the company. Objectives include changing transmission
methods, budget efficiency, improving operational safety, compliance with international
standards, and support for the concept of flight information management. Advantages of
multicast radar data transmission include centralized IP base, ease of monitoring, and the
use of FO converters for surge protection. Implementation is based on aviation regulations,
international standards, and partnership contracts. Contingency plans cover network and
device failure scenarios. Cost benefit analysis shows significant financial gains from this
implementation. It is hoped that this research will make a positive contribution to improving
efficiency and operational safety in aviation.
Keywords: Multicast radar data transmission, Tunnel in tunnel method, Internet Protocol
(IP)
I. PENDAHULUAN
1. LATAR BELAKANG
Sebuah program peningkatan pelayanan berbasis surveillance telah diimplementasikan
dalam wilayah tertentu, dimana pelayanan ini diberikan oleh suatu lembaga atau organisasi
yang relevan. Program ini bertujuan untuk meningkatkan efisiensi dan keamanan dalam
pemanduan lalu lintas penerbangan dengan mentransmisikan data radar dari satu lokasi ke
lokasi lainnya menggunakan teknologi VSAT. Namun, dalam beberapa kasus, terjadi
kegagalan dalam transmisi data radar yang mengakibatkan perubahan dalam pelayanan dari
layanan surveilans menjadi layanan prosedural. Kegagalan ini umumnya disebabkan oleh
gangguan pada sistem transmisi VSAT, yang menghasilkan perubahan yang signifikan dalam
layanan selama jangka waktu tertentu.
Sebagai tambahan, situasi pandemi Covid-19 telah memberikan dampak yang luas dan
serius, baik secara sosial maupun ekonomi, tidak hanya pada individu tetapi juga pada
organisasi yang terlibat dalam penyediaan layanan penerbangan. Dalam menghadapi
tantangan ini, diperlukan upaya untuk mengurangi beban finansial organisasi tanpa
mengorbankan standar keselamatan operasi penerbangan. Oleh karena itu, diperlukan
inovasi-inovasi baru yang dapat membantu meminimalkan biaya operasional sambil tetap
memastikan tingkat keselamatan yang optimal.
Salah satu solusi yang diusulkan untuk mengatasi masalah kegagalan dalam transmisi
data radar adalah dengan mengimplementasikan sistem transmisi data multicast
menggunakan metode tunnel in tunnel melalui jalur VPN yang tersedia. Dengan
memanfaatkan teknologi ini, diharapkan dapat meningkatkan keandalan dan keamanan
dalam mentransmisikan data radar, sambil juga meningkatkan efisiensi pengeluaran
organisasi. Teknologi multicast memungkinkan untuk mengirimkan data kepada sekelompok
komputer yang tergabung dalam suatu grup tertentu dengan hanya satu pengiriman,
sedangkan teknologi tunnel in tunnel memastikan koneksi poin ke poin yang lebih aman dan
terlindungi melalui jaringan internet atau publik. Dengan demikian, diharapkan dapat tercipta
efisiensi yang lebih besar dalam pengeluaran dan keuangan organisasi, sambil tetap
memastikan kelancaran dan keselamatan operasi penerbangan.
2. MAKSUD DAN TUJUAN
1. Maksud dari transmisi data radar multicast menggunakan metode tunnel in tunnel
adalah untuk meningkatkan keselamatan penerbangan dengan memastikan
kehandalan transmisi data radar dan memanfaatkan infrastruktur jaringan yang
sudah ada. Hal ini bertujuan untuk mencapai efisiensi anggaran perusahaan sambil
tetap menjaga keselamatan operasional penerbangan.
2. Tujuan dari implementasi ini adalah sebagai berikut:
a. Mengubah metode transmisi data radar dari VSAT menjadi Internet Protocol and
Suites (IPS) guna meningkatkan keamanan dan keandalan data radar serta
mengurangi risiko kegagalan sistem transmisi VSAT.
b. Mencapai efisiensi anggaran perusahaan dengan memanfaatkan infrastruktur
jaringan yang sudah tersedia, yang lebih ekonomis daripada menggunakan fasilitas
VSAT.
c. Menjadi pendukung dalam sistem pemanduan lalu lintas udara (ATC) dengan
mengurangi risiko kegagalan transmisi data radar, yang dapat mengakibatkan
penurunan layanan dari surveilans menjadi layanan prosedural.
d. Mematuhi standar SARPs yang telah ditetapkan oleh International Civil Aviation
Organization (ICAO).
d. Mudah melakukan pengecekan apabila data radar tidak tertampil pada ATC System
dengan menggunakan tools torch pada router aplikasi wirehark ataupun aplikasi
AST Modos, sedangkan untuk converter serial harus menggunakan alat tambahan,
misalkan osiloskop.
e. Di dalam router sudah tersedia fitur graphing traffic sehingga dapat dengan mudah
mengidentifikasi masalah apabila terjadi kegagalan transmisi.
4. DASAR PELAKSANAAN
a. Undang-Undang Nomor 1 Tahun 2009 tentang Penerbangan;
b. Indonesia Modernization Air Navigation Systems (IMANS);
c. System Wide Information Management (SWIM);
d. Aviation System Block Upgrade (ASBU);
e. ICAO Doc. 9896 – Manual on The Aeronautical Telecommunication Network (ATN)
using Internet Protocol Suites (IPS) Standards and Protocol;
f. ICAO Doc. 9869 – Performance-Based Communication and Surveillance (PBCS)
Manual;
g. Peraturan Menteri Perhubungan Nomor PM. 29 Tahun 2021 tentang Peraturan
Keselamatan Penerbangan Sipil Bagian 172 Tentang Penyelenggara Pelayanan
Manajemen Lalu Lintas Dan Telekomunikasi Penerbangan;
h. Peraturan Menteri Perhubungan Nomor PM. 62 Tahun 2017 tentang Peraturan
Keselamatan Penerbangan Sipil Bagian 19 Tentang Sistem Manajemen Keselamatan;
i. Peraturan Menteri Perhubungan Nomor PM. 10 Tahun 2022 tentang Perubahan Atas
Peraturan Menteri Perhubungan Nomor PM 65 Tahun 2017 tentang Peraturan
Keselamatan Penerbangan Sipil bagian 170 (Civil Aviation Safety Regulation Part
170) tentang Peraturan Lalu Lintas Udara (Air Traffic Rules)
j. Peraturan Menteri Perhubungan Nomor PM 9 Tahun 2022 tentang Perubahan atas
Peraturan Menteri Perhubungan Nomor PM 55 Tahun 2016 tentang Tatanan Navigasi
Penerbangan Nasional;
k. Peraturan Direksi Perum Lembaga Penyelenggara Pelayanan Navigasi Penerbangan
Indonesia Nomor PER.033/LPPNPI/IX/2015 tentang Safety Assessment Pelayanan
Navigasi Penerbangan;
l. Kontrak antara Perum LPPNPI dengan PT. Aplikanusa Lintasarta.
5. STUDI LITERATUR
Annex 11 – ATS
Actual surveillance performance (ASP). The portion of surveillance data delivery time that
is monitored against the required surveillance monitored performance (RSMP) values
provided by the RSP specification.
Aeronautical telecommunication network (ATN). A global internetwork architecture that
allows ground, air-ground and avionic data subnetworks to exchange digital data for the
safety of air navigation and for the regular, efficient and economic operation of air traffic
services.
*Performance-based surveillance (PBS). Surveillance based on performance specifications
applied to the provision of air traffic services.
Note.— An RSP specification includes surveillance performance requirements that are
allocated to system components in terms of surveillance to be provided and associated data
delivery time, continuity, availability, integrity, accuracy of the surveillance data, safety and
functionality needed for the proposed operation in the context of a particular airspace
concept.
Required surveillance performance (RSP) specification. A set of requirements for air traffic
services provision and associated ground equipment, aircraft capability, and operations
needed to support performance-based surveillance.
Required surveillance technical performance (RSTP). An RSP allocation that specifies the
maximum technical time for relevant parts of the ATS unit’s system, aeronautical station’s
system, the network systems and the aircraft system, for which there is no human
contribution to the surveillance data delivery performance.
RSP availability (A). An RSP parameter that specifies the required probability that
surveillance data can be provided.
RSP availability — aircraft (AAIR). An RSP allocation that specifies the required
probability that the aircraft system is serviceable for the relevant surveillance service.
RSP availability — CSP (ACSP). An RSP allocation that specifies the required probability
that the CSP/SSP systems are available to provide the required level of communication
supporting surveillance services, given the ATS unit’s system is available.
RSP availability — service (ASERVICE). An RSP allocation that specifies the required
probability that the ATS unit’s system and the CSP systems are available to provide the
required level of surveillance service.
RSP call performance. An RSP allocation that specifies the maximum time for when the
ground user accepts an incoming air-to-ground call to when the parties on the call have
completed the communication.
RSP continuity (C). An RSP parameter that specifies the minimum proportion of relevant
surveillance data to be delivered within the specified time, given that the service was
available at the start of delivery, where:
a) the minimum proportion is either 95 per cent that is used for statistical monitoring, or a
proportion (e.g. 99.9 percent) that is associated with the time after which the surveillance
data is considered overdue; and
b) the specified time represents the RSP data delivery time or any allocation provided by the
RSP specification.
Note.— For any given allocation of the RSP data delivery time, the RSP continuity remains
constant and is eferred to as “C for [allocation]”, (e.g. for RSTP, C for RSTPCSP).
RSP data delivery time. An RSP parameter that specifies the maximum time for a proportion
of surveillance data deliveries from the time at which the aircraft reported its position to
when the ATS unit receives the report. Two values are specified:
a) RSP nominal delivery time (DT). The maximum nominal time within which 95 per cent of
surveillance data
deliveries are required to be successfully delivered; and
b) RSP overdue delivery time (OT). The maximum time for the successful delivery of
surveillance data after which time the initiator is required to revert to an alternative
procedure.
RSP integrity (I). An RSP parameter that specifies the required probability that the
surveillance data is delivered with no undetected error.
RSP surveillance data transit time. Maximum time for the reception of the surveillance data
after which the controller should revert to an alternative procedure;
Surveillance data. Data pertaining to the identification of aircraft and/or obstructions for
route conformance monitoring and safe and efficient conduct of flight.
Tabel Hubungan antara RCP dan RSP Specification
Gambar Konteks Operasional Kapabilitas dan Performansi Komunikasi dan Surveillance
The operational requirements of an RSP specification apply to the surveillance services and
define parameter values for surveillance data transit times, RSP continuity, RSP availability
and RSP integrity, as well as allocated values (e.g. required surveillance monitored
performance (RSMP), required surveillance technical performance (RSTP) and, when
applicable, human performance). When applying RSP, it is assumed that that the supporting
system components are compatible and interoperable, in accordance with interoperability
standards.
An RSP specification is identified by a designator (e.g. RSP 180) in order to simplify the
designator naming convention and to make the required surveillance data delivery time
readily apparent to airspace planners, aircraft manufacturers and operators. The designator
represents the value for the surveillance data delivery time when the surveillance data
delivery is considered overdue.
The actual performance is associated with the surveillance data delivery from the time
associated with the aircraft’s position provided with the data, to the time when the ATS unit
receives the data (referred to as actual (operational) surveillance performance (ASP)). Post-
implementation monitoring continues to assess ASP.
ICAO Doc. 9896 Part III Chapter 1 – Manual on the ATN using IPS Standards and
Protocols
Multicast
1.4.13 The need to send the same information to multiple receivers is one of the main
requirements of surveillance data distribution. This requirement can be supported by IPv4
and IPv6 multicast services. Other networking techniques that achieve the same multicast
objective are not further considered within the scope of this document.
1.4.14 A limited number of ICAO Contracting States have deployed national IPv4 multicast
services for surveillance data distribution. However, the limited range of the IPv4 multicast
address space and the absence of gateways between IPv4 and IPv6 inhibits a scalable
deployment for the ATN/IPS.
1.4.15 In recent years, significant technical progress has been made in the field of IP
multicast, namely sourcespecific multicast (SSM). Contrary to existing deployments on the
basis of PIM-SM (Protocol Independent Multicast- Sparse Mode), SSM provides added
simplicity and resiliency to the routing of IP multicast traffic and is also ideally suited for
surveillance needs. Its use over IPv6 is recommended in a EUROCONTROL guideline
entitled “EUROCONTROL Guidelines for Implementation Support (EGIS), Part 5:
Communication & Navigation Specifications, Chapter 12, Surveillance Distribution over IP
Multicast Profile Requirement List (PRL)”.
1.4.16 A source-specific multicast (SSM) data channel is defined by the combination of a
destination multicast address and a source unicast address. This corresponds to a single
surveillance data flow made available from a specific source in the ATN/IPS.
II. IMPLEMENTASI TRANSMISI DATA RADAR MULTICAST
VSAT VSAT
LOKASI A LOKASI B
RADAR ATC
SYSTEM
Tunneling IP (internet Protokol) merupakan suatu system yang dapat membungkus suatu
data yang kemudian ditansmisikan menuju suatu alamat tanpa mengurangi ataupun
menambah besar kecilnya suatu data serta dapat meningkatkan keamanan sebuah data yang
melewati sebuah jaringan.
Sebuah tunnel dapat dijadikan suatu metode transmisi didalam sebuah jaringan tanpa
mengganggu lalu lintas packet data yang melewati sebuah sistem,sehingga dapat dijadikan
salah satu metode untuk mentransmisikan data radar dari satu lokasi ke lokasi lain. Berikut
contoh topologi antara dua lokasi yaitu antara padang dan pekanbaru mengenai transmisi
multicast data radar menggunakan metode tunnel in tunnel.
Dari blok diagram diatas penggunaan metode tunnel in tunnel sangat efektif dalam
penggunaanya dimana di site radar padang hanya membutuhkan sebuah router dikarenakan
bandwith yang dibutuhkan untuk mentransmisikan data radar padang relative kecil hanya 10
kbps sehingga sangat lebih efisien dalam penggunaanya.
3. IMPLEMENTASI TRANSMISI DATA RADAR MULTICAST
a. KEBUTUHAN FASILITAS
1) Router mikrotik.
2) IP VPN.
VSAT
TOTAL
PEMAKAIAN Per bulan 1 lokasi 4,454,400
1 line 1 lokasi
TOTAL
PEMAKAIAN Per tahun 1 lokasi 53,452,800
1 line 1 lokasi
TOTAL
104,500,000
ETHERNITY 1 Alat 1 lokasi
BIAYA INSTALASI
DAN 7,500,000
KONFIGURASI 1 Jasa 1 lokasi
SLG 99.96%
IP VPN
TOTAL
Per bulan Kebutuhan Bandwidth 10 Kbps/lokasi Tersedia
PEMAKAIAN
TOTAL
Per tahun Kebutuhan Bandwidth 10 Kbps/lokasi Tersedia
PEMAKAIAN
CBA
100
100
90
80
70 CBA
60
50
40
30
20 0.73
10
0
IP VPN VSAT