RADIO AIDS TO

AIR NAVIGATION

Instruktur :
R.Djoni Slamet.H.ST,SSiT,MSi

1
 RUANG LINGKUP
Komunikasi
Komunikasi Navigasi
Navigasi PeralatanBantu
Peralatan Bantu
Penerbangan
Penerbangan Penerbangan
Penerbangan Pendaratan
Pendaratan

-VASI
-VASI
--NDB
NDB
--HF
HFA/G
A/G -PAPI
-PAPI
--VOR
VOR
--VHF
VHFA/G
A/G --ILS
ILS
--DME
DME
--VHF
VHF--ER
ER --MLS
MLS
--Radar
RadarATC
ATC
 NDB
Non-Directional Beacon

ADF
Automatic Direction Finder
 Non Directional Beacon (NDB)
• Non Directional Beacon (NDB) adalah fasilitas navigasi penerbangan
yang bekerja dengan menggunakan frekuensi rendah (low frequency)
dan dipasang pada suatu lokasi tertentu di dalam atau di luar
lingkungan bandar udara sesuai fungsinya.

• NDB memancarkan informasi dalam bentuk sinyal gelombang radio ke

segala arah melalui antena, sinyalnya akan diterima oleh pesawat
udara yang dilengkapi Automatic Direction Finder (ADF) yaitu perangkat
penerima NDB yang ada di pesawat udara, sehingga penerbang dapat
mengetahui posisinya (azimuth) relatif terhadap lokasi NDB tersebut.

• Pemancar NDB beroperasi pada Frekwensi 190 KHz sampai dengan

1750 KHz dan secara terus-menerus memancarkan frekwensi
pembawa (carrier) yang dimodulasi dengan kode Morse yang
berfrekwensi audio 1020 Hz sebagai identifikasi (tanda pengenal
stasiun pemancar NDB yang bersangkutan). Sinyal Identifikasi ini
dipancarkan berupa suatu kelompok kode morse yang terdiri dari 2
sampai dengan 3 huruf dengan kecepatan rata-rata 7 identifikasi per
menit.
 AUTOMATIC DIRECTIONAL FINDER ( ADF )

ADF, adalah peralatan receiver yang di tempatkan pada aircraft sebagai

alat penerima signal dari pemancar NDB. Pada dasarnya frequency range
yang ada pada ADF bekerja diantara 200 Khz to 800 Khz, hal ini untuk
menghindari masuknya frequency dari broadcasting stastions yang berada
dekat dengan ADF.
Pada prakteknya frequency range yang digunakan pada ADF receiver adalah ;
200 Khz to 535 Khz.
Komponen ADF ter diri dari :
1.Receiver units
2.Indicators units, di antaranya
- Fixed – Card ADF
- Rotatable compas Card
- R.M.I ( Radio Magnetic Indicator ).
3.Antenna “ Sense “ for received omni directional signal from NDB.
4.Antenna “ Loop “ for received two directional ( bi directional ) signal from
NDB.
 Klasifikasi

Di Indonesia terpasang beberapa jenis NDB dengan kekuatan

pancar yang berbeda yang disesuaikan dengan kebutuhan operasi
bandar udara bersangkutan. Makin besar kekuatan pancar NDB
makin besar daerah cakupan NDB tersebut.
Jenis-jenis NDB tersebut adalah :

a. Low Range
Daerah cakupan (coverage range) antara 50 NM sampai dengan
100 NM (1 NM = 1.853 km) dengan daya pancar antara 50 watt
sampai dengan 100 watt.

b. Medium Range
Daerah cakupan antara 100 NM sampai dengan 150 NM dengan
daya pancar antara 100 watt sampai dengan 1000 watt.

c. High Range
Daerah cakupan (coverage range) antara 150 NM sampai dengan
300 NM atau lebih dengan daya pancar? antara 1000 watt sampai
dengan 3000 watt.
 JENIS NDB

LOW RANGE
Coverage range --> 50 NM - 100 NM
Daya pancar --> 50 watt - 100 watt

MEDIUM RANGE
Coverage range --> 100 NM - 150 NM
Daya pancar --> 100 watt - 1000 watt

HIGH RANGE
Coverage range --> 150 NM - 300 NM
Daya pancar --> 1000 watt - 3000 watt
Fungsi NDB adalah sebagai berikut :

a. Homing
Stasiun NDB yang dipasang di dalam lingkungan bandar udara dan
dioperasikan untuk memandu penerbang dalam mengemudikan
pesawat udara menuju lokasi bandar udara.

b. En-Route
Stasiun NDB yang dipasang di luar lingkungan bandar udara pada
suatu lokasi tertentu dan dioperasikan untuk memberikan panduan
kepada pesawat udara yang melakukan penerbangan jelajah di jalur
penerbangan yang terdapat Blank Spot.

c. Holding
Stasiun NDB yang dipasang di luar atau di dalam lingkungan bandar
udara dan digunakan untuk memandu penerbang yang sedang
melakukan holding yaitu mengunggu antrian dalam pendaratan yang
diatur dan atas perintah pengatur lalu-lintas udara/controler.

d. Locator
Stasiun NDB low power yang dipasang pada perpanjangan garis
tengah landasan pacu guna memberikan panduan arah pendaratan
kepada penerbang pada saat posisi pesawatnya berada di kawasan
pendekatan untuk melakukan pendaratan.
 Synchronizing
indicator Synchronizing
Control
+
+

30
27 33
Compass
Card 24 0

21 3
V V
O 18 6 O
No 2 ADF/VOR R R No 2 ADF/VOR
Switch 15 9
12 Switch

ADF ADF
 Magnetic Bearing to NDB =
Relative Bearing + Magnetic Heading
Heading = 000°M
Rel Brg = 310°M
HDG Mag Brg = 000°M+ 310°M
NDB
= 310°M

000

270

090
180

Fixed
31

card
0°M
Relative Bearings are indicated on Fixed_Card ADF

HDG
NDB 010°M

Heading = 010°M
Rel Brg = 300°M
Mag Brg = 010°M+ 300°M
QDM = 310°M
QDR = 310°M+ 180°M 000
= 130°M

270

090
180

Fixed
31

card
0°M

30
0°M
Relative Bearings are indicated on Fixed_Card ADF

HDG

NDB

000

270

090
Heading = 000°M 180
Rel Brg = 280°M
Mag Brg = 000°M+ 280°M Fixed
28

QDM = 280°M card

0°M

QDR = 280°M + 180°M

= 100°M
Relative Bearings are indicated on Fixed_Card ADF

NDB

Fixed

M
0°
card
03
280°M
HDG

090

000

180
Heading = 280°M
Rel Bearing = 030°M
270

Mag Bearing = 280°M+ 030°M

= 310°M
Relative Bearings are indicated on Fixed_Card ADF
HDG
010°M

NDB TN

NDB AL
Heading = 010°M
Rel Bearing = 190°M
Mag Bearing = 010°M+ 190°M
= 200°M
Fixed
card
NDB TN
Heading = 010°M
Rel Bearing = 300°M 300°M
Mag Bearing = 010°M+ 300°M
310°M
= 310°M
200°M
NDB AL
Relative Bearings are indicated on Fixed_Card ADF

Fixed Fixed
card card
HDG HDG
270°M NDB 270°M

090 090

000
000

180
180

270 270

Heading = 270°M Heading = 270°M

Rel Bearing = 180°M Rel Bearing = 000°M
Mag Bearing = 270°M + 180°M Mag Bearing = 270°M + 000°M
= 450°M - 360°M = 270°M
QDM = 090°M QDM = 270°M
QDR = 090°M + 180°M QDR = 270°M + 180°M
= 270°M = 090°M
Informasi apa Yang Anda dapat dari 2 instrument ini
Relative Bearings are indicated on Fixed_Card ADF

Heading = 210°M
NDB Rel Bearing = 170°M
Mag Bearing = 210°M+ 170°M
= 380°M - 360°M
= 020°M
QDR = 020°M + 180°M
= 200°M

18
0
Fixed
0
09

card
27
0

0
00

HD
21 G
0°
M
Heading + ADF = Bearing
or
HDG + Relative Bearing= Mag Bearing
 270
270 270

000
180

000
000
180

180
090
090 090
Rel 090
Rel 045 MB 180 Rel 135
MB 135 MB 225
270 270
Rel 180
000

000
180

180
MB 270
090 Rel 360 090
MB 090
Rel 225
MB 315
Rel 315
270 270
MB 045
Rel 270
000
180

000
180
MB 360
090
270 090
000
180

090
 090
090 090

180
000

180
180

000
000
270
270 270
Rel 270
Rel 225 MB 180 Rel 315
MB 135 MB 225
090 090
Rel 360

180
180

000
000

MB 270
270 Rel 180 270
MB 090
Rel 045
MB 315
090 Rel 135
MB 045 090
Rel 090
180
000

180
000
MB 360
270
090 270
180
000

270

QDM = MB = HDG + Rel Bearing

QDR = QDM ± 180°
 09
0

0
18

00
0
0 18

27
09

18

0
0
0
27

0
27
00

09
0
00

0
0

09 09 0
0
0

180
00

00 0
18

0
0

270
27

0 000
00

27
0

090
270
09
0
18

0
090 180
180
000

270

QDM = MB = HDG + Rel Bearing

QDR = QDM ± 180°
Needle Compass
Event sequence
position heading

Position A. When receiving the NDB signal turn

the aircraft so that the head of the ADF needle is
pointing to TDC, then check the heading from the
compass. That heading is the track required to
060° home directly to the NDB, for our example 060°
magnetic. Rotate the ADF compass card to set
060° at TDC and the needle head will also indicate
060°. Remember that all heading changes should
be logged.
 Position B. As the flight progresses, holding the 060° heading, the
060° crosswind causes the aircraft to drift to the south of the required track
and the ADF needle has moved left about 5° to 055°.

Position C. We now have to make a first rough cut at the track error - it is
best to initially overestimate so let's choose 15° and, applying the double
track error technique, we turn left 30° on to an intercept heading of 030°
030°
magnetic. Positioning the 030° heading at TDC, the head of the needle
will still initially indicate 055° but will move towards 060° as we close
with the required track.
 Position D. When the needle reaches 060° the 060° track to the NDB has
been regained. Now halve the intercept angle [i.e. subtract the track error]
and turn right onto an initial wind correction heading of 045° magnetic, i.e.
the estimated track error was 15°, we turned left 30° onto the intercept
045° heading of 030° and now, having regained the required track, we turn right
15° onto a wind correction heading of 045°.

Now rotate the card to the 045° heading and the needle remains at the 060°
bearing.

Position E. If the 15° is correct then the ADF needle will remain at the 015°
position whilst the 045° heading is maintained. However it is most likely
045° that we have overcorrected, the aircraft will drift north of track, shown by
the needle moving clockwise a few degrees from the 015° position so we now
have to refine the wind correction angle.
 Position F. We might guess that we have overestimated the WCA by
about 5° so, applying the double track error technique, we turn right
10° on to an intercept heading of 055° magnetic. Positioning the 055°
055°
heading at TDC, the head of the needle will still initially indicate
something greater than 060°, say 063°, but will move towards 060° as
we close with the required track.

Position G. When the needle reaches 060° the 060° track to the NDB
has been regained. Now halve the intercept angle and turn 5° left onto
a wind correction heading of 050° magnetic, rotate the card to the 050°
050°
heading and, if we've estimated correctly, the needle will remain at the
060° bearing, maintaining a 10° WCA, while we continue along the
required 060° track to the NDB.
 Needle Compass
Event sequence
position heading
Departing from overhead the NDB to track 240° magnetic.

The magnetic compass heading is 240° [ i.e. no wind correction

provision] and the tail of the ADF needle swings to the 0° position.
240°
[ With the 240° magnetic heading set at TDC the position of the
needle relative to TDC is exactly the same as in the diagram but, on
the background card, the needle tail indicates the 240° heading.]
 Position B. As the flight progresses holding the 240° heading the crosswind
causes the aircraft to drift to the south of the required track.

The tail of the ADF needle has moved about 15° to 345° and is in the left
half of the card. Thus the opening angle, or track error, is 15° and the tail of
240° the needle represents the track made good, which is 15° to the left of the
required track.

[ With the 240° magnetic heading set at TDC the tail of the needle will
indicate the track made good, 225° or an opening angle, or track error, of
15°.]
 Position C. Use the double track error method to intercept the
required track.

The aircraft is turned 30° [2 × 15] onto a heading of 270° magnetic.

The ADF needle tail initially moves 30° to 315° then commences to
reverse direction as the 270° heading is maintained and the
270°
aircraft is closing the 240° track out.

[ The aircraft is turned 30° [2 × 15] onto a heading of 270°

magnetic and 270° magnetic is now set at TDC, the tail of the
needle will then initially still indicate 225° but will move towards
240° as you close with the required track.]
 Position D. When the needle has moved through a 15° arc and is
back to the 30° left position [330°], on a heading of 270°, the 240°
track out from the NDB has been regained.
270°
[ With the 270° magnetic heading set at TDC the 240° track out
from the NDB has been regained when the tail of the needle
reaches 240°.]
 Position E. Subtract the track error [15°] and turn left onto the new
heading of 255° which will then maintain the necessary 15° wind
correction angle.

The ADF needle moves 15° clockwise and the aircraft should hold the
required track – if the heading is maintained and the needle kept at the
345° position.
255°
[ Subtract the track error [15°] and turn left onto the new heading of
255° which will then maintain the necessary 15° wind correction angle.
Set the 255° magnetic heading at TDC, the tail of the needle now
indicates 255°.]

After flying this heading for a while you may find that you still have
some drift - indicated by movement of the needle. In this case a small
heading correction is usually enough compensation.