“Ensuring safety, efficiency and Increasing Capacity”

ICAO WORKSHOP
Sharing Experience of ADS-B
Implementation Program in Indonesia
Presented by :
Taruna Jaya – DGCA Indonesia
Bangkok, 14-16 August 2024
 CONTENTS

1 CONCEPT PHASE

2 DESIGN PHASE

3 IMPLEMENTATION PHASE

4
 1 CONCEPT PHASE

Introduction

ICAO Air Navigation Conference/11 (2003) recommend states to recognize

ADS-B as an enabler of the global ATM Concept bringing substantial safety
and capacity benefit; support the cost-effective early implementation of it;
and ensuring it is harmonized, compatible and interoperable with
operational procedures, data link and ATM Application.
(AIGD Document Edition 14 - August 2021)
 1 CONCEPT PHASE

Introduction

CDTI

ADS-B TEST BED

 1 CONCEPT PHASE

Benefits of ADS-B

BENEFITS
ANSP AIRLINES

a. Positive identification whilst within ADS-B coverage.

b. No position reporting requirements whilst ADS-B identified.
c. Route and altitude conformance monitoring.
d. ATC safety net alerting functions (short term conflict alert, dangerous area
infringement warning, cleared level adherence monitoring).
e. Traffic advisory service between ADS-B equipped aircraft in Class E and G airspace.
f. Increased airspace capacity as a result of the reduction in the ATC separation standard
from 50NM laterally and longitudinally to 5NM.
g. Improved safety resulting from radar-like surveillance over Indonesia, replacing
procedural separation.
h. Less holding of aircraft at non-preferred levels thus improving efficiency of operations
on flexi-tracks.
 1 CONCEPT PHASE

Benefits of ADS-B (Continued)

Background For the Environment

3. Benefit of ADS-B for Environment

▪ ADS-B groundstation uses significantly less power compared to SSR
system because ADS-B groundstation only acts as receiver and has
no mechanically-moving parts, thus helping to reduce carbon
emissions generated by the power plant.

▪ ADS-B system should be software-upgradeable thus decreasing the

need for new hardware in future updates.

▪ ADS-B allows better aircraft surveillance and separation to maximize

airspace utilisation by providing accurate aircraft information, thus
supporting more efficient procedures to be implemented such as
ATFM and PBN.
 2 DESIGN PHASE

ADS-B Roadmap

4.1 Monitoring progress in line with GANP

4.2 Implementation ADS-B Tier-1 (By Flight Level and By Area)
4.3. ADS-B Mandatory for All Aircraft (2030)
 2 DESIGN PHASE

Milestone
• Starting installation and familiarization of ADS-B
2006

• DGCA Indonesia issued Circular Letter regarding the Implementation of Automatic Dependent Surveillance (ADS) in Indonesia.
2008

• Publication of an AIRAC AIP Supp Nr. 10/14 regarding ADS-B Implementation in Indonesia for Situational Awareness (Tier-2)
2014

• Publication of an AIRAC AIP Supp Nr. 08/15 regarding ADS-B Implementation in Indonesia for ATS Surveillance Separation (Tier-1)
2015 • The use of ADS-B for ATS Surveillance Separation between FL 290 to FL460

• AIRAC AIP Supp Nr. 18/17 regarding the use of ADS-B for air traffic service in Indonesia airspace.
2017

• ADS-B Equipage Mandatory for Aircraft flying FL 290 to FL 600

2018

• ADS-B for ATS Surveillance Separation at all level in several airspace

2020 • ADS-B Equipage Mandatory for Aircraft at all level in several airspace
 2 DESIGN PHASE

Regulation
NATIONAL REGULATIONS INTERNATIONAL REGULATIONS
▪ DGCA Blue Print ▪ ICAO Doc. 4444, PANS Air Traffic Management
▪ CASR Part 91 (General Operating and Flight Rules) ▪ ICAO Doc. 9426, Air Traffic Services Planning Manual
▪ CASR Part 121 (Certification & Operation. ▪ ICAO Global Air Navigation Plan 2007
Requirement.: Domestic, Flag and Supp. Air Carrier) ▪ ICAO Annex 11, Air Traffic Services
▪ CASR Part 170 (Air Traffic Rules) ▪ RTCA DO303, Safety, Performance and Interoperability Requirements for the ADS-B Non-
▪ CASR Part 171 (Aeronautical Telecommunication Radar Airspace (NRA) Application, December 2006
Service Provider, now change for Flight Callibration) ▪ RTCA DO260A Minimum Operational Performance Standards for 1090 MHz Automatic
▪ CASR Part 172 (ATM Service Provider, now change Dependent Surveillance - Broadcast dated 10 April 2003
for ATM and Telecommunication Service Provider) ▪ RTCA DO206B Minimum Operational Performance Standards for 1090 MHz Automatic
▪ AIP Extract Dependent Surveillance - Broadcast dated 2 December 2009.
▪ EASA-approved Means of Compliance AMC 20-24 Certification Considerations for
Enhanced ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B NRA) via 1090 MHz
Extended Squitter, dated 2 May 2008
▪ ICAO APAC AIGD, Edition 3.0 ICAO APAC e-docs SUR/ADS-B 2007.
▪ ICAO Circular 326, Assesment of ADS-B to Support Air Traffic Services and Guidelines for
Implementation
▪ ICAO APAC e-docs SUR/ADS-B “Guidance Material on Building a Safety Case for Delivery of
an ADS-B Separation Service”
▪ FAA Code of Federal Register CFR 14-91 Automatic Dependent - Broadcast (ADS-B) Out
Performance Requirements to Support the Air Traffic Control (ATC) Service.
 2 DESIGN PHASE

AIP Publication

1. Regulation of The Minister of Transportation of The Republic of Indonesia

Number PM 81 year 2017 regarding amendment of Civil Aviation Safety
Regulations Part 91 (CASR 91) General Operating And Flight Rules;

2. AIRAC AIP Supplement Nr. 18/17 dated 25 May 2017 regarding Automatic
Dependent Surveillance Broadcast (ADS-B) Implementation In Indonesia;

3. AIRAC AIP Amendment Nr. 89 dated 27 Feb 2020 point 1.6.3. Automatic
Dependent Surveillance - Broadcast (ADS-B);

4. AIRAC AIP Amendment Nr. 120 dated 28 July 2022 point 1.6.9. Implementation of
Automatic Dependent Surveillance - Broadcast (ADS-B)
 3 IMPLEMENTATION PHASE

Tier-3, Tier-2, Tier-1 Phase

▪ Tier-3 (Phase Monitoring) :
Circular letter from DG of DGCA Indonesia.
▪ Tier-2 (Phase Situation Awareness) :
Integration to ACC JATSC and ACC MATSC.
▪ Tier-1 (Phase Separation) :
At FL290 to FL460 dan FL245 to FL600.

Indonesia implements ADS-B Implementation

according to ADS-B SITF/8 Meeting through 2
methods, namely:
▪ by Flight Level and
▪ by Area.
 3 IMPLEMENTATION PHASE

Pre ADS-B Implementation Activities

1. National Taskforce with Stakeholders

2. Gap Analysis
3. Safety Risk Analysis
4. Network Infrastructure
5. Mapping the number of aircraft equipped and non-equipped with ADS-B Transmitter.
6. Upgrade ATM Automation to comply with New CNS/ATM Format, Mode-S radar and
ADS-B
7. Refer to Interface Control Document (ICD)
8. Develop Concept of Operational (ConOps)
 3 IMPLEMENTATION PHASE

ADS-B Implementation Task Force Activities

▪ Seminar and Task Force Implementation of ADS-B in Indonesia
22-23 May 2014
▪ Development Task List implementation
8 July 2014 ▪ Development of ADS-B Task Force Team (KP 404 year 2014)
▪ Development draft AIP Supplement (Tier-2)
17-23 July 2014
▪ Development of SOP ADS-B
▪ Training of Technical and Operational Personnel, Socialization to Pilot
July 2014
▪ Publication of AIP Supplement for ADS-B Implmentation ADS-B Tier-2
15 Sept 2014 ▪ Meeting of Task List and Readiness of Implementation Tier-2 and Tier-1

18 Sept 2014 ▪ Effective date ADS-B Implementation Tier-2

▪ Technical Meeting of Preparation ADS-B Implementation Tier-1
30 Okt 2014
▪ Meeting of ADS-B Networking

11-12 Des 2014 ▪ Meeting of Assesment and Certification of ADS-B Tier-1

▪ Performance Evaluation of ADS-B filter and VSAT link

2 Feb 2015
▪ Coordination of VSAT link preparation for ADS-B Implementation Tier-1
▪ Publication of AIP Supplement related to ADS-B Implementation Tier 1
June 2015
▪ Trial Operation and Implementation Surveillance Service use ADS-B at specific route or airspace
 3 IMPLEMENTATION PHASE

Minimum Requirement of ADS-B Groundstation

Category 1 (Tier 1) Category 2 (Tier 2) Category 3 (Tier 3)
Service 5NM separation capable commensurate with Radars Situational awareness similar to ADS-C (safety net Position Reporting with Enhanced
Parameter (separation/vectoring/high performance with alerts, SAR, supports procedural separation Flight Operation
reliability, integrity & latency) without voice, not 5NM separation)
Aircraft Updates 1 second < Rate < 5 1 second < Rate < 20 1 second < Rate < 60
seconds as Operationally required seconds as Operationally seconds as Operationally
required required
Network Latency 95% < 2seconds of 95%: < 15 seconds of 95%: < 60 seconds of
ground-station output ground-station output ground-station output

Reliability I 2 autonomous groundstations 1 unduplicated groundstation 1 unduplicated

including antenna, each providing data, no common point of including antenna ground-station
failure including antenna
Reliability 2 - MTBF Each ground-station including antenna to have Each ground-station including antenna to have Each ground-station including antenna to
MTBF >10,000 hrs MTBF >10,000 hrs have MTBF >10,000 hrs

Reliability -Communications Completely duplicated, no common point of failure Unduplicated, MTBF > 400hrs Unduplicated, MTBF > 200 hrs
Infrastructure
Reliability - Total ADS-B Service Total Service MTBF Total Service MTBF > 400 hrs Total Service MTBF > 200 hrs
>50,000 hrs
Availability - Total ADS-B Service Total Service Availability >.999 Total Service Availability >.95 Total Service Availability > .90

Integrity - Ground Station Site monitor, including GPS RAIM, monitored by RCMS Site monitor, including GPS RAIM, monitored by RCMS Site monitor, including GPS RAIM,
monitored by RCMS

Integrity - Data Communications A11 systems up to ATM system,errors<1xlOE-6 All systems up to ATM system, errors < 1 x 10E-6 All systems up to ATM system, errors
& Processings < I x l0E-6
 3 IMPLEMENTATION PHASE

Installation Phase
1. 2006 :
Installation of 3 ADS-B GS at Natuna, Kintamani, Kupang.

2. 2007 :
Installation of 7 ADS-B GS more.

3. 2008 to 2010 :
▪ Installation of 20 ADS-B GS more.
ADS-B Ground Station :
▪ In total, 30 ADS-B Groundstation spread throughout ▪ Receiver ADS-B Signal Unit
Indonesia ▪ GPS Receiver Unit
▪ Indonesia also build an ADS-B Testbed at DGCA office ▪ Processing Unit
▪ GPS Rx Antenna
for research, monitoring and testing the ADS-B GS ▪ ADS-B Rx Antenna
System ▪ Site monitor
▪ Indonesia still increase the amount of ADS-B ▪ UPS
▪ RCMS
Groundstation to cover the blank spots area.
▪ LCMS
 3 IMPLEMENTATION PHASE

Jane’s ATC Global Award 2008

As a follow up to the program above, from September 2006 until August

2007, Indonesia in collaboration with Airservices Australia (ASA), SITA
and Thales, conducted trials of ADS-B equipment by installing 3 ADS-B
Ground Stations in Bali, Kupang and Natuna for 1 year as a pilot phase
(trial) in order to plan the implementation of ADS-B.

The Trial purpose was:

 Predicting the use of ADS-B in the aircraft

 Assessment of the performance and functionality of equipment.
 Introduce ADS-B technology to Indonesian air traffic controllers.
 Data Distribution ADS-B (ADS-B Data sharing) with adjacent countries.
As a result of the test program, Indonesia received the “Enabling
Technology Award” from Jane's ATC Global Awards in 2008.
 3 IMPLEMENTATION PHASE

ADS-B Coverage Jakarta FIR and Ujung Pandang FIR

Aceh
Natuna
Medan Matak
Tarakan
Galela
Pontianak Manado
Pekanbaru

Palu Sorong Biak

Balikpapan

Palembang Pangkalan Bun

Banjarmasin Kendari Ambon

Malino Timika

Jakarta Semarang Surabaya

Cilacap Saumlaki
Alor Merauke
Kintamani
Waingapu
Kupang
 3 IMPLEMENTATION PHASE

Proposed Route Trial for (Tier-1) M522, R592, M768 and B472
Ho Chi Minh

Tambler

Mamok Selso
Brunei

M522
Torex

Elbis
R592

Pupit

Darwin Gove

Brisbane
 3 IMPLEMENTATION PHASE

ADS-B Networking INTEGRATION

: Thales System : Integration with MATSC : 21 Units

: ERA System : Integration with JATSC : 9 Units ADS-B Test Bed : 1 Units
: Sensis System : East – West ADS-B Interconnection
 3 IMPLEMENTATION PHASE

ADS-B Test Bed 30 LOCATIONS OF ADS-B

 3 IMPLEMENTATION PHASE

TOTAL ADS-B in Indonesia 49 LOCATIONS OF ADS-B

 3 IMPLEMENTATION PHASE

TOTAL ADS-B in Indonesia 49 LOCATIONS ADS-B IN INDONESIA

No. GS Site Brand Type No. GS Site Brand Type No. GS Site Brand Type
1 Aceh THALES AX-680 18 Lasikin INTELCAN S7121 34 Pekanbaru GECI GT280-RX
2 Alor THALES AX-680 19 Malino THALES AX-680 35 Pontianak GECI GT280-RX
3 Ambon THALES AX-680 20 Manado THALES AX-680 36 Putusibau INTELCAN S7121
4 Balikpapan THALES AX-680 21 Manokwari INTELCAN S7121 37 Saumlaki THALES AX-680
5 Banjarmasin THALES AX-680 22 THALES AX-680 38 Semarang THALES AX-680
Matak
6 Bengkulu INTELCAN S7121 23 GECI GT280-RX 39 Senggeh INTI AGS-216
Medan
7 Biak THALES AX-680 24 INTELCAN S7121 40 Sentani INTI AGS-216
Melonguane
8 Cilacap THALES AX-680 25 GECI GT280-RX 41 THALES AX-680
Merauke Soetta
9 Dekai INTI AGS-216 Nabire
26 INTI AGS-216 42 Sorong THALES AX-680
10 Elelim INTI AGS-216 27 Natuna THALES AX-680 43 Surabaya THALES AX-680
11 Galela THALES AX-680 28 INTELCAN S7121 44 INTELCAN S7121
Nias Tanjung Pandan
12 Jambi INTELCAN S7121 29 Oksibil INTI AGS-216 45 INTELCAN S7121
Tanjung Pinang
13 Kaimana INTELCAN S7121 30 Palembang GECI GT280-RX 46 THALES AX-680
Tarakan
14 Kendari THALES AX-680
31 Palu THALES AX-680 47 Timika THALES AX-680
15 Kintamani THALES AX-680 Pangkal Pinang
32 ERA P3DWS 48 Waingapu THALES AX-680
16 Kulonprogo INTELCAN S7121 Wamena
33 Pangkalan Bun THALES AX-680 49 INTI AGS-216
17 Kupang GECI GT280-RX
 3 IMPLEMENTATION PHASE

ADS-B COLLABORATION
1. ICAO APANPIRG/15 Meeting (2004) recommend states decided to encourage neighboring countries to
collaborate on ADS-B data and build mechanisms and infrastructure to achieve this goal.

2. The result of the ICAO ADS-B SITF/7 meeting in Chengdu-China on April 2008,
3. The 2nd SEA Subregional ADS-B Implementation Working Group (Bali), 3rd (Malaysia) and 4th (Australia),
where Indonesia, Australia, Singapore, and Vietnam have agreed to collaborate on ADS-B data at area
boundary in adjacent center.
 3 IMPLEMENTATION PHASE

ADS-B DATA SHARING

1. Indonesia actively share ADS-B data to Australia, which are :

▪ Send to Australia : Saumlaki, Merauke, Waingapu, Kintamani;
▪ Receive from Australia : Thursday Island, Broome, Dongan, Goove;

2. Indonesia actively share ADS-B data to Singapore, which are :

▪ Send to Singapore : Natuna, Matak;
▪ Receive from Singapore : Singapore
 3 IMPLEMENTATION PHASE

ADS-B Implementation TIER-2 (Situational Awareness)

Ref : AIP Supplement No:10/14 dated 24 Juli 2014

▪ ADS-B Tier-2 (Situational Awareness) Implementation in
Indonesia effective since dated 18 September 2014, 19.00 UTC.
▪ In this phase, it performed monitoring performance ADS-B data
from Aircraft not equipage / not standard.
▪ Safety assessment performed at Januari 2015 after fine tuning at
ATC system.
 3 IMPLEMENTATION PHASE

Progress Tier-2 to Tier-1 Software

Upgrade to
Version 2 ES (DO
260B)

VSAT Redudant link

Connectivity
1. All Aircraft that operate at FL290 above mandatory with
Equipage ADS-B Transponder, meanwhile below FL290, all ADS-B Fixed
Aircraft with ADS-B Equipage Transponder as voluntary. Problem

2. Training /Socialization complete performed at June 2015. Coverage Install New ADS-B
for blank area

3. Trial Operation for Tier-1 performed at 28 May - 25 June

2015 in specific route. ATC System Fine tuning for
ADS-B data

4. Implementation Tier-1 effective at 25 June 2015.

Data Additional ADS-B
GS to be shared
Sharing and ADS-B Filter

Operation,
Training Technical &
Socialization
 3 IMPLEMENTATION PHASE

Progress Tier-2 to Tier-1

 3 IMPLEMENTATION PHASE

Progress Tier-2 to Tier-1

 3 IMPLEMENTATION PHASE

Surveillance Service Phase (Tier 1)

1. Starting from 25 May 2017, DGCA Indonesia published AIRAC AIP Supp Nr. 18/17 regarding
ADS-B Implementation in Indonesia.

Which states that :

Starting from 20 July 2017 the following rules will apply :

▪ ADS-B implementation for ATS surveillance separation (Tier-1) is applied in Class A airspace, between
FL245 to FL600.
▪ ADS-B implementation for ATS surveillance separation (Tier-1) is applied in particular of Class B, C, D and
E airspace, between SFC to FL245, in Air Traffic Service Airspace;
▪ ADS-B implementation for Position reporting for traffic advisory service / flight information services (Tier-
3) is applied in Class G airspace, between SFC to FL245, in Air Traffic Service Airspace;
▪ ADS-B implementation for Position reporting for traffic advisory service / flight information services (Tier-
3) is applied in Aerodrome Traffic Zone (ATZ), in Air Traffic Service Airspace;

(AIRAC AIP Supp Nr. 18/17 dated 25 May 2017)

 3 IMPLEMENTATION PHASE

Surveillance Service Phase (Tier 1)

2. The implemented area of ADS-B will continue to be added.

3. The latest Publication (AIRAC AIP AMDT Nr. 120 , 28 July 2022) states that the
implemented areas are as follows :
 3 IMPLEMENTATION PHASE

Surveillance Service Phase (Tier 1)

 3 IMPLEMENTATION PHASE

Surveillance Service Phase (Tier 1)

 3 IMPLEMENTATION PHASE

Airspace Classification
 3 IMPLEMENTATION PHASE

Mandatory Phase
 3 IMPLEMENTATION PHASE

Mandatory Phase
Ref. to Regulation of The Minister of Transportation of The Republic of Indonesia
Number PM 81 year 2017 regarding amendment of Civil Aviation Safety Regulations
Part 91 (CASR 91) General Operating And Flight Rules;
 3 IMPLEMENTATION PHASE

ADS-B Requirement, Aircraft Aplicability

Aircraft (Airplane & Rotorcraft)

Category Definitions
 3 IMPLEMENTATION PHASE

Aircraft Transport Category (Airplane)

TRANSPORT CATEGORY:
▪ Fokker 27 MK 50 ▪ CL-601-3A CERTIFICATED UNDER CASR PART 25
▪ A320 Series ▪ Avro 146-RJ85
▪ B737-800/ 900ER ▪ BAE 146 Series
▪ B737-300/ 400/ 500 ▪ Fokker 28 MK 70
▪ A330 Series ▪ Dornier 328
▪ ATR 72 Series ▪ Hawker 800XP/ 900XP
▪ B747-400 ▪ DHC8 Series
▪ B777 Series ▪ MD-82/ 83 1 JAN 2020 ADS-B
▪ CL-600 (CRJ 1000) ▪ BAE ATP
▪ ATR 42 Series ▪ 560XL (Citation XLS)
▪ EMB 135 BJ/ LR ▪ Beechjet 400A
▪ Gulfstream IV-SP/ X ▪ Learjet 31A
▪ Etc.
 3 IMPLEMENTATION PHASE

Aircraft Transport Category (Airplane)

TRANSPORT CATEGORY:
CERTIFICATED UNDER CASR PART 25
▪ Stated as TRANSPORT CATEGORY at the
Certificate of Airworthiness
1 JAN 2020 ADS-B
▪ Multi-engine, passenger seating
configuration more than 19, MTOW TRANSPORT
more than 19,000 pounds.
 3 IMPLEMENTATION PHASE

Aircraft Transport Category (Rotorcraft)

TRANSPORT CATEGORY:
CERTIFICATED UNDER CASR PART 29
▪ Bell 212/ 412
▪ MI 171
▪ Maximum weight 20,000 pounds
▪ Bell 430
and 10 or more passanger seats
▪ AS 332
(category A), Or nine or less
▪ AW 139
passanger seats (category B)
▪ MBB BK 117
▪ Sikorsky S76
1 JAN 2020 ADS-B
▪ Stated as TRANSPORT CATEGORY
▪ KA32A11BC
at the Certificate of Airworthiness
▪ EC 155
▪ Etc.
 3 IMPLEMENTATION PHASE

Aircraft Normal Category (Airplane)

NORMAL CATEGORY:
▪ Cessna C208 Caravan; CERTIFICATED UNDER CASR PART 23
▪ Nine or less passenger seating ▪ Cessna 172
configuration, MTOW 12,500 ▪ PA28-181
pound or less, intended for ▪ Pilatus Porter PC6
non-acrobatic ▪ Piagio P180 Avanti II
▪ DHC6-300
▪ Stated as NORMAL CATEGORY ▪ PAC 750XL
at the Certificate of ▪ PC-6/B2-H4
Airworthiness ▪ Tecnam P2006T
▪ Etc
 3 IMPLEMENTATION PHASE

Other Aircraft Type Category (Airplane)

NORMAL CATEGORY:
CERTIFICATED UNDER CASR PART 23

▪ UTILITY : Nine or less passenger seating configuration, MTOW 12,500 pound or

less, intended for limited acrobatic
▪ ACROBATIC : Nine or less passenger seating configuration, MTOW 12,500 pound or
less, intended for acrobatic without restriction.
▪ COMMUTER : Multi-engine, passenger seating configuration 19 or less, MTOW 19,000
pounds or less. (ie: Beechraft 1900D)
 3 IMPLEMENTATION PHASE

Aircraft Normal Category (Rotorcraft)

NORMAL CATEGORY:
CERTIFICATED UNDER CASR PART 27
• Bell 429
▪ Maximum weight 7,000 pounds
• Bell 505
or less, nine or less passenger
• Bell 206L-4
seats
• Bell 407
• EC 130 T2
▪ Stated as NORMAL CATEGORY
• AW 119 MKII
at the Certificate of
• AS 350 B3
Airworthiness
• ETC
 3 IMPLEMENTATION PHASE

ICAO 24 bit Address Allocation

DGCA Indonesia also regulate and

allocate ICAO 24 bit address to used by
aircraft, vehicle or site monitor of
surveillance facilities such as ADS-B,
Radar or MLAT.
 3 IMPLEMENTATION PHASE

ADS-B EXEMPTION

After ADS-B mandatory in

Indonesia was declare, there
were several aircraft that had not
been able to fulfill their
obligations due to queues at the
aircraft maintenance and repair
center.
Therefore, DGCA provides an
exemption and permit the aircraft
to operate in the implemented
area until the given time limit.
 TRIAL PHASE
SPACE BASED ADS-B IN INDONESIA

Indonesia will use space based ADSB to cover blankspot in Oceanic area and Papua area.

SPACE BASED TRIAL RESULTS ARE :

1. Improve Coverage (almost any position)

2. Reduce Workload (Non-surveillance to Surveillance environment)
a. Reducing voice communication load for position reports;
b. Remove need for step climb, reaching level report,
3. Increase Safety
a. Safety Nets
b. Search and Rescue (SAR) response
c. Situational Awareness (FIR boundary safety, remote airport without TWR)
4. Reduce Separation Standard (Procedural to Surveillance separation)
5. Cost Avoidance and Personnel Safety
a. No requirement for ground-based infrastructure and reduce risk for maintenance staff,
especially in remote area.
b. Remove cost for installation, maintenance, and repair ground-based infrastructure.
 THE LESSON LEARNED

The Lesson Learned Implementation ADS-B in Indonesia

Implementation ADS-B in Indonesia has been successful implemented since 2010, which
through the process, significant step, challenge and valuable insight to enhance air navigation
safety.
The implementation of ADS-B in Indonesia has significantly improved situational
awareness for air traffic controllers and pilots. With ADS-B, more accurate and real-time position
information of aircraft is available, which helps reduce the risk of mid-air collisions and enhances
overall flight safety.
ADS-B implementation requires adequate infrastructure, such as ground stations
distributed across Indonesia's airspace, ATM Automation system, and communication link. The
challenge become greator for remote areas and regions with limited access.
 THE LESSON LEARNED

Therefore from the our experience, we have lesson learned from ADS-B Implementation in Indonesia
as follows:

1. Comprehensive Planning
There are a number of activities required to advance ADS-B implementation from the initial
concept level to operational use that address issues of collaborative decision making, system
compatibility and integration to assist in managing ADS-B implementation activities.
DGCA Indonesia started the implementation ADSB started with comprehensive planning such as:
a. Commitment from higher-up
b. Define goal and timeline ADS-B Implementation
 THE LESSON LEARNED

c. Feasibility study/Benchmarking other state, consists of:

▪ Assessment of the current air traffic situation, including volume, density, and
geographical distribution.
▪ Evaluation of existing infrastructure and its suitability for ADS-B integration.
▪ Cost-benefit analysis to justify the investment in ADS-B technology.
▪ Coordination between state and Region to achieve maximum benefit.
d. Procurement and installation, maintenance, including timelines and budgets.
e. ADS-B Implementation Plan
▪ Preparation Phase
▪ Socialization Phase
▪ Initial Implementation Phase (Shadow)
▪ Full Implementation Phase
 THE LESSON LEARNED

2. Regulatory Framework
Indonesia's experience with ADS-B implementation shows that supportive regulations and
policies need to be carefully developed to ensure compliance by all relevant parties, including
airline companies.
a. Development of clear and comprehensive ADS-B regulations.
b. Standard and Operational Requirement
c. Establishment of certification for ADS-B equipment.
d. Safety oversight for compliance with regulations.
 THE LESSON LEARNED

3. Funding and Budget Management

ADS-B implementation requires significant investment. The lesson learned here is the
importance of effective budget management and long-term planning, considering future
maintenance costs and technological upgrades.

4. Technical Challenge/Installation Infrastructure Development

a. Line of Sight limitation
Indonesia’s Geographical have issue such as terrain, significant change clime and remote
ground station installation.
b. Population of ADS-B
Many population of ADS-B Equipment so Indonesia has the right choice of ADS-B
equipment suitable for aircraft and ground stations.
 THE LESSON LEARNED

c. ATC Automation
▪ Fine tuning is carried out on the ATC system and team communicates with the system
manufacturer to assess the result of configuration.
▪ Duplicate target in the ATC system when integrated with data from the ADS-B
groundstation.
▪ Ensure ATC System is correctly configured and specific symbol for ADS-B track is
available and is distinguishable from other surveillance track.
d. Backup System
Ensuring sufficient power supply.
e. VSAT Link
Provision of transmission media (VSAT) for connection from the ground station to the ATC
system and fulfilment of continuity of service requirements for ADS-B Tier-1
implementation (redundant network).
 THE LESSON LEARNED

f. X-ponder ADS-B
▪ The need to install transponders and GNSS on board on civil aircraft to support ADS-B
operation.
▪ Gradually encourage the installation of necessary onboard equipment through flight
level restrictions for aircraft that have not yet been equipped, socialization of the
benefits of ADS-B, and holding discussion forums to find solutions to the obstacles to
installing ADS-B, as well as arrangements for granting exemptions for certain types of
aircraft.
g. X-ponder Accuracy
▪ The need to ensure the accuracy of the onboard ADS-B equipment on the aircraft.
▪ It was found that there was a combination of transponder and onboard GNSS that was
not fully compatible.
▪ The creation of a white list and black list to increase safety awareness in the provision
of separation services.
▪ Formation of ADS-B performance monitoring and analysis team.
 THE LESSON LEARNED

h. Training and Awareness

Another important lesson learn is the need for sufficient training and awareness programs
for all stakeholders, including air traffic controllers, pilots, and airport operators.
 THE LESSON LEARNED

5. Operational
a. Need for procedures for surveillance services using ADS-B.
1) The SOP was prepared by AirNav Indonesia with reference to CASR and AC, as well as a
reference to ICAO Doc 4444 for surveillance services with a separation of 5NM.
2) SOPs are discussed together with the Directorate General of Civil Aviation on a regular
basis to ensure compliance with applicable regulations.
3) The SOPs compiled include:
▪ pilot and controller actions and responsibilities;
▪ phraseologies;
▪ separation/spacing criteria and requirements;
▪ controller's responsibility to maintain a monitoring function, if appropriate;
▪ contingency procedures;
▪ emergency procedures
 THE LESSON LEARNED

b. Legality aspect in the provision of flight traffic services using ADS-B for separation.
Preparation and revision of regulations related to aviation traffic services to accommodate
the use of ADS-B for separation services as well as the publication of aeronautical
information related to the time, application area, and category of flights that will be
provided with surveillance services with ADS-B.

c. Exemption ADS-B
▪ Provision of ADS-B equipment exemption creates an airspace with "mixed" services.
▪ Regulation through restrictions from optimal flight levels, giving priority to flights that
have been equipped with ADS-B.
 THE LESSON LEARNED

6. Cost and Benefit Analysis

DGCA Indonesia identify and assessing economic impact of ADS-B implementation. It is

significant for justifying investments and optimizing resource allocation.
The importance of quantifying the benefits in terms of safety, efficiency, increasing capacity
in the air space, reducing installation cost and maintenance for air surveillance facilities and
providing surveillance of airspace outside radar coverage.
 THE LESSON LEARNED

7. Collaboration

a. DGCA Indonesia have effective collaboration between Air Navigation Indonesia as Air Navigation
Service Provider, Airlines, Training Provider, and other stakeholders is essential for a smooth
implementation process.
b. An intense and periodic discussion and coordination forum is needed to realize the
implementation of ADS-B according to the specified time target.
▪ The formation of the ADS-B implementation task force consisting of representatives of the
DGCA, aviation navigation service providers, airlines, professional organizations (IATCA,
INACA, IAEETA, IFATCA), airport operators, airport authorities, KNKT/NTSB, Basarnas, BPSDM,
R&D, BPPT, Coordinating Minister for Politics and Security, Ministry of Foreign Affairs.
▪ Inviting expert from ICAO to provide input and suggestions related to the implementation of
ADS-B.
▪ Preparation of ADS-B implementation road map and monitoring of implementation
achievements.
 THE LESSON LEARNED

8. International Coordination and Cooperation

a. The implementation of ADS-B in Indonesia highlighted the importance of international

coordination and cooperation, especially in data sharing and ensuring compatibility
with ADS-B systems in neighboring countries. This is vital for ensuring the safety and
efficiency of cross-border flight operations.
b. Indonesia's experience underscores the importance of developing efficient data
processing systems. Data management and Utilization (Data sharing other state with
protocol and security measures, design of data processing and storage systems, data
analysis tools and applications).
Additional Information BOOK of ADS-B
IMPLEMENTATION
IN INDONESIA
Feel free to download the book at:
https://bit.ly/adsb_idn

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