AirNav Indonesia Ensures Readiness to Handle Navigation Signal Interference
AirNav Indonesia Ensures Readiness to Handle Navigation Signal Interference
Tangerang, CNBC Indonesia – In response to increasing reports concerning GPS signal interference on aircraft in recent times, the Perum Lembaga Penyelenggara Pelayanan Navigasi Penerbangan Indonesia (LPPNPI) or AirNav Indonesia emphasises that the phenomenon has long been recognised in the international aviation world under the name GNSS RFI (Radio Frequency Interference).
Addressing GNSS RFI is one of the global safety agendas proclaimed by ICAO (International Civil Aviation Organization). In relation to this, AirNav Indonesia has taken precautions by implementing comprehensive standard procedures, stated AirNav Indonesia Chief Executive Captain Avirianto Suratno in a formal statement on Wednesday (20 May 2026).
It is explained that modern aircraft navigation systems rely on the Global Navigation Satellite System (GNSS), which operates by receiving signals from satellite constellations orbiting the Earth. The accuracy and integrity of these signals are enhanced through augmentation systems, comprising Aircraft-Based Augmentation System (ABAS), Ground-Based Augmentation System (GBAS), and Satellite-Based Augmentation System (SBAS).
The satellite signals reaching the Earth’s surface operate at low power levels, so the system is designed with layered augmentation technology to maintain accuracy and integrity under various field conditions.
“Radio frequency interference from various sources with respect to the signals is technically what is referred to as GNSS RFI,” continued Avirianto.
According to him, ICAO has made GNSS RFI one of the priority safety agendas in global aviation in recent years. The international civil aviation organisation has issued international standard procedures for member states to detect, report, and respond to GNSS interference. ICAO also recommends that countries maintain terrestrial navigation infrastructure as a layer that complements GNSS.
“Indonesia has adopted the GNSS RFI framework in national aviation regulations. AirNav Indonesia, as the provider of aviation navigation services across Indonesia’s airspace, has fully implemented these provisions in daily operational activities,” Avirianto explained.
Integral Components of the Air Navigation System
He explained that AirNav Indonesia operates a comprehensive network of terrestrial navigation infrastructure spread across Indonesia, covering three main facilities. The three facilities are spread across the Jakarta FIR and Makassar FIR regions, covering major airports to remote areas across Indonesia.
These three facilities include Very High Frequency Omnidirectional Range (VOR), a ground-based facility that transmits VHF radio signals from a terrestrial station with an operational range of up to 200 nautical miles. This facility operates completely independently of satellite signals.
“AirNav Indonesia currently operates DVOR (Doppler VOR) facilities with higher accuracy than conventional VOR,” added Avirianto.
Another main facility is Distance Measuring Equipment (DME), which provides real-time information on slant range or straight-line distance between the aircraft and the ground station. When operated colocated with VOR to form a VOR/DME pair, this system yields a complete position fix based on azimuth and distance.
“There is also the Instrument Landing System (ILS), a precision approach and landing guidance system that operates entirely independently of GNSS. This ILS facility comprises the Localiser (horizontal guidance) and Glide Slope (vertical descent guidance),” continued Avirianto.
Four Standard Steps for Handling GNSS RFI
AirNav Indonesia has established operational procedures for handling GNSS RFI in line with ICAO standards and applied consistently across all air traffic service units. First, early detection procedures. In this step, air traffic controllers (ATC) actively monitor radar screens and are trained to recognise discrepancies between aircraft navigation systems and the control radar. Pilots also report directly if they detect anomalies in the cockpit navigation systems.
The second step is coordination and escalation. When GNSS RFI is detected, ATC quickly coordinates with the affected aircraft, forwards the information to nearby ATC units and neighbouring FIRs, and documents all incidents for reporting to the Directorate General of Civil Aviation of the Ministry of Transportation.
In parallel, AirNav Indonesia also coordinates with the Ministry of Communication and Digital (Komdigi) through the Radio Frequency Spectrum Monitoring Centre (Balmon) for tracking and action against interference sources.
The third step is to transition to terrestrial navigation systems. At this stage, ATC provides direct navigation assistance through radar vectoring, then transitions to the terrestrial navigation layer. The transition to VOR, DME, or ILS proceeds smoothly without operational downtime, allowing the aircraft to perform approaches and landings safely.
The next step is to issue a Notice to Airmen (NOTAM) after GNSS interference has been verified. NOTAMs are released to raise awareness among all pilots and to report to ICAO through the international GNSS RFI reporting mechanism.
Cross-sector coordination for GNSS RFI handling requires cross-institutional synergy. AirNav Indonesia maintains close coordination with the Directorate General of Civil Aviation as the national aviation authority, and Balmon as the spearhead for detection and enforcement of interference sources on the ground.
These two lines operate simultaneously.