The Precision Approach Path Indicator (PAPI) provides visual guidance for pilots during approaches and landings. It uses a combination of red and white lights to indicate the aircraft's positioning relative to the ideal glidepath. The PAPI was developed to be more accurate than its predecessor, the VASI system. It generates lighting from a single wing bar rather than two longitudinal bars. In 1995, the PAPI was accepted internationally by ICAO as the standard visual approach indicator.

2. INTRODUCTION
The Precision Approach Path Indicator (PAPI) is a valuable visual aid
developed to provide precision guidance for pilots when making an approach to land.
In principle it utilities white and red light in various combinations to give a clear
indication to the pilot of the approach angle the aircraft is following.
In 1995 the PAPI became the ICAO internationally accepted visual aid.
It is more accurate and user friendly then its predecessor the VASI. The light source
is generated from ONE wing bar ( normally configured by 4 PAR units ) as opposed
to TWO longitudinal wing bars set along the runway edge as used by the VAST
systems.

3. PENDAHULUANPENDAHULUAN
 Suatu alat bantu pendaratan visual yang terdiri dari box dan lampuSuatu alat bantu pendaratan visual yang terdiri dari box dan lampu
yang dapat memancarkan cahaya putih dan merah yang dipasangyang dapat memancarkan cahaya putih dan merah yang dipasang
pada sisi kiri landasan yang dapat digunakan untuk memberikanpada sisi kiri landasan yang dapat digunakan untuk memberikan
panduan melalui pancaran cahaya kepada pilot dalam melaksanakanpanduan melalui pancaran cahaya kepada pilot dalam melaksanakan
landing dilandasan pacu sesuai sudut luncur yang ditetapkan.landing dilandasan pacu sesuai sudut luncur yang ditetapkan.
 Type : ADB PPL 400, Honeywell PWF52, Youyang YEC-1-2200Type : ADB PPL 400, Honeywell PWF52, Youyang YEC-1-2200
 Konfigurasi : PAPI terdiri dari 4 box terletak disisi kiri landasanKonfigurasi : PAPI terdiri dari 4 box terletak disisi kiri landasan
1 ujung atau 2 ujung1 ujung atau 2 ujung
 APAPI terdiri dari 2 box terletak disisi kiri landasanAPAPI terdiri dari 2 box terletak disisi kiri landasan
1 ujung atau 2 ujung1 ujung atau 2 ujung
 Pada kondisi tertentu apabila penerbang memerlukanPada kondisi tertentu apabila penerbang memerlukan visual rollvisual roll
guidanceguidance PAPI bisa dipasang pada kedua sisi landasan secaraPAPI bisa dipasang pada kedua sisi landasan secara
simetrissimetris
PAPI

4. PENGUKURAN TITIK-TITIK ELEVASI PAPIPENGUKURAN TITIK-TITIK ELEVASI PAPI

5. WIRING DIAGRAM PAPIWIRING DIAGRAM PAPI

6. SELECTOR CABINET PAPI 1 CCTSELECTOR CABINET PAPI 1 CCT

7. PAPI 2 SISIPAPI 2 SISI

8. PONDASI PAPI

10. PINK ZONEPINK ZONE
 The operational definition of a PAPI system allows a pilotThe operational definition of a PAPI system allows a pilot
to pick up the PAPI lights from a distance of 13 kilometersto pick up the PAPI lights from a distance of 13 kilometers
from the airport in daylight and up to 30 kilometers by nightfrom the airport in daylight and up to 30 kilometers by night
in clear weatherin clear weather
 A PAPI light unit utilities the same principle as theA PAPI light unit utilities the same principle as the
obsolescent VASI light unit, but producesobsolescent VASI light unit, but produces a sharpera sharper
transition between the red and white light sectors.transition between the red and white light sectors.
 The following diagram gives an indication of what a PAPIThe following diagram gives an indication of what a PAPI
unit looks like when viewed from the side and it alsounit looks like when viewed from the side and it also
indicates how the different light sectors are arranged, withindicates how the different light sectors are arranged, with
particular reference to the PINK transition sectorparticular reference to the PINK transition sector
(commonly referred to as the "Pink Zone“).(commonly referred to as the "Pink Zone“).

11. TRANSITION SECTORTRANSITION SECTOR
 Each PAPI unit divides the light output into two main sectorsEach PAPI unit divides the light output into two main sectors
 The area that divides the white and red light is known as the TransitionThe area that divides the white and red light is known as the Transition
Sector. In this area, pink light is produced as a result of white and redSector. In this area, pink light is produced as a result of white and red
light overlapping.light overlapping.
 Manufacturers have design limits that do not exceed ICAO Annex 14Manufacturers have design limits that do not exceed ICAO Annex 14
recommendations, namely :recommendations, namely :
 a maximum of 3 minutes of ARC are all that are allowed for thea maximum of 3 minutes of ARC are all that are allowed for the
transition sector.transition sector.
 Note : The old VASI unit now classified as obsolete since 1995 had aNote : The old VASI unit now classified as obsolete since 1995 had a
transition sector of 7 minutes of arc. Thetransition sector of 7 minutes of arc. The reduced transitionreduced transition sector issector is
one of theone of the reasonsreasons why the PAPI was introduced as a replacement forwhy the PAPI was introduced as a replacement for
the TWO and THREE BAR VASI systems commonly used by mostthe TWO and THREE BAR VASI systems commonly used by most
countries world wide.countries world wide.

14.  The TABLE below gives a general indication of the range that a pilotThe TABLE below gives a general indication of the range that a pilot
can expect to see the PAPI's from, both day or night and the associatedcan expect to see the PAPI's from, both day or night and the associated
weather conditions prevailing at the time.weather conditions prevailing at the time.
 In addition, the definition between the red and white light source shallIn addition, the definition between the red and white light source shall
be clearly visible from 7 kilometres out.be clearly visible from 7 kilometres out.
PAPIPAPI Range in Kilometers at 100% Brilliancy LevelRange in Kilometers at 100% Brilliancy Level
RVR 15KmRVR 15Km RVR 1 OKmRVR 1 OKm RVR 7.5KmRVR 7.5Km RVR 5KmRVR 5Km
Day Time, Cloudy SkyDay Time, Cloudy Sky 11.211.2 99 7.57.5 66
Day Time, Clear SkyDay Time, Clear Sky
66 55 4.54.5 3.53.5
Night TimeNight Time
2222 1919 1616 1111

15.  Refer to the pictures below and table 5.3 in Annexe14, Volume I.
 Obstacle Protection Surface
 This surface has an inner edge length of 300 m at a distance from threshold of
60m. The length of the surface is 15 km and the divergence is 8.5° or 15%.
OPS

16. OPSOPS
 Typical case: definition of the OPS slope in case of an APAPI installation on a
code I or II runway
 The slope of the surface can be calculated by the following formula: θ2 – 0.9°.
 θ2 corresponds to the setting angle of unit B. If the glide path is 3°, the slope of
the OCS shall be 2°45’ – 54’ = 1°51’. It shall be checked whether an object
protrudes above that surface

17. Obstacles above surface
If obstacles project above the surface, one of the following measures must be taken:
 • Remove the obstacle if practicable.
 • The approach slope of the system may be suitably raised.
 • The axis of the system and its associated obstacle protection surface may be displaced
by no more than 15° (an aeronautical study shall be conducted).
 • The threshold may be suitably displaced.
 • The (A)PAPI system may be suitably displaced upwind of the threshold to provide an
increase in threshold crossing height equal to the height of the obstacle penetration.

18. OBSTACLE OF PAPIOBSTACLE OF PAPI
THR
H
60
L
D
Lokasi PAPI
secara teori
OPS
θ x
D1
θ2 – 0.9°
H
Lokasi PAPI
setelah dikoreksi

19. PERHITUNGAN PAPIPERHITUNGAN PAPI
 A.A. Data Bandar UdaraData Bandar Udara
 1. Dimensi Landasan Pacu1. Dimensi Landasan Pacu : 2220 m x 45 m: 2220 m x 45 m
 - Nomor Landasan Pacu- Nomor Landasan Pacu : 11 – 24: 11 – 24
 - Approach Slope Angle R/W 13- Approach Slope Angle R/W 13 : 3º: 3º
 - Approach Slope Angle R/W 31- Approach Slope Angle R/W 31 : 3º: 3º
 - Jenis Pesawat terbesar yang dapat mendarat :- Jenis Pesawat terbesar yang dapat mendarat :
B. 737 –300B. 737 –300
 2.2. Perhitungan letak PAPIPerhitungan letak PAPI
a. Landasan Pacua. Landasan Pacu : R/W 11: R/W 11
 Approach Slope AngleApproach Slope Angle : 3º: 3º
 Slope Elevasi R/W 13 (α )Slope Elevasi R/W 13 (α ) = - 0,428%= - 0,428%
 α = - 0,245°α = - 0,245°

20.  D = (EWH + WTH) Cotg θ2D = (EWH + WTH) Cotg θ2
 D1 = (EWH + WTH) Cotg (θ2 - α)D1 = (EWH + WTH) Cotg (θ2 - α)
DimanaDimana EWHEWH = Eye to Wheel Height (B.737-300 = 6 m)= Eye to Wheel Height (B.737-300 = 6 m)
WTHWTH = Wheel to Threshold Height (B.737-300 = 6 m)= Wheel to Threshold Height (B.737-300 = 6 m)
 θ2θ2 = Setting angle of unit B is the glide path angle minus 12 minutes= Setting angle of unit B is the glide path angle minus 12 minutes
(θ – 12’)(θ – 12’)
= θ – 12’= θ – 12’
= 3º – 12’ = 2º48’= 3º – 12’ = 2º48’
= 2,80º= 2,80º
 D1D1 = Jarak PAPI terhadap R/W Threshold 11= Jarak PAPI terhadap R/W Threshold 11
 D1D1 = (EWH + WTH) Cotg (θ2- α)= (EWH + WTH) Cotg (θ2- α)
= (6+6) Cotg (2, 80º - 0,245º)= (6+6) Cotg (2, 80º - 0,245º)
= 12. Cotg 2.555º= 12. Cotg 2.555º
= 12 x 22.41= 12 x 22.41
= 268,92 meter= 268,92 meter

21. - 0,428%
Landasan
datar
PAPI
EWH
WTH
0.00
D1
Threshold
D
θ2
Letak PAPI pada
landasan datar
Letak PAPI
setelah dikoreksi
D = (EWH + WTH) Cotg θ2 jarak PAPI – THR pada elevasi landasan rataD = (EWH + WTH) Cotg θ2 jarak PAPI – THR pada elevasi landasan rata
(0.00)(0.00)
D1 = (EWH + WTH) Cotg (θ2 - α) jarak PAPI – THR padaD1 = (EWH + WTH) Cotg (θ2 - α) jarak PAPI – THR pada elevasi landasan - αelevasi landasan - α

22. C/LDCBA
11 cm23 cm30 cm90 cm R/W 11
 Runway 11 (sisi kiri)Runway 11 (sisi kiri)
 Elevasi tanah sisi landasan pada jarak 268,92 meter dari Threshold 11 (sisi kiri) untukElevasi tanah sisi landasan pada jarak 268,92 meter dari Threshold 11 (sisi kiri) untuk
 level PAPI A, B, C, D seluruhnya dibawah as landasan, oleh karena itu as lensa PAPIlevel PAPI A, B, C, D seluruhnya dibawah as landasan, oleh karena itu as lensa PAPI
akan diinstalasi level dengan as landasanakan diinstalasi level dengan as landasan

23.  d.d. Setting box PAPI R/W 11 : 3°Setting box PAPI R/W 11 : 3°
 Dalam kondisi standard tanpa menggunakan konfigurasiDalam kondisi standard tanpa menggunakan konfigurasi
instrument (ILS) maka sebelum dilaksanakan kalibrasiinstrument (ILS) maka sebelum dilaksanakan kalibrasi
masing-masing unit PAPI dapat dilakukan penyetelanmasing-masing unit PAPI dapat dilakukan penyetelan
seperti berikut :seperti berikut :
 - Unit PAPI A = 2° 30’- Unit PAPI A = 2° 30’
 - Unit PAPI B = 2° 50’- Unit PAPI B = 2° 50’
 - Unit PAPI C = 2° 10’- Unit PAPI C = 2° 10’
 - Unit PAPI D = 3° 30’- Unit PAPI D = 3° 30’

25. AFS – AGL – 71-21/01/99 Airfield LightingAFS – AGL – 71-21/01/99 Airfield Lighting ADBADB

26. KALIBRASI PENERBANGAN
(FLIGHT INSPECTION)
 Secara umum penerbangan kalibrasi (Flight Inspection) terbagi
menjadi empat jenis yaitu :
 Site Evaluation
 Penerbangan kalibrasi jenis ini (Site Evaluation) dilakukan dalam
rangka menguji bagi kelayakan suatu bandara dengan kondisi
sekitarnya dalam rangka penambahan / pemasangan fasilitas navigasi
terutama Instrument Landing System (ILS).
 Commissioning.
 Penerbangan komisioning (Flight Commissioning) dilakukan sebagai
pengujian terhadap fasilitas navigasi penerbangan yang baru selesai
dipasang untuk menguji semua besaran parameter dan kinerja agar
sesuai dengan standar, untuk selanjutnya untuk melengkapi informasi
sebagai dukungan operasional bahwa pada bandara tersebut telah
dipasang fasilitas navigasi baru.

27. KALIBRASI PENERBANGANKALIBRASI PENERBANGAN
 Periodic
 Penerbangan kalibrasi jenis ini (Periodic Flight Inspection) adalah
penerbangan inspeksi yang dilakukan secara berkala guna
menguji/mengetahui beberapa besaran parameter dan kinerja
peralatan agar tetap sesuai dengan standar yang ditetapkan, sebagai
acuannya adalah hasil Flight Commissioning.
 Special
 Penerbangan kalibrasi ini (Special Flight Inspection) dilakukan yang
disebabkan adanya perubahan secara system atau kejadian penting,
antara lain : kecelakaan pesawat, perubahan/modifikasi terhadap
peralatan untuk meningkatkan dukungan pelayanan penerbangan.
 Penerbangan spesial ini juga diperlukan bilamana ada laporan dari
penerbang tentang tidak berfungsi peralatan sesuai dengan standar,
pada penerbangan spesial ini semua parameter peralatan akan
disetting ulang dan sebagai acuan adalah hasil penerbangan.