November 2013 Page 1
PBN Navigation Specification& TMA Design
Victor HernandezRO ATM/SAR
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The latest edition of the PBN Manual, ICAO Doc 9613 contains navigation specifications that cover:
NavigationSpecification
Flight phase
En‐routeoceanic/remote
En‐routeContinental
Arrival Approach Departure
Initial Intermediate Final Missed 1
RNAV 10 10
RNAV 5 2 5 5
RNAV 2 2 2 2
RNAV 1 1 1 1 1 1 1
RNP 4 4
RNP 2 2 2
RNP 1 3 1 1 1 1 1
Advanced RNP 4 2 5 2 or 1 1 1 1 0.3 1 1
RNP APCH 6 1 1 0.3 7 1
RNP AR APCH 1‐0.1 1‐0.1 0.3‐0.1 1‐0.1
RNP 0.3 8 0.3 0.3 0.3 0.3 0.3 0.3
Navigation Specification, Flight Phase
Enroute Oceanic/Remote: RNAV 10, RNP 4, RNP 2 and Advanced RNPEn‐route continental: RNAV 5, RNAV 2, RNAV 1, RNP 2, Advanced RNP and RNP 0.3 (for helicopters only)Terminal Arrivals: RNAV 5, RNAV 2, RNAV 1, Advanced RNP, RNP 1, and RNP 0.3 (for helicopters only)Terminal Departures: RNAV 2, RNAV 1, Advanced RNP, RNP 1 and RNP 0.3 (for helicopters only)Approaches: RNP APCH (LNAV), RNP APCH (LNAV/VNAV), RNP APCH (LPV) and RNP AR APCH1. Only applies once 50m (40m Cat H) obstacle clearance has been achieved
after the start of climb.2. RNAV 5 is an en‐route navigation specification which may be used for the
initial part of a STAR outside 30 NM and above MSA.3. The RNP 1 specification is limited to use on STARs, SIDs,3. the initial and intermediate segments of instrument approach procedures and the missed approach after the initial climb phase;
3. beyond 30 NM from the airport reference point (ARP), the accuracy value for alerting becomes 2 NM.
4. Advanced RNP also permits a range of scalable RNP lateral navigation accuracies – see the PBN Manual, Vol. II., Part C, Chapter 4, paragraph 4.3.3.3.4.5. Optional – requires higher continuity.6. There are two sections to the RNP APCH specification; Part A is enabled by GNSS and Baro VNAV, Part B is enabled by SBAS.
7. RNP 0.3 is applicable to RNP APCH Part A . Different angular performance requirements are applicable to RNP APCH Part B only.8. The RNP 0.3 specification is primarily intended for helicopter operations.
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Continuous Descent Operations (CDO’s)
RNP 1/2
RNP 10-4 (Oceanic)
RNAV 5/2 (Continental)
RNAV 1/2
PBN Airspace Concept
RNP 2
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Overview
Methodology STEPS
OBJECTIVE
This module will provide an good understanding of Airspace volumes and Sectorisation in support of Air traffic Management
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Three GOLDEN RULES
MethodologySTEPS
Airspace Volumes protect the IFR Flight paths. They areDesigned AFTER the routes have been designed.
Routes should not be designed so as to fit into pre-existingAirspace Volumes.
Only delineate as much airspace volume as needed.
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Doc 4444
TMATerminal control area
A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes.
TMATerminal control area
A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes.
CTR
TMA
En-route
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En-Route
CTR
TA
TMA - Terminal area surrounds an airport, and it is an airspace within which air traffic control service is provided.
Such airspace predominantly contains traffic operating along Terminal Routes.
The above description is aimed at including TMA, CTA, CTR, ATZ airspace classification or any other nomenclature used to describe the airspace around an airport.
TMA
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Competing Interests
STRUCTURES &SECTORS: Objectives
ATC REQUIREMENTSSAFETY, CAPACITY & EFFICIENCY
ENVIRONMENTAL REQUIREMENTS
USER REQUIREMENTS
SUFFICIENT AIRSPACE TOACCOMMODATE -
ROUTES (TACTICAL AND PUBLISHED)HOLDING PATTERNSTRAFFIC SEQUENCING TECHNIQUES
Airspace ‘Prohibitions’over cities, natural
parks, residential areas
Unhindered airspaceaccess
STRUCTURES &SECTORS: Objectives
ATC REQUIREMENTSSAFETY, CAPACITY & EFFICIENCY
ENVIRONMENTAL REQUIREMENTS
USER REQUIREMENTS
SUFFICIENT AIRSPACE TOACCOMMODATE -
ROUTES (TACTICAL AND PUBLISHED)HOLDING PATTERNSTRAFFIC SEQUENCING TECHNIQUES
Airspace Unhindered airspace
access
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Airspace Volumes
W E
Controlled Airspace
0
4000
8000
12000
16000
0
4000
8000
12000
16000
DEP 3% DEP 7% DE P 10% ARR M AX A RR 3°
ARRIVALSDEPARTURES
RW Y
W E
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Airspace Volumes
St1
St1
St1
Uncontrolled Airspace
Uncontrolled Airspace
Uncontrolled Airspace
Uncontrolled Airspace
Protect IFR Flight Paths
St2 St2
St2
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Airspace Volumes
Do not take more airspace than needed….
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Terminal Airspace
A A
A
D D
D D
D
D
D D
D
X
A A
A
A A
A
ENTRY GATE
ENTRY GATE
A A
X
YCITY CITY
CITY CITY
ENTRY GATE
5
D
D
D
D
A A
A
AA
DD
Sa
Sb
Sd
Sc
S2 S1
S3
S4S7
S5 S6
Se
SfFAD
FAD
D
X
Y
A
X
Y
2 3
4
A
DD
A A
A
X
CITY
D
1
VFR Airport
1 Terminal Airspace(As per Chapter 6)
2 Terminal AirspacesN SectorisedNew northern HoldsMore IFR Traffic
2 Terminal AirspacesParallel RWY added at NNew southern HoldMore Traffic to Y
2 larger Terminal AirspacesTwo-Phase holding systemMore Traffic
1 Terminal Airspace systemwith Entry Gates; RevisedSectorisation
D
D
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TMA
TMA – May combine two or more sector volume, aimed at improving the design and management of terminal routes and ATC sectorisation, servicing several airports in close proximity.
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Evolution of functions
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ATC Sectorisation
AD
Approach E
ACC Lower
Upper ACC Sectors
Approach W
Upper ACC Sectors
ACC S1 ACC S2 ACC S3
GEOGRAPHIC FUNCTIONAL
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GEOGRAPHICALSECTORISATION
Advantages Disadvantages
Controller can fully exploit the space available in sector to manipulate best levels for inbounds/outbounds and expedite climb and descent without need for co-ordination.
Easier to balance workload between sectors.
Can be less demanding in terms of the Radar Display and ATC system
Relatively easily to describe operational instructions for ATC areas of responsibility.
Controller handles mixed traffic i.e. arrival, departure and transit traffic.
In instances where the sector division runs along the runway centre-line, departing aircraft departing in different directions may be controlled by different controllers after take-off. (Effective mitigation can be provided by putting appropriate procedures in place).
In cases where an aircraft is required to transit more than one geographic sector in the Terminal Airspace, this can add to complexity by requiring additional co-ordination.
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FUNCTIONALSECTORISATION
Advantages Disadvantages
Controller handles one traffic type i.e. either departures or arrivals because sector defined as a function of task.
Usually, all Departing aircraft are on the same frequency after take-off.
In some configurations, can prove more flexible to operate.
Vertical/Lateral limits of sector can prove overly restrictive as one (vertical) band is unlikely to cater for all aircraft performance types.
Difficult to balance workload between sectors especially where departure and arrival peaks do not coincide. Can be demanding in terms of the Radar Display and ATC System Operating instructions for ATC can be difficult to formulate with respect to areas of responsibility;
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SECTORISATION
Avoid Sector designs that cause stepped climbs or descents
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Sectorisation
Se3 Se3
SA SA
SB SB
SC SC
SDSD
Se2 Se2
SA SA
SB
SB
SC SC
SDSD
SC SC
SDSDSe4.1 Se4.1
SA SA
SB
SB
SC SC
SDSDSe7 Se7 A
ASA SA
SB SB
ATC Sectorisation
Maintain holding area in same sector
Sector boundaries should not coincide with route centre lines
Avoid crossing too close to sector boundary
Preferably, keep sectors the same when runway changes
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Sectorisation
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Thank You