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