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(27.8 km).
ATT A-6
ATTACHMENT B. METHOD OF ESTABLISHING ATS ROUTES
FOR USE BY RNAV-EQUIPPED AIRCRAFT
(Paragraph 2.7.1 and Section 2.11 refer)
1. Introduction
1.1 This guidance material is the result of studies carried
out in several States. It also reflects the long existence of
RNAV criteria in several States. It must be noted that some of
the values contained herein have not been derived by means of
the collision-riskltarget level of safety method. This is indicated
where applicable.
1.2 States are encouraged to keep ICAO fully informed of
the results of their application of the provisions of this
guidance material.
2. Operational applications of
RNAV routes based on RNP 4
for en-route purposes having a navigation performance equal
to or better than a track-keeping accuracy of +11.1 km (6 NM)
for 99.5 per cent of the flight time of all aircraft using RNAV
equipment. Navigational performance of this type is expected
to be consistent with a track-keeping accuracy of +7.4 km
(4 NM) for 95 per cent of flight time of all aircraft using
RNAV equipment. This level is similar to that currently
achieved by aircraft without RNAV capability operating on
existing routes defined by VOR or VORIDME, where the
VORs are less than 93 km (50 NM) apart.
2.2 Protected airspace for RNAV
ATS routes based on RNP 4
2.2.1 The minimum protected airspace provided for
RNAV ATS routes should be 11.1 km (6 NM) cithcr sidc of thc
intended track, within which RNAV-equipped aircraft can be
expected to remain for 99.5 per cent of the flight time. Before
2.1 General applying the values stemming from this concept, account
should be taken of any practical experience gained in the
2.1.1 This guidance material is meant for use on RNAV
airspace under consideration as well as the possibility of
routes that are established within the coverage area of achieving improvements in the overall navigation performground-
based electronic aids that will provide necessary ance of aircraft. In this contcxt, whcn latcral dcviations are
updates and guard against RNAV "blunder" errors. being controlled with the aid of radar monitoring, the size of
the protected airspace required may be reduced in accordance
2.1.2 Only those aircraft that have been granted
with the following:
airworthiness/operational approval in accordance with
Sections 5.5 and 5.6, Manual on Required Navigation
Performance (RNP) (Doc 9613) are to be afforded air traffic
services on RNAV routes developed in accordance with this Percentage containment
material. 95 % 97 98 99 99.5
2.1.3 The use of RNAV equipment should be permitted
for navigation along ATS routes defined by VOR. Additionally,
RNAV routes may be provided where practicable and when
justified by the number of aircraft with RNAV capability. The
routes may be:
a) fixed RNAV routes;
b) contingency RNAV routes; and
c) random RNAV routings.
2.1.4 The navigational performance required of such
RNAV equipment envisages a level of navigational accuracy
krn f7.4 f7.4 f8.3 f9.3 f10.2 f11.1
NM f4.0 f4.0 f4.5 f5.0 f5.5 f6.0
2.2.2 Radar monitoring studies indicate that any potential
reduction of the protected airspace is closely related to traffic
characteristics, information available to thc controller, and
sector workload. Finally, it is worth considering that the
analysis of RNAV accuracy performed in terms of containment
measurements by some European States has shown that flights
with RNAV capability were within 5 NM of the route centre
line for 99.5 per cent of the time (EUR Doc 001, RNAV/4
refers). If the appropriate ATS authority considers that more
ANNEX I I ATT B-1 111 1/01
Annex 11 -Air Traffic Services Attachment I)
protection is required, e.g. because of proximity of prohibited,
restricted or danger areas, climb and descent paths of military
aircraft, etc., additional buffers should be provided.
2.2.3 Where there is an angular difference of more than
25 degrees between route segments, additional protected
airspzce, as indicated in Attachment A, 3.5 to 3.12 and
Section 7, should be provided.
Note.- Different levels of navigation accuracy may be
required by States for operations of RNAV-equipped aircraft.
These requirements are not covered by this guidance material
and may necessitate changes to protected airspace criteria.
2.3 Spacing between parallel RNAV routes
based on RNP 4
When utilizing protected airspace as described in 2.2, route
centre lines may be spaced such that the protected airspaces
encompassing the 99.5 per cent containment values do not
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