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routes developed in accordance with this material.
to or better than a track-keeping accuracy of k11.1 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 k7.4 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 1 1.1 km (6 NM) either side of the
intended track, within which RNAV-equipped aircraft can be
expected to remain for 99.5 per cent of the flight time. Before
applying the values stemming from this concept, account
should be taken of any practical experience gained in the
airspace under consideration as well as the possibility of
achieving improvements in the overall navigation performance
of aircraft. In this context, when lateral deviations are
being controlled with the aid of radar monitoring, the size of
the protected airspace required may be reduced in accordance
with the following:
Percentage conrainmenr
95 96 97 98 99 99.5
2.1.3 The use of RNAV equipment should be permitted km f7.4 f7.4 k8.3 f9.3 f10.2 k11.1
for navigation along ATS routes defined by VOR. Additionally,
RNAV routes may be provided where practicable and when' NM M.0 k4.0 k4.5 f5.0 +5.5 M.0
justified by the number of aircraft with RNAV capability. The
routes may be:
a) fixed RNAV routes;
2.2.2 Radar monitoring studies indicate that any potential
reduction of the protected airspace is closely related to traffic
characteristics, information available to the controller, and
b) contingency RNAV routes; and sector workload. Finally, it is worth considering that the
analysis of RNAV accuracy performed in terms of containment
c) random RNAV routings. measurements by some European States has shown that flights
with RNAV capability were within 5 NM of the route centre
2.1.4 The navigational performance required of such line for 99.5 per cent of the time (EUR Doc 001, RNAV14
RNAV equipment envisages a level of navigational accuracy refers). If the appropriate ATS authority considers that more
for en-route purposes having a navigation performance equal protection is required, e.g. because of proximity of prohibited,
ANNEX 11 ATT B-1 28/11/02
No. 41
Annex 11 -Air Traffic Services Attachment B
restricted or danger areas, climb and descent paths of military acceptable level of safety may be established by States and, as
aircraft, etc., additional buffers should be provided. appropriate, be implemented by regional agreements.
2.2.3 Where there is an angular difference of more than
25 degrees between route segments, additional protected
airspace, as indicated in Attachment A, 3.5 to 3.12 and
Section 7, should be provided.
Note.- Diferent 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
overlap. When implementing a spacing encompassing less
than the 99.5 per cent containment values, radar monitoring is
required.
3. Spacing between parallel tracks or
between parallel RNAV mute centre lines
based on RNP type
3.1 It should be noted that, where indicated, the spacings
depicted below are based on safety assessments performed
specifically for a particular network of tracks or routes. As
such, the assessments evaluated traffic characteristics which
might be unique to the network being assessed. For example,
some of these characteristics are traffic density, the frequency
of aircraft passing with minimum separation, communication
and surveillance facilities, etc. Additional information on
performing safety assessments is contained in the Manual on
Airspace Planning Methodology for the Determination of
Separation Minima (Doc 9689).
3.2 %en determining the spacing between parallel tracks
or ATS routes (hereinafter referred to as a "system"), the safety
assessment, involving an examination of items such as those
listed in 3.1 above, should be performed against a minimum
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