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RNAV Holds
With the existing RNAV standards currently used in Europe – particularly P-RNAV in Terminal Airspace – it is possible to design RNAV holding patterns. Given the absence of fixed radius turn capability in such standards, however, the holding areas of current RNAV holding patterns is of similar shape and dimension to those whose designs are based on conventional navigation. Should the design of holding patterns become based upon RNP RNAV in the future, it should become possible to make significant reductions to size of the holding area (MASPS DO236()). This will provide interesting possibilities for Terminal Airspace designers. On some occasions, it may allow for holding patterns to be placed where it is currently not possible so to do, or for three holding patterns to be placed in an space currently limited to two holding patterns.
RNAV – future prospects
Increasingly, airspace designers and developers of ATM/CNS standards are becoming interested in the potential benefits that may accrue to ATM thanks to the potential availability of containment integrity inherent in the RNP RNAV MASPs3. Should this, it is hoped that it will become possible to reduce the spacing between parallel RNAV routes and enhance or develop or extend the use of RNAV-based separation standards
3 In the MASPS (DO-236()), containment integrity is defined as ..” A measure of confidence in the estimated position, expressed as the probability that the system will detect and annunciate the condition where TSE is greater than the cross track containment limit. Containment integrity is specified by the maximum allowable probability for the event that TSE is greater than the containment limit and the condition has not been detected. That is, P(E2) = Pr(TSE>containment limit and no warning is given)
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6.1 INTRODUCTION..............................................................................................................................C-6-2
6.2 STRUCTURES AND SECTORS......................................................................................................C-6-2
6.3 STRIKING THE BALANCE..............................................................................................................C-6-2
6.4 GUIDELINES ...................................................................................................................................C-6-3
6.4.1 PHASED DESIGN APPROACH.......................................................................................................C-6-4
6.4.2 TERMINAL AIRSPACE STRUCTURES...........................................................................................C-6-5
6.4.3 SECTORS......................................................................................................................................C-6-10
6.4.3.1 Geographic Sectorisation...........................................................................................................................C-6-12
6.4.3.2 Functional Sectorisation.............................................................................................................................C-6-12
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本文链接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 2(50)
