PBN Navigation Specification & TM esign Victor Hernandez RO TM/SR November 2013 Page 1
Navigation Specification, Flight Phase The En route Terminal pproaches: 1. 2. latest rrivals: epartures: continental: edition PCH RNV of the RNV (LNV), 5, PBN RNV 2, 5, Manual, RNV RNP 2, RNV 1, 2, ICO dvanced RNV 1, (LNV/VNV), oc dvanced 1, 9613 RNP, 2, contains RNP, dvanced RNP 1 RNP and PCH 1, RNP and (LPV) and 0.3 RNP (for and RNP 0.3 Enroute Oceanic/Remote: RNV 10, RNP 4, RNP 2 and dvanced RNP specifications (for helicopters RNP 0.3 3. 3. 4. 6. 7. beyond the dvanced Only There RNV RNP initial applies 5 once en route 50m navigation (40m Cat H) specification obstacle clearance which may has been used achieved the (for after initial R 0.3 are 30 helicopters PCH part only) 1 is and start NM RNP two applicable intermediate from also sections permits the to that of only) a cover: of only) STR climb. outside is to airport RNP limited the a segments range PCH RNP reference 30 NM to of PCH Part use scalable of and on instrument specification; point. above STRs, ifferent (RP), MS. SIs, lateral approach angular the Part navigation accuracy performance is procedures enabled value accuracies by for and 5. 8. The Optional RNP 0.3 requires specification higher is continuity. primarily intended for helicopter operations. the alerting GNSS requirements see missed the and becomes PBN approach Baro Manual, are VNV, 2 applicable NM. after Vol. Part the II., B to Part is initial enabled RNP C, climb Chapter PCH by phase; Part SBS. 4, paragraph B only. 4.3.3.3.4. Navigation Specification En route oceanic/remote En route Continental Flight phase rrival pproach eparture Initial Intermediate Final Missed 1 RNV 10 10 RNV 5 2 5 5 RNV 2 2 2 2 RNV 1 1 1 1 1 1 1 RNP 4 4 RNP 2 2 2 RNP 1 3 1 1 1 1 1 dvanced RNP 4 2 5 2 or 1 1 1 1 0.3 1 1 RNP PCH 6 1 1 0.3 7 1 RNP R PCH 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 November 2013 Page 2
PBN irspace Concept RNV 5/2 (Continental) Continuous escent Operations (CO s) RNP 10-4 (Oceanic) RNP 2 RNV 1/2 RNP 1/2 November 2013 Page 3
Overview OBJECTIVE Methodology STEPS This module will provide an good understanding of irspace volumes and Sectorisation in support of ir traffic Management November 2013 Page 4
Three GOLEN RULES Methodology STEPS irspace Volumes protect the IFR Flight paths. They are esigned FTER the routes have been designed. Routes should not be designed so as to fit into pre-existing irspace Volumes. Only delineate as much airspace volume as needed. November 2013 Page 5
oc 4444 TM Terminal control area control area normally established at the confluence of TS routes in the vicinity of one or more major aerodromes. En-route TM CTR November 2013 Page 6
TM TM - 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 TM, CT, CTR, TZ airspace classification or any other nomenclature used to describe the airspace around an airport. En-Route T CTR November 2013 Page 7
Competing Interests STRUCTURES & SECTORS: Objectives TC REQUIREMENTS SFETY, CPCITY & EFFICIENCY SUFFICIENT IRSPCE TO CCOMMOTE - ROUTES (TCTICL N PUBLISHE) HOLING PTTERNS TRFFIC SEQUENCING TECHNIQUES USER REQUIREMENTS Unhindered airspace access ENVIRONMENTL REQUIREMENTS irspace STRUCTURES & SECTORS: Objectives TC REQUIREMENTS SFETY, CPCITY & EFFICIENCY SUFFICIENT IRSPCE TO CCOMMOTE - ROUTES (TCTICL N PUBLISHE) HOLING PTTERNS TRFFIC SEQUENCING TECHNIQUES USER REQUIREMENTS Unhindered airspace access ENVIRONMENTL REQUIREMENTS irspace Prohibitions over cities, natural parks, residential areas November 2013 Page 8
irspace Volumes 16000 16000 12000 12000 W E 8000 8000 4000 RRIVLS EPRTURES 4000 0 RWY EP 3% EP 7% E P 10% RR MX RR 3 0 Controlled irspace W E November 2013 Page 9
irspace Volumes Protect IFR Flight Paths Uncontrolled irspace St1 Uncontrolled irspace St1 St2 St2 Uncontrolled irspace Uncontrolled irspace St1 St2 November 2013 Page 10
irspace Volumes o not take more airspace than needed. November 2013 Page 11
Terminal irspace 1 2 3 X X X VFR irport CITY Y CITY Y CITY 4 1 Terminal irspace (s per Chapter 6) X X 5 S4 2 Terminal irspaces N Sectorised New northern Holds More IFR Traffic ENTRY GTE S5 S b S a S6 F 2 Terminal irspaces Parallel RWY added at N New southern Hold More Traffic to Y S f ENTRY GTE S7 Y CITY S3 ENTRY GTE S c S d F S e CITY 2 larger Terminal irspaces Two-Phase holding system More Traffic S2 S1 1 Terminal irspace system with Entry Gates; Revised Sectorisation November 2013 Page 12
TM TM May combine two or more sector volume, aimed at improving the design and management of terminal routes and TC sectorisation, servicing several airports in close proximity. November 2013 Page 13
Evolution of functions November 2013 Page 14
TC Sectorisation Upper CC Sectors Upper CC Sectors CC S1 CC S2 CC S3 CC Lower pproach W pproach E GEOGRPHIC FUNCTIONL November 2013 Page 15
GEOGRPHICL SECTORISTION dvantages 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 isplay and TC system Relatively easily to describe operational instructions for TC areas of responsibility. isadvantages 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 irspace, this can add to complexity by requiring additional co-ordination. November 2013 Page 16
FUNCTIONL SECTORISTION dvantages Controller handles one traffic type i.e. either departures or arrivals because sector defined as a function of task. Usually, all eparting aircraft are on the same frequency after take-off. In some configurations, can prove more flexible to operate. isadvantages Vertical/Lateral limits of sector can prove overly restrictive as one (vertical) band is unlikely to cater for all aircraft performance types. ifficult to balance workload between sectors especially where departure and arrival peaks do not coincide. Can be demanding in terms of the Radar isplay and TC System Operating instructions for TC can be difficult to formulate with respect to areas of responsibility; November 2013 Page 17
SECTORISTION void Sector designs that cause stepped climbs or descents November 2013 Page 18
Sectorisation TC Sectorisation Maintain holding area in same sector void crossing too close to sector boundary S C S C S C S C S S S S S B S B S B S B Se2 S Se2 S Se4.1 S Se4.1 S S C S C S C S C S S S S S B S B S B S B Se3 S Se3 Sector boundaries should not coincide with route centre lines S November 2013 Page 19 Se7 S Se7 Preferably, keep sectors the same when runway changes S
Sectorisation November 2013 Page 20
Thank You November 2013 Page 21