Doc 9613. Издание 4. Corrigendum No. 1

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Doc 9613. Издание 4

Corrigendum No. 1

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Doc 9613 Fourth Edition Corrigendum No. 1 English, Chinese, French 24/1/14 PERFORMANCE-BASED NAVIGATION PBN MANUAL CORRIGENDUM NO. 1 1. Please insert the following replacement pages bearing the notation Corr. 1, dated 24/1/14, in Doc 9613 Fourth Edition a Pages I-ix and I-x Volume I b Page I-B-3-3 Volume I, Part B c Page II-A-1-3 Volume II, Part A d Pages II-B-1-8, II-B-2-9 and II-B-3-18 to Volume II, Part B II-B-3-21 e Pages II-C-2-7, II-C-3-5 to II-C-3-7, Volume II, Part C II-C-4-7, II-C-4-13, II-C-4-16 to II-C-4-18, II-C-5-3, II-C-5-4, II-C-5-7, II-C-5-8, II-C-5-23 to II-C-5-25, II-C-6-20, II-C-7-8 and II-C-App 1-2. 2. Record the entry of this corrigendum on page iii of the manual.

I-ix FOREWORD This manual consists of two volumes Volume I Concept and Implementation Guidance Volume II Implementing RNAV and RNP Operations Organization and contents of Volume I Part A The Performance-Based Navigation PBN Concept, contains three chapters Chapter 1 Description of Performance-based Navigation PBN, explains the PBN concept and specifically emphasizes the designation of navigation specifications as well as the distinction between RNAV and RNP specifications. This chapter provides the foundation for this manual. Chapter 2 Airspace Concepts, provides a context to PBN and explains that it does not exist in isolation but rather as an integral component of an airspace concept. This chapter also clarifies that PBN is one of the CNS/ATM enablers in an airspace concept. Chapter 3 Stakeholder Uses of Performance-based Navigation PBN, explains how airspace planners, procedure designers, airworthiness authorities, controllers and pilots use the PBN concept. Written by specialists of these various disciplines, this chapter is intended for non-specialists in the various disciplines. Part B Implementation Guidance, contains three chapters based on two processes aimed at providing practical guidance for the implementation of PBN Chapter 1 Introduction to Implementation Processes, provides an overview of the two implementation processes with a view to encouraging the use of existing navigation specifications when implementing PBN. Chapter 2 Process 1 Identifying an ICAO Navigation Specification for Implementation, outlines steps for a State or region to determine its strategic and operational requirements for PBN through development of an airspace concept. Chapter 3 Process 2 Validation and Implementation Planning, provides guidance on validation and implementation. 24/1/14 Corr. 1

Performance-based Navigation PBN Manual I-x Volume I. Concept and Implementation Guidance Attachments to Volume I Attachment A RNAV and RNP Systems, provides an explanation of RNAV and RNP systems, how they operate and what the benefits are. This Attachment is particularly directed at air traffic controllers and airspace planners. Attachment B Data Processes, is directed at anyone involved in the data chain, from surveying to packing of the navigation database. This attachment provides a simple and straightforward explanation of a complex subject. Attachment C Operational Approval, provides high-level guidance on the processes the regulatory bodies should follow when applying the navigation specifications in the approval process. Specific remarks This volume, to a large extent, is based on the experiences of States which have used RNAV operations. The PBN concept described in Volume I is a notable exception, as it is new and should be viewed as more than just a remodelling or an extension of the RNP concept see Part A, Chapter 1, 1.1.1. This volume should not be read in isolation as it is both an integral part of and complementary to Volume II, Implementing RNAV and RNP Operations. Attention is drawn to the fact that expressions such as RNP type and RNP value that were associated with the RNP concept as referred to in Doc 9613, Second Edition, formerly titled Manual on Required Navigation Performance RNP are not used under the PBN concept and are to be deleted in all ICAO material. History of this manual The Special Committee on Future Air Navigation Systems FANS identified that the method most commonly used over the years to indicate required navigation capability was to prescribe mandatory carriage of certain equipment. This constrained the optimum application of modern on-board equipment. To overcome this problem, the committee developed the concept of required navigation performance capability RNPC. FANS defined RNPC as a parameter describing lateral deviations from assigned or selected track as well as along track position fixing accuracy on the basis of an appropriate containment level. The RNPC concept was approved by the ICAO Council and was assigned to the Review of the General Concept of Separation Panel RGCSP for further elaboration. The RGCSP, in 1990, noting that capability and performance were distinctly different and that airspace planning is dependent on measured performance, rather than designed-in capability, changed RNPC to required navigation performance RNP. The RGCSP then developed the concept of RNP further by expanding it to be a statement of the navigation performance necessary for operation within a defined airspace. It was proposed that a specified type of RNP should define the navigation performance of all users within the airspace to be commensurate with the navigation capability available within the airspace. RNP types were to be identified by a single accuracy value as envisaged by FANS. While this was found to be appropriate for application in remote and oceanic areas, the associated guidance for route separation was not sufficient for continental RNAV applications this was due to a number of factors, including the setting of performance and functional standards for aircraft navigation systems, working within the constraints of available airspace, and using a more robust communications, ATS surveillance and ATM environment. It was also due to practical considerations stemming from the gradual development of area navigation capability together with the need to derive early benefits from the installed equipment. This resulted in different specifications of navigation capability with common navigation accuracy. It was noted that such developments were unlikely to cease as vertical 3D navigation and time 4D navigation evolved and was subsequently applied by ATM to increase airspace capacity and efficiency. 24/1/14 Corr. 1

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