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acceptable safety level.
3.2.1 Where "fatal accidents per flight hour" is considered
to be an appropriate metric, a target level 'o'f safety (TLS) of
5 x fatal accidents per flight hour per dimension should
be applied for determining the acceptability of future en-route
systems that will be implemented after the year 2000. Until
then, a TLS of 2 x fatal accidents per flight hour per
dimension may be applied for this purpose.
3.3 If, at the time a system is established or upon a
subsequent system safety assessment, it is determined that the
system does not meet the appropriate level of safety for the
method of assessment being used, a reassessment should be
considered. This assessment should be undertaken in accordance
with Doc 9689 to determine if a level of safety equivalent
to or better than the minimum acceptable level can be met.
3.4 Examples of spacings for systems in specific areas or
regions based on RNP type are provided below. Where these
spacings are based on the characteristics of a specific area or
region (reference system), other States or regions will need to
evaluate their own systems for comparability with the reference
system.
3.4.1 For procedural environments:
a) RNP 20
Spacing: 1 85 km (100 NM);
Basis: Existing usage, based on long-standing,
operational experience; and
Minimum ATS requirements:
NAV - All aircraft need RNP type 20 approval
appropriate for the routedtracks to be flown
COM - Voice communications through a third party
SUR - Procedural-pilot position reports.
b) RNP 12.6
Spacing: 110 km (60 NM);
Basis: Collision risk model performed for NAT
Organized Track Structure (Report of the LimitedllVorlh
Atlantic Regional Air Navigation Meeting (1976)
(Doc 9182)); and
Minimum ATS requirements:
NAV - All aircraft need RNP type 12.6 approval
appropriate for the routedtracks to be flown
COM - Voice communications through a third party
SUR - Procedural-pilot position reports
Other - System safety must be evaluated periodically.
3.2.2 However, where "fatal accidents per flight hour" is Note.- Direct controller/pilot communications may
not considered to be an appropriate metric, justifiable be desirable in certain areas, such as areas of known
alternative metrics and methods of assessment providing an convective weathel:
ATT B-2
Attachment B Annex 11 -Air Traffic Services
c) RNP 10 of acceptable rate of gross lateral errors in a parallel route
system using 55.5 km (30 NM) track spacing while
Spacing: 93 km (50 NM); meeting a target level of safety of 5 x fatal accidents
per flight hour.
Basis: Collision risk model performed by the United
States Federal Aviation Administration for the Pacific Basis 2: Minimum requirements for communications
Region based on North Pacific traffic characteristics; and surveillance listed below are ope~ationallyn ecessary
and to manage contingency and emergency events in a
55.5 km (30 NM) route system.
Minimum ATS requirements:
Note.- Further information on the safety assessment
NAV - All aircraft need RNP type 10 approval performed is contained in the Manual on Airspace Planappropriate
for the routesltracks to be flown ning Methodology for the Determination of Separation
Minima (Doc 9689).
COM - Voice communications through a third party
Minimum ATS requirements;
SUR - Procedural-pilot position reports
NAV - RNP 4 shall be prescribed for the designated
Other - System safety must be evaluated periodically. area, tracks or ATS routes
Note.- Direct controller/pilot communications may
be desirable in certain areas, such as areas of known
convective weathel:
d) RNP 5 (or RNP 4 or better)
Spacing: 30.6 km (16.5 NM) in a unidirectional system
33.3 km (18 NM) in a bi-directional system;
Basis: Comparison to a high-density continental
reference system (VOR spacing) as described in
Attachment A; and
Minimum ATS requirements:
COM - Direct controller-pilot voice communications
or controller-pilot data link communications (CPDLC)
SUR - An ADS system in which an event contract
must be set that includes a lateral deviation event report
whenever a deviation from track centre line greater than
9.3 km (5 NM) occurs.
Other - Prior to implementation, a system verification
of sufficient duration and integrity shall be performed to
demonstrate that the maximum acceptable rate of lateral
deviations greater than or equal to 27.8 km (15 NM) will
not exceed those listed in Table B-1 and that the system
meets operational and technical requirements. The verification
should be conducted after the minimum navi-
　
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