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Annex 11 — Air Traffic Services Attachment A
1/11/01 ATT A-6
slower than 1.3 times their stall speed for any given
configuration. Because the stall speed rises with TAN(bank
angle), many operators try not to cruise below 1.4 times the
stall speed to protect against gusts or turbulence. For the same
reason, many transport aircraft fly at reduced maximum angles
of bank in cruise conditions. Hence, it can be assumed that the
highest bank angle which can be tolerated by all aircraft types
is in the order of 20 degrees.
7.4 By calculation, the radius of turn of an aircraft flying
at 1 400 km/h (750 kt) ground speed, with a bank angle of
20 degrees, is 22.51 NM (41.69 km). For purposes of
expediency, this has been reduced to 22.5 NM (41.6 km).
Following the same logic for the lower airspace, it is
considered that up to FL 200 (6 100 m) the maximum figures
to be encountered are a true airspeed of 740 km/h (400 kt),
with a tailwind of 370 km/h (200 kt). Keeping the maximum
bank angle of 20 degrees, and following the same formula, the
turn would be defined along a radius of 14.45 NM (26.76 km).
For expediency, this figure may be rounded up to 15 NM
(27.8 km).
7.5 Given the above, the most logical break point
between the two ground speed conditions is between FL 190
(5 800 m) and FL 200 (6 100 m). In order to encompass the
range of turn anticipation algorithms used in current flight
management systems (FMS) under all foreseeable conditions,
the turn radius at FL 200 and above should be defined as
22.5 NM (41.6 km) and at FL 190 and below as 15 NM
(27.8 km).
ANNEX 11 ATT B-1 12/81/111/0/012
No. 41
ATTACHMENT B. METHOD OF ESTABLISHING ATS ROUTES
FOR USE BY RNAV-EQUIPPED AIRCRAFT
(Paragraph 2.7.1 and Section 2.11 refer)
1. Introduction
1.1 This guidance material is the result of studies carried
out in several States. It also reflects the long existence of
RNAV criteria in several States. It must be noted that some of
the values contained herein have not been derived by means of
the collision-risk/target level of safety method. This is indicated
where applicable.
1.2 States are encouraged to keep ICAO fully informed of
the results of their application of the provisions of this
guidance material.
2. Operational applications of
RNAV routes based on RNP 4
2.1 General
2.1.1 This guidance material is meant for use on RNAV
routes that are established within the coverage area of
electronic navigation aids that will provide necessary updates
and guard against RNAV “blunder” errors.
2.1.2 Only those aircraft that have been granted airworthiness/
operational approval in accordance with Sections 5.5 and
5.6, Manual on Required Navigation Performance (RNP)
(Doc 9613) are to be afforded air traffic services on RNAV
routes developed in accordance with this material.
2.1.3 The use of RNAV equipment should be permitted
for navigation along ATS routes defined by VOR. Additionally,
RNAV routes may be provided where practicable and when
justified by the number of aircraft with RNAV capability. The
routes may be:
a) fixed RNAV routes;
b) contingency RNAV routes; and
c) random RNAV routings.
2.1.4 The navigational performance required of such
RNAV equipment envisages a level of navigational accuracy
for en-route purposes having a navigation performance equal
to or better than a track-keeping accuracy of ±11.1 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 ±7.4 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 VOR/DME, 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 11.1 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
　
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