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consideration. If the system is not identical to one of the four
cases described in Table B-1, the planner should conservatively
interpolate between the cases by taking from the two
cases that resemble the system, the one with the lower lateral
deviation rate. Next, select from the first column, the value of
system lateral occupancy that the system is not expected to
exceed over the planning horizon. By reading the table at the
row and column selected, the airspace planner obtains the
value of the lateral deviation rate that should not be exceeded
in the system to meet the TLS of 5 × 10–9 fatal accidents per
flight hour.
Annex 11 — Air Traffic Services Attachment B
12/81/111//0012 ATT B-4
No. 41
Note 2.— Lateral deviations that should be considered for
the purposes of assessing the system safety are any deviation
from track of a magnitude greater than or equal to 27.8 km
(15 NM) which are not associated with the execution of an
approved contingency procedure.
Note 3.— Procedures pertaining to the use of ADS
and CPDLC are contained in the PANS-ATM (Doc 4444),
Chapters 13 and 14, respectively. Criteria for CPDLC and
ADS should be established by an appropriate safety
assessment. Information on safety assessments is contained in
the Manual on Airspace Planning Methodology for the
Determination of Separation Minima (Doc 9689).
Note 4.— This spacing was developed for applicability in
remote and/or oceanic airspace where an appropriate VOR
infrastructure is not available.
Note 5.— In this material, lateral occupancy means a
number equal to twice the number of laterally proximate pairs
of aircraft divided by the total number of aircraft. A detailed
explanation of the terms used in collision risk modelling is
contained in the Air Traffic Services Planning Manual
(Doc 9426), Part II, Chapter 4, Appendices A and C.
3.4.2 For radar environments:
a) RNP 4
Spacing: 14.8-22.2 km (8-12 NM);
Basis: Comparison to a reference system — containment
areas, determined in accordance with 2.2.1, do not
overlap; and
Minimum ATS requirements:
NAV — All aircraft need at least RNP type 4 approval
appropriate for the routes/tracks to be flown, and the
NAVAID infrastructure must be provided sufficient to
support RNP 4 operations
COM — Direct VHF controller/pilot voice communications
SUR — Radar which meets existing standards
Other — System safety, including controller workload,
must be evaluated.
b) RNP 5
Spacing: 18.5-27.8 km (10-15 NM);
Basis: Comparison to a reference system — containment
areas, adapted from the provisions of 2.2.1 above to
reflect RNP 5, do not overlap; and
Minimum ATS requirements:
NAV — All aircraft need at least RNP type 5
appropriate for the routes/tracks to be flown, and the
NAVAID infrastructure must be provided sufficient to
support RNP 5 operations
COM — Direct VHF controller/pilot voice communications
SUR — Radar which meets existing standards
Other — System safety, including controller workload,
must be evaluated.
28/11/02
Attachment B Annex 11 — Air Traffic Services
ATT B-5 12/81/111/0/012
No. 41
Table B-1. Maximum acceptable rates of lateral deviations
greater than or equal to 27.8 km (15 NM)
Maximum expected
route system lateral
occupancy
Rate for two
same-direction routes
Rate for four
same-direction routes
Rate for seven
same-direction routes
Rate for two
opposite-direction routes
0.1 1.99 × 10-4 1.75 × 10-4 1.52 × 10-4 3.14 × 10-5
0.2 1.06 × 10-4 9.39 × 10-5 8.27 × 10-5 2.23 × 10-5
0.3 7.50 × 10-5 6.70 × 10-5 5.95 × 10-5 1.92 × 10-5
0.4 5.95 × 10-5 5.35 × 10-5 4.79 × 10-5 1.77 × 10-5
0.5 5.03 × 10-5 4.55 × 10-5 4.10 × 10-5 1.68 × 10-5
0.6 4.41 × 10-5 4.01 × 10-5 3.64 × 10-5 1.62 × 10-5
0.7 3.97 × 10-5 3.62 × 10-5 3.30 × 10-5 1.58 × 10-5
0.8 3.64 × 10-5 3.34 × 10-5 3.06 × 10-5 1.55 × 10-5
0.9 3.38 × 10-5 3.11 × 10-5 2.86 × 10-5 1.52 × 10-5
1.0 3.17 × 10-5 2.93 × 10-5 2.71 × 10-5 1.50 × 10-5
1.1 3.00 × 10-5 2.79 × 10-5 2.58 × 10-5 1.48 × 10-5
1.2 2.86 × 10-5 2.66 × 10-5 2.48 × 10-5 1.47 × 10-5
1.3 2.74 × 10-5 2.56 × 10-5 2.39 × 10-5 1.46 × 10-5
1.4 2.64 × 10-5 2.47 × 10-5 2.31 × 10-5 1.45 × 10-5
　
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