INTERNATIONAL CIVIL AVIATION ORGANIZATION

PBN Airspace Concept

ATS requirements

Victor Hernandez
RO ATM/SAR
ICAO North America, Central America and Caribbean
Regional Office

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 Gate to Gate concept
Phases of flight (Doc 9854)

DCB
AOM

TS

Planning
Ramp
AUO Ramp
Cruise Collection

Landing
Surface
departures Departure SDM CM AO Surface
arrival

COMMUNICATION (COM) - NAVIGATION (NAV) - SURVEILLANCE (SUR)

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2
FIR

UTA CLASS “A”

FL195

TMA CLASS D

CTA CLASS E
CTA
CLASS E

CTR CLASS G
CTR
CTR

GND

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GOLDEN RULES

Main Traffic Flows

• International
• Domestic

Airspace Volumes protect the IFR Flight paths.

Designed AFTER the routes have been designed.

Routes should not be designed so as to fit into pre-existing

Airspace Volumes.

Only delineate as much airspace volume as needed.

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Global Traffic Flows

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Main Traffic Flows in NAM/CAR/SAM Regions

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PBN, regional implementation

 RNAV Routes application since 1950`s

 RNAV Route Implementation Program began in 1999

 Parties involved: States, Airlines, IATA and ICAO

 85% of the fleet has RNAV capabilities

 2000- 2010, more than 80 RNAV routes implemented

 2011- 2013, additional 15 RNAV routes implemented

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Regional
ATS route
Network

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WATRS Plus Project = RNP 10

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Gulf of Mexico Project = RNP 10

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10
Next?

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MANUAL ON THE USE OF PBN IN
AIRSPACE DESIGN Doc 9992

Iterations with
PANS-OPS Design Routes & Holds
3 2 1 2 3 Iterations

Design Structures & Sectors

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Doc 4444
TMA - terminal control area
A control area normally established at
the confluence of ATS routes in the
vicinity of one or more major
aerodromes.

Terminal area surrounds an airport, En-route

and it is an airspace within which air
traffic control service is provided.

Such airspace predominantly contains

traffic operating along Terminal TMA
Routes.

The above description is aimed at

including TMA, CTA, CTR, ATZ airspace CTR
classification or any other
nomenclature used to describe the
airspace around an airport.

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 Link between airspace design & PBN

 Separation minima

 Configuration/proximity of ATS Routes (including

SIDs, STARs and IFP) for an airspace organisation.

 Determined, but not exclusively, by

• area navigation system performance stipulated in
the Navigation Specification (required for Accuracy
operation in an airspace). Integrity
Continuity

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Lessons
Airspace redesign due to complex
airspaces, traffic grow and enhanced
aircraft capabilities
ToD in multiple sectors?

Apply Airspace Organization and Idle Descents

Management (AOM) principles
Possible sector
point-outs?

Improve airspace classification, ATM Departure flow conflicts?

separations, procedures, vectoring
Geometric Descents

Reinforce PBN Training – specially for

pilots and ATCOs

Day by day operational application

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15
Evolution of functions

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ATC Sectorisation

Upper ACC Sectors Upper ACC Sectors

ACC S1 ACC S2 ACC S3

ACC Lower

APP W
APP APP E

GEOGRAPHIC FUNCTIONAL

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Annex 11, ATS Airspace Classes
Services provided and flight requirements
Subject
Type Separation Radio communication to an
Class Service provided Speed limitation* ATC
of flight provided requirement
clearance

A IFR only All aircraft Air traffic control service Not applicable Continuous two-way Yes
IFR All aircraft Air traffic control service Not applicable Continuous two-way Yes
B
VFR All aircraft Air traffic control service Not applicable Continuous two-way Yes
IFR IFR from IFR IFR from VFR Air traffic control service Not applicable Continuous two-way Yes
1) Air traffic control service for
separation from IFR;
C 2) VFR/VFR traffic information 250 kt IAS below
VFR VFR from IFR Continuous two-way Yes
(and traffic avoidance advice on 3 050 m (10 000 ft) AMSL
request)

Air traffic control service, traffic

information about VFR flights
250 kt IAS below
IFR IFR from IFR (and traffic avoidance advice on Continuous two-way Yes
3 050 m (10 000 ft) AMSL
request)
D
IFR/IFR and VFR/VFR traffic
information (and traffic 250 kt IAS below
VFR Nil Continuous two-way Yes
avoidance advice on request) 3 050 m (10 000 ft) AMSL

Air traffic control service and, as

far as practical, traffic 250 kt IAS below
IFR IFR from IFR Continuous two-way Yes
information about VFR flights 3 050 m (10 000 ft) AMSL
E
Traffic information as far as
250 kt IAS below
VFR Nil practical No No
3 050 m (10 000 ft) AMSL

Air traffic advisory service; flight

250 kt IAS below
IFR IFR from IFR as far as practical information service Continuous two-way No
3 050 m (10 000 ft) AMSL
F
250 kt IAS below
VFR Nil Flight information service 3 050 m (10 000 ft) AMSL No No

250 kt IAS below

IFR Nil Flight information service 3 050 m (10 000 ft) AMSL Continuous two-way No

G 250 kt IAS below

VFR Nil Flight information service 3 050 m (10 000 ft) AMSL No No
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* When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft.
ATS Communication

• Radiotelephony and/or data link shall be used in air-ground

communications for ATS purposes

• Doc 9869, RCP type associated to ATM function

RCP type Transaction Continuity Availability Integrity
time (sec) (probability/ (probability/ (acceptable
flight hour) flight hour) rate/flight
hour)
RCP 10 10 0.999 0.9999 10-5

RCP 60 60 0.999 0.9999 10-5

RCP 120 120 0.999 0.9999 10-5

RCP 240 240 0.999 0.999 10-5

0.9999 *
RCP 400 400 0.999 0.999 10-5

*Support decision processes to ensure Safety or Efficiency objectives

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