The ICAO PBN Study Group (PBNSG) is working on the fifth edition of the PBN Maual (ICAO Doc 9613); the current addition was published in 2013.
The fifth edition of ICAO Doc 9613 is expected to introduce RNP Authorisation Required Departures and the AR chapter in Volume II will be re-titled 'RNP AR Operations'. In addition, there will be changes to the A-RNP specification and significant amplification on vertical navigation capabilities.
It is expected that a draft version of ICAO Doc 9613 Edition 5 could be available in 2020.
1. Only applies once 50 m (40 m, Cat H) obstacle clearance has been achieved after the start of climb.
2. RNAV 5 is an en-route navigation specification which may be used for the initial part of a STAR outside 30 NM and above MSA.
3. Optional — requires higher continuity.
4. There are two sections to the RNP APCH specification: Section A is enabled by GNSS and baro-VNAV, Section B is enabled by SBAS.
5. 0.3 NM lateral navigation accuracy is applicable to RNP APCH Section A. Different angular performance requirements are applicable to RNP APCH Section B only.
6. The RNP 0.3 specification is intended for helicopter operations.
7. Potential alert limit limitations beyond 30NM from the ARP and associated mitigations are described in Part C, Chapter 3 (Implementing RNP 1).
a. RF can be used for arrival, departure and instrument approach procedures excluding the final segment.
b. RF can be used with any segment of RNP AR APCH, or for RNP AR DP.
c. FRT can only be used for RNP ATS routes, excluding SIDs/STARs.
d. The parallel offset function is to be used for ATS routes, excluding SIDS/STARs. This is an available in-service capability within some aircraft and systems that perform RNAV and RNP applications. No functional requirements exist except for RNP 2 and Advanced RNP. Lacking a standard for aircraft and system, general use of the parallel offset capability is at the discretion of the operator and their operating procedures. The parallel offset function identified within A-RNP is specified in accordance with DO-236C/ED-75D and provides a basis for the specification of airspace and ATS routes.
e. RNAV holding capability exists in many in-service aircraft and systems. While the RNAV 5, RNAV 1 & 2, RNP 4 and RNP APCH navigation specifications acknowledge the availability of such capability on in-service aircraft, lacking a standard, general use of RNAV holding capability is at the discretion of the operator and their operating procedures. As a minimum, the pilot is expected to execute the RNAV holding pattern through pilot procedures and training. RNAV holding is a required capability for the A-RNP navigation specification only which provides for a specific means of functional compliance.
Do you want to leave?