Navigating Asia-Pacific with Regional Navigation Mandates and Compliance Tips

The Asia–Pacific region is undergoing a rapid transformation in airspace management, becoming one of the most advanced and regulated aviation environments globally. With national initiatives, countries are actively implementing the operational impact of Performance-Based Navigation (PBN) frameworks to enhance safety, capacity, and route efficiency.

 

Under ICAO’s PBN concept, reliance on traditional ground-based navigation aids is being phased out in favor of satellite-based RNAV (Area Navigation) and RNP (Required Navigation Performance) specifications. While RNAV specifications such as RNAV-5 or RNAV-1 require a specific lateral accuracy (±5 NM or ±1 NM) 95% of the time, RNP specifications add a critical layer—onboard performance monitoring and alerting—making them more robust in complex or constrained airspace.

Navigation and Surveillance Mandates in the Asia-Pacific

The Asia–Pacific region is actively modernizing its airspace with performance-based navigation (PBN), surveillance, and datalink requirements. Below is a structured overview for key countries to help flight operators better plan and remain compliant.

China

China has aligned its modernization with ICAO’s global PBN framework. Its PBN roadmap requires:

 

• RNP-10 or RNP-4 for oceanic segments crossing into or out of Chinese FIRs.
• RNAV-1 and RNAV-2 specifications along high-density domestic corridors.
• Increasing implementation of RNAV SIDs/STARs at major airports.
• Use of RNP-AR approaches at complex airports, such as Lhasa Gonggar Airport (LXA), where LOAs (Letters of Authorization) are specifically required due to high terrain and performance constraints.

 

ADS-B Mandates:

Mainland China is gradually integrating ADS-B, though full nationwide enforcement remains staggered. Operators must verify local NOTAMs and regional AIP Supplements when planning within Chinese FIRs.

India

India’s airspace modernization is driven by the FIANS PBN implementation strategy. Notable requirements include:

 

• RNP-4 is required over Bay of Bengal and Arabian Sea routes, particularly on upper-level RNAV tracks.
• For reduced longitudinal separation (30 NM), aircraft must be equipped with ADS-C and CPDLC.
• ADS-C is not universally required — it is only mandatory if requesting reduced separation on designated oceanic tracks.
• RNAV-1 and RNAV-5 are increasingly used on domestic Standard Instrument Departure (SIDs), Standard Terminal Arrival (STARs), and enroute segments within Indian FIRs.

 

Compliance Tip:

Operators must ensure FANS-1/A capabilities are active and properly coded in flight planning if seeking separation minima. Otherwise, standard (larger) separation will apply.

Japan

Under the CARATS initiative, Japan has extensively deployed:

 

• RNAV-1 on SIDs/STARs at major airports (e.g., Haneda Airport (RJTT), Narita International Airport (RJAA)).
• Transition to RNP-1 and RNP-AR at airports near complex terrain.
• RNAV-5 for enroute structures within Japanese FIRs.

 

Surveillance Requirements:

ADS-B is being integrated into the national surveillance system, especially for upper-level domestic traffic. While not currently enforced across all airspace, Japan is preparing for regional compliance with ICAO’s global mandates.

Singapore

Singapore is one of the earliest adopters of modern surveillance standards in the Asia-Pacific. Key mandates include:

 

• ADS-B Out is mandatory for all IFR aircraft above FL290 within the Singapore FIR since 2014.
• RNAV-1 and RNAV-5 are widely implemented on SID/STARs and high-density airways.
• Selected RNP-AR approaches are used at Changi (SIN) and Seletar (XSP) airports, subject to operator-specific approvals.

 

Note for Operators:

ADS-B must be DO-260 compliant and verified via transponder testing prior to entering the FIR.

Indonesia

Indonesia mandates:

• ADS-B Out for all IFR aircraft at or above FL290 in both Jakarta and Ujung Pandang FIRs (since January 2018).
• Broad deployment of RNAV-1/RNAV-2 on terminal procedures and RNAV-5 for enroute operations.

 

Oceanic Sectors:

• CPDLC and ADS-C are expected for oceanic routings, especially in coordination with adjacent FIRs (such as Brisbane FIR).

 

However, these are not strictly enforced unless the operator requests reduced separation (e.g., 30 NM longitudinal spacing).

Taiwan

The Taiwan Civil Aeronautics Administration (CAA) mandates:

 

• ADS-B Out (DO-260 compliant) on selected routes, such as B576 and B591, for flights above FL290.
• Since January 2017, all aircraft operating in the Taipei FIR above FL290 must be ADS-B compliant.

 

Navigation Compliance:

Operators should ensure RNAV/RNP eligibility is documented and the relevant PBN codes (e.g., RNP4, RNAV5) are included in Field 18 of the ICAO flight plan.

Hong Kong (Greater China FIR)

Hong Kong implemented:

 

• ADS-B Out requirement for all IFR aircraft above FL290, enforced since late 2014.
• FIR-wide integration of PBN routes, especially RNAV-1 and RNAV-5.

 

Operational Note:

Operators must ensure their aircraft ADS-B Out system is compliant and properly coded with Mode-S, and GNSS-sourced positional data.

Australia

Australia leads the region in systematic surveillance and navigation upgrades:

 

ADS-B Out is mandatory for:

• All IFR aircraft first registered on or after February 6, 2014.
• All legacy IFR aircraft must be retrofitted by February 2017.
• Coverage applies to all airspace at or above FL290, including remote continental and oceanic FIRs.

 

Australia also supports extensive RNAV-1 and RNAV-2 coverage on terminal and enroute segments.

 

Procedural Advice:

Operators must confirm ADS-B Mode S transponder settings, GNSS connectivity, and flight plan declarations are valid and verified. ADS-B derived traffic is used extensively by ATC, and non-compliance may restrict routing or clearance.

General Notes for Oceanic and Remote Regions

For any aircraft operating in oceanic or remote airspace across the Asia-Pacific (e.g., FIRs covering Bay of Bengal, South China Sea, or Pacific corridors):

 

• RNP-4 is typically mandated.
• FANS-1/A capability (ADS-C + CPDLC) is required for 30 NM longitudinal separation.
• ADS-C contracts must support periodic position reporting (~12 minutes), while CPDLC must meet RCP-240 standards.
• HF radio remains essential as a backup.

 

If operators do not meet these standards, they must file for alternate routing or accept increased separation (typically 50 NM or greater), which impacts flight efficiency.

FAQs

1. How do I determine which navigation specifications (e.g., RNAV, RNP) apply to my Asia-Pacific route?

Check the published route structure and AIP for each FIR along your planned route. Routes will indicate required NavSpecs (e.g., RNAV-1, RNP-4). Then, verify your aircraft’s navigation approvals match those specs, and file the correct PBN codes (Field 18) in the ICAO flight plan.

2. Do I need CPDLC and ADS-C for all flights over water in the Asia-Pacific region?

Only certain oceanic routes (e.g., Bay of Bengal, South China Sea, Pacific crossings) require FANS-1/A with CPDLC and ADS-C. These are typically linked to RNP-4 routes requiring 30 NM separation. Always verify route-specific requirements before dispatch.

3. What is the risk of flying without ADS-B in a region where it is mandated (e.g., Singapore FIR)?

You may be denied routing above FL290 or forced to reroute entirely. Non-compliant aircraft often face delays, increased fuel costs, or rejection of flight plans. ADS-B compliance is strictly enforced in FIRs like Singapore, Indonesia, Australia, and Taiwan.

4. How can we confirm if our aircraft’s ADS-B Out is compliant?

Check that your Mode S transponder supports DO-260/260A/260B, is correctly configured with GNSS input, and that the ICAO 24-bit address matches what’s filed in the flight plan. Compliance should be documented in the aircraft’s MEL and maintenance records.

5. Are RNAV SIDs and STARs mandatory at all major Asia-Pacific airports?

Most major airports in countries like Japan, Singapore, and Australia now publish RNAV-1 SIDs/STARs as primary procedures. If your aircraft is not approved for RNAV-1, you may need to request alternative routing and risk delayed sequencing or denied access.

 

Seamless navigation through Asia-Pacific’s evolving airspace begins with expert planning. Just Aviation delivers tailored flight support that aligns your operations with each region’s specific navigation, ADS-B, and datalink mandates. From FIR-specific compliance to optimized route approvals, we ensure your aircraft meets every requirement—efficiently and confidently. With Just Aviation, regulatory clarity and operational readiness are always within reach.