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introduction of new equipment, systems or facilities, such as:
a) a reduced separation minimum to be applied within an
airspace or at an aerodrome;
b) a new operating procedure, including departure and
arrival procedures, to be applied within an airspace or
at an aerodrome;
c) a reorganization of the ATS route structure;
d) a resectorization of an airspace;
e) physical changes to the layout of runways and/or
taxiways at an aerodrome; and
f) implementation of new communications, surveillance
or other safety-significant systems and equipment,
including those providing new functionality and/or
capabilities.
Note 1.— A reduced separation minimum may refer to the
reduction of a horizontal separation minimum, including a
minimum based on required navigation performance (RNP), a
reduced vertical separation minimum of 300 m (1 000 ft)
between FL 290 and FL 410 inclusive (RVSM), the reduction
of a radar separation or a wake turbulence separation
minimum or reduction of minima between landing and/or
departing aircraft.
Note 2.— When, due to the nature of the change, the
acceptable level of safety cannot be expressed in quantitative
terms, the safety assessments may rely on operational
judgement.
2.6.1.2 Proposals shall be implemented only when the
assessment has shown that an acceptable level of safety will be
met.
2.6.2 Safety-significant factors
The safety assessment shall consider relevant all factors
determined to be safety-significant, including:
a) types of aircraft and their performance characteristics,
including aircraft navigation capabilities and navigation
performance;
b) traffic density and distribution;
2-4 Air Traffic Management (PANS-ATM)
1/11/01
c) airspace complexity, ATS route structure and
classification of the airspace;
d) aerodrome layout, including runway configurations,
runway lengths and taxiways configuration;
e) type of air-ground communications and time
parameters for communication dialogues, including
controller intervention capability;
f) type and capabilities of surveillance system, and the
availability of systems providing controller support and
alert functions; and
g) any significant local or regional weather phenomena.
Note 1.— See also Chapter 5, Section 5.11 concerning
reductions in separation minima.
Note 2.— Guidance material on methods of expressing and
assessing a safety level and on safety monitoring programmes
is contained in Annex 11, Attachment B, the Air Traffic
Services Planning Manual (Doc 9426), the Manual on
Implementation of a 300 m (1 000 ft) Vertical Separation
Minimum Between FL 290 and FL 410 Inclusive (Doc 9574),
the Manual on Required Navigation Performance (RNP)
(Doc 9613) and the Manual on Airspace Planning
Methodology for the Determination of Separation Minima
(Doc 9689).
2.7 SAFETY-ENHANCING MEASURES
2.7.1 Any actual or potential hazard related to the
provision of ATS within an airspace or at an aerodrome,
whether identified through an ATS safety management activity
or by any other means, shall be assessed and classified by the
appropriate ATS authority for its risk acceptability.
2.7.2 Except when the risk can be classified as
acceptable, the ATS authority concerned shall, as a matter of
priority and as far as practicable, implement appropriate
measures to eliminate the risk or reduce the risk to a level that
is acceptable.
2.7.3 If it becomes apparent that the level of safety
applicable to an airspace or an aerodrome is not, or may not
be achieved, the appropriate ATS authority shall, as a matter of
priority and as far as practicable, implement appropriate
remedial measures.
2.7.4 Implementation of any remedial measure shall be
followed by an evaluation of the effectiveness of the measure
in eliminating or mitigating a risk.
PANS-ATM 3-1 1/11/01
CHAPTER 3. ATS SYSTEM CAPACITY AND
AIR TRAFFIC FLOW MANAGEMENT
3.1 CAPACITY MANAGEMENT
3.1.1 General
3.1.1.1 The capacity of an ATS system depends on many
factors, including the ATS route structure, the navigation
accuracy of the aircraft using the airspace, weather related
factors, and controller workload. Every effort should be made
to provide sufficient capacity to cater to both normal and peak
traffic levels; however, in implementing any measures to
increase capacity, the responsible ATS authority shall ensure,
in accordance with the procedures specified in Chapter 2, that
safety levels are not jeopardized.
3.1.1.2 The number of aircraft provided with an ATC
　
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