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3.8 Figure A-3 illustrates the application of two segments
intersecting at a VOR, at an angle of 60 degrees.
Figure A-3
3.9 Figure A-4 illustrates the application for two
segments meeting at a VOR intersection at an angle of
60 degrees beyond the point where boundary splay is required
in order to comply with 3.3 and Figure A-1.
Percentage containment
95 96 97 98 99 99.5
A (km)
(NM)
±7.4
±4.0
±7.4
±4.0
±8.3
±4.5
±9.3
±5.0
±10.2
±5.5
±11.1
±6.0
B (km)
(NM)
±11.1
±6.0
±11.1
±6.0
±12.0
±6.5
±12.0
±6.5
±13.0
±7.0
±15.7
±8.5
Attachment A Annex 11 — Air Traffic Services
ATT A-3 1/11/01
Figure A-4
3.10 The following table outlines the distances to be used
in sample cases when providing additional protected airspace
for route segments at and below FL 450, intersecting at a VOR
or meeting at a VOR intersection not more than 139 km
(75 NM) from each VOR.
Note.— Refer to Figures A-3 and A-4.
3.11 Figure A-5 illustrates a method to construct the
required additional protected airspace on the inside of turns for
turns of 90 degrees or less:
Locate a point on the airway centre line, equal to the
radius of turn plus the along-track tolerance prior to the
nominal turning point.
From this point, drop a perpendicular line to intersect
the edge of the airway on the inside of the turn.
From this point on the inner edge of the airway,
construct a line to intersect the airway centre line
beyond the turn at an angle of half of the angle of turn.
The resulting triangle on the inside of the turn depicts
the additional airspace which should be protected for the
change of direction. For any turn of 90 degrees or less,
the extra space on the inside will serve for aircraft
approaching the turn from either direction.
Note 1.— Criteria for the calculation of the along-track
tolerance are contained in PANS-OPS (Doc 8168), Volume II,
Part III, Appendix to Chapter 31.
Note 2.— Guidance on the calculation of radius of turn is
provided in Section 7.
Figure A-5
3.12 For turns at VOR intersections, the principles of
construction for extra airspace on the inside of a turn as
described in 3.11 can be applied. Depending on the distance of
the intersection from one or both VORs, one or both airways
may have a splay at the intersection. Depending upon the
situation, the extra airspace may be inside, partially inside, or
outside of the 95 per cent containment. If the route is used in
both directions, the construction should be completed
separately for each direction.
3.13 Measured data for routes longer than 278 km
(150 NM) between VORs are not yet available. To determine
protected airspace beyond 139 km (75 NM) from the VOR, the
use of an angular value of the order of 5 degrees as
representing the probable system performance would appear
satisfactory. The following figure illustrates this application.
Figure A-6
Angle of
intersection 30° 45° 60° 75° 90°
VOR
*Distance “A” (km)
(NM)
5
3
9
5
13
7
17
9
21
11
*Distance “B” (km)
(NM)
46
25
62
34
73
40
86
46
92
50
Intersection
*Distance “A” (km)
(NM)
7
4
11
6
17
9
23
13
29
16
*Distance “B” (km)
(NM)
66
36
76
41
88
48
103
56
111
60
*Distances are rounded up to the next whole kilometre/nautical mile.
Note.— For behaviour of aircraft at turns, see Circular 120,
4.4.
Annex 11 — Air Traffic Services Attachment A
1/11/01 ATT A-4
4. Spacing of parallel routes
defined by VORs
Note.— The material of this section has been derived from
measured data using the collision-risk/target level of safety
method.
4.1 The collision risk calculation, performed with the data
of the European study mentioned in 1.1 indicates that, in the
type of environment investigated, the distance between route
centre lines (S in Figure A-7) for distances between VORs of
278 km (150 NM) or less should normally be a minimum of:
a) 33.3 km (18 NM) for parallel routes where the aircraft
　
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