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on the routes fly in opposite direction; and
b) 30.6 km (16.5 NM) for parallel routes where the aircraft
on the two routes fly in the same direction.
Figure A-7
Note.— Two route segments are considered parallel when:
— they have about the same orientation, i.e. the angular
difference does not exceed 10 degrees;
— they are not intersecting, i.e. another form of separation
must exist at a defined distance from the intersection;
— traffic on each route is independent of traffic on the
other route, i.e. it does not lead to restrictions on the
other route.
4.2 This spacing of parallel routes assumes:
a) aircraft may either during climb or descent or during
level flight be at the same flight levels on the two routes;
b) traffic densities of 25 000 to 50 000 flights per busy
two-month period;
c) VOR transmissions which are regularly flight checked
in accordance with Doc 8071 — Manual on Testing of
Radio Navigation Aids, Volume I, and have been found
to be satisfactory in accordance with the procedures in
that document for navigational purposes on the defined
routes; and
d) no real-time radar monitoring or control of the lateral
deviations is exercised.
4.3 Preliminary work indicates that, in the circumstances
described in a) to c) below, it may be possible to reduce the
minimum distance between routes. However, the figures given
have not been precisely calculated and in each case a detailed
study of the particular circumstances is essential:
a) if the aircraft on adjacent routes are not assigned the
same flight levels, the distance between the routes may
be reduced; the magnitude of the reduction will depend
on the vertical separation between aircraft on the
adjacent tracks and on the percentage of climbing and
descending traffic, but is not likely to be more than
5.6 km (3 NM);
b) if the traffic characteristics differ significantly from
those contained in Circular 120, the minima contained in
4.1 may require adjustment. For example, for traffic
densities of about 10 000 flights per busy two-month
period a reduction of 900 to 1 850 m (0.5 to 1.0 NM)
may be possible;
c) the relative locations of the VORs defining the two
tracks and the distance between the VORs will have an
effect on the spacing, but this has not been quantified.
4.4 Application of radar monitoring and control of the
lateral deviations of the aircraft may have a large effect on the
minimum allowable distance between routes. Studies on the
effect of radar monitoring indicate that:
— further work is necessary before a fully satisfactory
mathematical model can be developed;
— any reduction of separation is closely related to:
— traffic (volume, characteristics);
— radar coverage and processing, availability of an
automatic alarm;
— monitoring continuity;
— sector workload; and
— radiotelephony quality.
According to these studies and taking into account the
experience some States have accumulated over many years
with parallel route systems under continuous radar control, it
can be expected that a reduction to the order of 15 to 18.5 km
(8 to 10 NM), but most probably not less than 13 km (7 NM),
may be possible as long as radar monitoring workload is not
increased substantially by that reduction. Actual operations of
such systems using reduced lateral spacing have shown that:
— it is very important to define and publish change-over
points (see also 6);
Attachment A Annex 11 — Air Traffic Services
ATT A-5 1/11/01
— large turns should be avoided when possible; and
— where large turns cannot be avoided, required turn
profiles should be defined for turns larger than 20
degrees.
Even where the probability of total radar failure is very small,
procedures to cover that case should be considered.
5. Spacing of adjacent VOR-defined
routes that are not parallel
Note 1.— The material of this section is intended to provide
guidance for situations where non-intersecting VOR-defined
routes are adjacent and have an angular difference exceeding
10 degrees.
Note 2.— The material of this section has not been derived
by means of the collision-risk/target level of safety method.
5.1 For adjacent non-intersecting VOR-defined routes
that are not parallel, the collision-risk/target level of safety
method is not, at its present state of development, fully
appropriate. For this reason use should be made of the material
in 3.
5.2 The protected airspace between such routes should
　
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