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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
not be less than that which will provide, without overlap, the
99.5 per cent containment values given in the table in 3.4 (see
example in Figure A-8).
5.3 Where there is an angular difference of more than
25 degrees between route segments, additional protected
airspace, as indicated in 3.5 to 3.10, should be provided.
Figure A-8
6. Change-over points for VORs
6.1 When considering the establishment of points for
changeover from one VOR to another for primary navigational
guidance on VOR-defined ATS routes, States should bear in
mind that:
a) the establishment of change-over points should be made
on the basis of performance of the VOR stations
concerned, including an evaluation of the interference
protection criteria. The process should be verified by
flight checking (see Doc 8071, Volume I, Part II);
b) where frequency protection is critical, flight inspection
should be undertaken at the highest altitudes to which
the facility is protected.
6.2 Nothing in 6.1 should be interpreted as placing a
restriction on the service ranges of VOR installations meeting
the specifications in Annex 10, Volume I, 3.3.
7. Calculation of radius of turn
7.1 The method used to calculate turn radii and the turn
radii indicated below are applicable to aircraft performing a
constant radius turn. The material has been derived from the
turn performance criteria developed for RNP 1 ATS routes and
can be used in the construction of the required additional
protected airspace on the inside of turns also for ATS routes
other than those defined by VOR.
7.2 Turn performance is dependent on two parameters —
ground speed and bank angle. Due to the effect of the wind
component changing with the change of heading, the ground
speed and hence bank angle will change during a constant
radius turn. However, for turns not greater than approximately
90 degrees and for the speed values considered below, the
following formula can be used to calculate the achievable
constant radius of turn, where the ground speed is the sum of
the true airspeed and the wind speed:
7.3 The greater the ground speed, the greater will be the
required bank angle. To ensure that the turn radius is representative
for all foreseeable conditions, it is necessary to consider
extreme parameters. A true airspeed of 1 020 km/h (550 kt) is
considered probably the greatest to be encountered in the
upper levels. Combined with maximum anticipated wind
speeds in the medium and upper flight levels of 370 km/h
(200 kt) [99.5 per cent values based on meteorological data],
a maximum ground speed of 1 400 km/h (750 kt) should be
considered. Maximum bank angle is very much a function of
individual aircraft. Aircraft with high wing loadings flying at
or near their maximum flight level are highly intolerant of
extreme angles. Most transport aircraft are certified to fly no
Radius of turn = (Ground speed)2
Constant ‘G’ * TAN(bank angle)
　
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