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FRANCE
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“The methodology used to approve 3NM radar separation is the same as for 5NM radar separation. Therefore no changes are necessary.”
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ANNEX 3 Attachment B
Airport Frankfurt
Operational procedures to implement 2.5 NM radar separation on final approach
For approaches to the parallel runways 07/25, the minimum radar separation on final approach between outer marker and runway threshold is only 2.5 NM (instead of 3 NM) if the following conditions are fulfilled:
a)  The weight category of the preceding aircraft is lower or the same as the one of the succeeding aircraft; aircraft of category HEAVY including B 757 are not permitted as preceding aircraft;
b)  The turn-off taxiways of the landing runway are visible from the control tower.
c)  The landing runway is dry;
d)  Compliance with the applicable separation minima is monitored by radar.
Reduced separation minima may also be applied to staggered approaches to parallel runways. In these cases, conditions b) and c) do not have to be fulfilled.
Arriving aircraft may be separated by less than the required radar separation minima, if they have been cleared for the parallel runway and if they have the preceding aircraft in sight.
ANNEX 3 Attachment C
EXAMPLE OF CONDITIONS FOR APPLYING 2.5 NM RADAR SEPARATION ON
THE FINAL APPROACH TRACK AT HEATHROW AIRPORT

1. Introduction - Operational Conditions
Day only
Weather criteria 10 km and cloud ceiling of 1 500 ft.
A headwind component of approximately 10 knots
Runway should be dry.

2. Objective
The use of such 2.5 NM radar separation will provide the ability to:
a) In suitable weather, increase the tactically declared landing rate to alleviate delays (It is not intended to use it to increase the strategic capacity declaration).
b) Maintain a high landing rate in conditions of strong headwinds so that tactical capacity is not adversely affected.
3. Procedure
It is recognised and accepted that 2.5 NM final approach spacing will start to reduce when the first aircraft passes 4NM DME.
The Air Arrivals Controller will be the final arbiter as to the acceptance of the reduced separation. Under normal circumstances it will be Heathrow Aerodrome Supervisor that requests the commencement of the trial to the Heathrow GS. Should TC wish to start the trial co-ordination should take place between the GS and ADC supervisor. It is stressed that final authority for commencement remains with Air Arrivals. As with existing practices the factors to be taken into account are the prevailing surface winds, the wind on final approach and the time taken for aircraft to safely vacate the runway.
For the purposes of this procedure, control responsibility for inbound aircraft is deemed to be transferred to Aerodrome Control at 4 DME.  The weather criteria selected for the procedure will allow aircraft at 4 DME to be visual to the Air Arrivals Controller. Even when the reported weather conditions are equal to or better than stated criteria, the air controller must ensure that aircraft are clearly and continuously visible on final from 4 NM.  Control of the aircraft at 4 DME or less will be in accordance with reduced separation in the vicinity of the airfield.
Responsibility for separation for any aircraft outside 4 NM DME will rest with TC. Although aircraft may have established communications with Air Arrivals, TC will initiate any action considered necessary.
Should any action be taken by the Air Arrivals Controller to traffic inside 4 DME, which may affect the separation of a following aircraft outside 4 NM DME, then TC FIN must be notified of the action taken.
4  Monitoring
It is essential that there is no doubt as to whether the procedure is active at any moment. A captioned FPS (flight progress strip) holder is provided and must be displayed when 2.5 NM spacing is in operation. Periods of use must also be recorded on the daily occurrence report form. The proforma requires information on start and finish times, the general wind during the period, reason for cessation of the procedure and also reasons for refusing the procedure if either TC or Heathrow wished to commence. In addition, missed approaches are to be recorded on the daily occurrence report - whether this procedure is in use or not.
　
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