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-the reduction of separation on final approach to 2.5 NM -reduction of spacing between runway centrelines for independent IFR parallel operations; and
-reduced diagonal separation for dependent IFR runway operations should be pursued...”.
Paradoxically as sector workload increases a point is reached where controllers are unable to apply “tight” separation, since the sector workload does not permit aircraft flying at, or close to, the radar separation minima, being given the continuous level of attention which safe application of such separation distances demand. This effect, at times of high traffic loading, leads to the use of significantly increased separation distances between aircraft. Individual sector capacity is not determined, solely, by the approved radar separation minima. Additional factors may include the complexity of the airspace structure, consequential routine conflicts between aircraft where standard routes cross or converge, the traffic density and the communications workload.
A distinction must also be made between the radar separation minimum as authorised by the appropriate National ATS authority and the actual separation that is applied by the controller, which is dependent on circumstances at a given time.
To authorise a particular radar separation minimum, within a specific airspace, it is necessary to determine the risk of failure of each sub-system element which contributes to the continuous availability of accurate, displayed radar data, so as to calculate that the risk of collision per flight hour is acceptably low and is equal to, or better than, the Target Level of Safety (TLS) adopted and approved by the appropriate ATS authority.
2. STRUCTURE OF THE DOCUMENT
Section 1, the Introduction, provides the reader with the required background knowledge in respect of the function of Air Traffic Control, the current use of radar separation values and the ECAC Objective to harmonise radar separation values as a means to improve ATC capacity and efficiency.
Section 3 defines the purpose and status of the document and proposes how it is to be used by National Administrations.
Section 4 addresses the scope of the document in respect to the geographical and operational areas of application, the radar environments and the criteria used for radar separation value assessment.
Section 5 identifies the criteria to support 5NM/10NM radar separation minima from respectively, safety, technical and operational perspectives.
Section 6 describes the criteria to support 3 NM radar separation in high complexity TMAs and 2.5 NM on final approach.
Section 7 provides information with respect to communication facility properties.
Section 8 translates the previously identified criteria into applicability tables for both the implementation of 5NM/10NM radar separation minima in the en-route phase of the flight and 3NM/2.5NM in TMAs or the final approach track respectively.
Radar separation in the ECAC area is conducted in accordance with the ICAO regulations and recommendations governing the use of radar, as contained in:
.  
ICAO PANS RAC Doc. 4444

.  
ICAO Doc. 7030, EUR SUPPS

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ICAO Doc. 9426, Air Traffic Services planning manual

.  
EUROCONTROL Standard Document entitled “Radar Surveillance in En-Route and Major TMAs” (in more recent documents the term Major TMA is replaced by High Complexity TMA)

The part of the ECAC and ICAO documents relevant to the utilisation of radar separation have been extracted and copied in Annex 1 Example methodologies used by States today for mono and multi-radar environments to support a given radar separation minima can be found at Annex 2, and the methodologies used for implementing the minimum radar separation in TMAs and on Final Approach tracks is set out in Annex 3.
3. PURPOSE OF THE DOCUMENT
During the development and subsequent implementation of the ECAC Objective, as part of EATCHIP, it became apparent that the various associated operational requirements and technical functions are Deliverables identified within the several different EATCHIP Domains and CIP Objectives.
　
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