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protected airspace along
VOR-defined routes
Note 1.— The material of this section has not been derived
by means of the collision-risk/target level of safety method.
Note 2.— The word “containment” as used in this section
is intended to indicate that the protected airspace provided
will contain the traffic for 95 per cent of the total flying time
(i.e. accumulated over all aircraft) for which the traffic
operates along the route in question. Where, for example
95 per cent containment is provided, it is implicit that for
5 per cent of the total flying time traffic will be outside the
protected airspace. It is not possible to quantify the maximum
distance which such traffic is likely to deviate beyond the
protected airspace.
3.1 For VOR-defined routes where radar is not used to
assist aircraft in remaining within the protected airspace, the
following guidance is provided. However, when the lateral
deviations of aircraft are being controlled with the aid of radar
monitoring, the size of the protected airspace required may be
reduced, as indicated by practical experience gained in the
airspace under consideration.
3.2 As a minimum, protection against activity in airspace
adjacent to the routes should provide 95 per cent containment.
3.3 The work described in Circular 120 indicates that a
VOR system performance based on the probability of 95 per
cent containment would require the following protected
airspace around the centre line of the route to allow for
possible deviations:
— VOR routes with 93 km (50 NM) or less between
VORs: ±7.4 km (4 NM);
— VOR routes with up to 278 km (150 NM) between
VORs: ±7.4 km (4 NM) up to 46 km (25 NM) from the
VOR then expanding protected airspace up to ±11.1 km
(6 NM) at 139 km (75 NM) from the VOR.
Annex 11 — Air Traffic Services Attachment A
1/11/01 ATT A-2
Figure A-1
3.4 If the appropriate ATS authority considers that a
better protection is required, e.g. because of the proximity of
prohibited, restricted or danger areas, climb or descent paths of
military aircraft, etc., it may decide that a higher level of
containment should be provided. For delineating the protected
airspace the following values should then be used:
— for segments with 93 km (50 NM) or less between
VORs, use the values in line A of the table below;
— for segments with more than 93 km (50 NM) and less
than 278 km (150 NM) between the VORs use the
values given in line A of the table up to 46 km (25 NM),
then expand linearly to the value given in line B at
139 km (75 NM) from the VOR.
For example, the protected area for a route of 222 km
(120 NM) between VORs and for which 99.5 per cent
containment is required should have the following shape:
Figure A-2
3.5 If two segments of a VOR-defined ATS route
intersect at an angle of more than 25 degrees, additional
protected airspace should be provided on the outside of the
turn and also on the inside of the turn as necessary. This
additional space is to act as a buffer for increased lateral
displacement of aircraft, observed in practice, during changes
of direction exceeding 25 degrees. The amount of airspace
added varies with the angle of intersection. The greater the
angle, the greater the additional airspace to be used. Guidance
is provided for protected airspace required at turns of no more
than 90 degrees. For the exceptional circumstances which
require an ATS route with a turn of more than 90 degrees,
States should ensure that adequate protected airspace is
provided on both the inside and outside of such turns.
3.6 The following examples have been synthesized from
the practices of two States which use templates to facilitate the
diagramming of airspace for planning purposes. Design of the
turning area templates took into account factors such as
aircraft speed, bank angle in turns, probable wind velocity,
position errors, pilot delays and an intercept angle of at least
30 degrees to achieve the new track, and provides at least
95 per cent containment.
3.7 A template was used to establish the additional
airspace required on the outside of turns to contain aircraft
executing turns of 30, 45, 60, 75 and 90 degrees. The
simplified figures below represent the outer limits of this
airspace with the fairing curves removed to allow easy
construction. In each case, the additional airspace is shown for
aircraft flying in the direction of the large arrow. Where routes
are used in both directions, the same additional airspace should
be provided on the other outside boundary.
　
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