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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.
f 5 7 I km (I NM) 9 3 L,,, (5 NMI 7ILm(4LIMI 7
YO R VOR
46 km (25 NM)
I , l l I kn (6 NMl 13 4 k n (7 I5 NM) I I I km (6 NU)
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 11);
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:
Radius of turn = (Ground speed)'
Constant 'G' * TAN(bank angle)
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
" 16 NU, speeds in the medium and uppcr. flight Icvcls of 370 knl/h
(200 kt) [99.5 per cent values based on meteorological data],
a maximum ground speed of 1 400 kmlh (750 kt) should be
considered. Maximum bank angle is very much a function of
individual aircraft. Aircraft with high wing loadings flying at
Figure A-8
or near their maximum flight level are highly intolerant of
extreme angles. Most transport aircraft are certified to fly no
ATT A-5 1/11/01
Annex 11 - Air Traffic Services
slower than 1.3 times their stall speed for any given
configuration. Because the stall speed rises with TAN(bank
angle), many operators try not to cruise below 1.4 times the
stall speed to protect against gusts or turbulence. For the same
reason. many transport aircraft fly at reduced maximum angles
of bank in cruise conditions. Hence, it can be assumed that the
highest bank angle which can be tolerated by all aircraft types
is in the order of 20 degrees.
7.4 By calculation, the radius of turn of an aircraft flying
at 1400 kmlh (750 kt) ground speed, with a bank angle of
20 degrees, is 22.51 NM (41.69 km). For purposes of
expediency, this has heen reduced to 22.5 NM (41.6 km).
Following the same logic for the lower airspace, it is
considered that up to FL 200 (6 100 m) the maximum figures
to be encountered are a true airspeed of 740 kmlh (400 kt),
with a tailwind of 370 k d h (200 kt). Keeping the maximum
bank angle of 20 degrees, and following the same formula, the
turn would be defined along a radius of 14.45 NM (26.76 km).
For expediency, this figure may be rounded up to 15 NM
(27.8 km).
7.5 Given the above, the most logical break potkt
between the two ground speed conditions is between FL 180
(5 800 m) and FL 200 (6 100 m). In order to encompass tbe
range of turn anticipation algorithms used in current flight
management systems (FMS) under all foreseeable conditioh,
the turn radius at FL 200 and above should be defined as
22.5 NM (41.6 km) and at FL 190 and below as 15 NM
　
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