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requirements of Doc 8071 — Manual on Testing of Radio
Navigation Aids, Volume I. Any additional factors, such as
those due to particular operational requirements, frequency of
aircraft passings or information available regarding the actual
track-keeping performance of aircraft within a given portion of
airspace should be taken into account.
1.3 Attention is also invited to the basic assumptions in
4.2 and to the fact that the values given in 4.1 represent a
conservative approach. Before applying these values, account
should therefore be taken of any practical experience gained in
the airspace under consideration, as well as the possibility of
achieving improvements in the overall navigation performance
of aircraft.
1.4 States are encouraged to keep ICAO fully informed of
the results of the application of this guidance material.
2. Determination of VOR system
performance values
The large variability of the values which are likely to be
associated with each of the factors that make up the total VOR
system, and the limitation of presently available methods to
measure all these effects individually with the required
precision, have led to the conclusion that an assessment of the
total system error provides a more realistic method for
determining the VOR system performance. The material
contained in 3 and 4 should be applied only after study of
Circular 120 especially with respect to the environmental
conditions.
Note.— Guidance material on overall VOR system accuracy
is also contained in Annex 10, Volume I, Attachment C.
3. Determination of
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
　
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