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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.
3.8 Figure A-3 illustrates the application of two segments
intersecting at a VOR, at an angle of 60 degrees.
Figure A-3
3.9 Figure A-4 illustrates the application for two
segments meeting at a VOR intersection at an angle of
60 degrees beyond the point where boundary splay is required
in order to comply with 3.3 and Figure A-1.
Percentage containment
95 96 97 98 99 99.5
A (km)
(NM)
±7.4
±4.0
±7.4
±4.0
±8.3
±4.5
±9.3
±5.0
±10.2
±5.5
±11.1
±6.0
B (km)
(NM)
±11.1
±6.0
±11.1
±6.0
±12.0
±6.5
±12.0
±6.5
±13.0
±7.0
±15.7
±8.5
Attachment A Annex 11 — Air Traffic Services
ATT A-3 1/11/01
Figure A-4
3.10 The following table outlines the distances to be used
in sample cases when providing additional protected airspace
for route segments at and below FL 450, intersecting at a VOR
or meeting at a VOR intersection not more than 139 km
(75 NM) from each VOR.
Note.— Refer to Figures A-3 and A-4.
3.11 Figure A-5 illustrates a method to construct the
required additional protected airspace on the inside of turns for
turns of 90 degrees or less:
Locate a point on the airway centre line, equal to the
radius of turn plus the along-track tolerance prior to the
nominal turning point.
From this point, drop a perpendicular line to intersect
the edge of the airway on the inside of the turn.
From this point on the inner edge of the airway,
construct a line to intersect the airway centre line
beyond the turn at an angle of half of the angle of turn.
The resulting triangle on the inside of the turn depicts
the additional airspace which should be protected for the
change of direction. For any turn of 90 degrees or less,
the extra space on the inside will serve for aircraft
approaching the turn from either direction.
Note 1.— Criteria for the calculation of the along-track
tolerance are contained in PANS-OPS (Doc 8168), Volume II,
Part III, Appendix to Chapter 31.
Note 2.— Guidance on the calculation of radius of turn is
provided in Section 7.
Figure A-5
3.12 For turns at VOR intersections, the principles of
construction for extra airspace on the inside of a turn as
described in 3.11 can be applied. Depending on the distance of
the intersection from one or both VORs, one or both airways
may have a splay at the intersection. Depending upon the
situation, the extra airspace may be inside, partially inside, or
outside of the 95 per cent containment. If the route is used in
both directions, the construction should be completed
separately for each direction.
3.13 Measured data for routes longer than 278 km
(150 NM) between VORs are not yet available. To determine
　
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