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protected airspace beyond 139 km (75 NM) from the VOR, the
use of an angular value of the order of 5 degrees as
representing the probable system performance would appear
satisfactory. The following figure illustrates this application.
Figure A-6
Angle of
intersection 30° 45° 60° 75° 90°
VOR
*Distance “A” (km)
(NM)
5
3
9
5
13
7
17
9
21
11
*Distance “B” (km)
(NM)
46
25
62
34
73
40
86
46
92
50
Intersection
*Distance “A” (km)
(NM)
7
4
11
6
17
9
23
13
29
16
*Distance “B” (km)
(NM)
66
36
76
41
88
48
103
56
111
60
*Distances are rounded up to the next whole kilometre/nautical mile.
Note.— For behaviour of aircraft at turns, see Circular 120,
4.4.
Annex 11 — Air Traffic Services Attachment A
1/11/01 ATT A-4
4. Spacing of parallel routes
defined by VORs
Note.— The material of this section has been derived from
measured data using the collision-risk/target level of safety
method.
4.1 The collision risk calculation, performed with the data
of the European study mentioned in 1.1 indicates that, in the
type of environment investigated, the distance between route
centre lines (S in Figure A-7) for distances between VORs of
278 km (150 NM) or less should normally be a minimum of:
a) 33.3 km (18 NM) for parallel routes where the aircraft
on the routes fly in opposite direction; and
b) 30.6 km (16.5 NM) for parallel routes where the aircraft
on the two routes fly in the same direction.
Figure A-7
Note.— Two route segments are considered parallel when:
— they have about the same orientation, i.e. the angular
difference does not exceed 10 degrees;
— they are not intersecting, i.e. another form of separation
must exist at a defined distance from the intersection;
— traffic on each route is independent of traffic on the
other route, i.e. it does not lead to restrictions on the
other route.
4.2 This spacing of parallel routes assumes:
a) aircraft may either during climb or descent or during
level flight be at the same flight levels on the two routes;
b) traffic densities of 25 000 to 50 000 flights per busy
two-month period;
c) VOR transmissions which are regularly flight checked
in accordance with Doc 8071 — Manual on Testing of
Radio Navigation Aids, Volume I, and have been found
to be satisfactory in accordance with the procedures in
that document for navigational purposes on the defined
routes; and
d) no real-time radar monitoring or control of the lateral
deviations is exercised.
4.3 Preliminary work indicates that, in the circumstances
described in a) to c) below, it may be possible to reduce the
minimum distance between routes. However, the figures given
have not been precisely calculated and in each case a detailed
study of the particular circumstances is essential:
a) if the aircraft on adjacent routes are not assigned the
same flight levels, the distance between the routes may
be reduced; the magnitude of the reduction will depend
on the vertical separation between aircraft on the
adjacent tracks and on the percentage of climbing and
descending traffic, but is not likely to be more than
5.6 km (3 NM);
b) if the traffic characteristics differ significantly from
those contained in Circular 120, the minima contained in
4.1 may require adjustment. For example, for traffic
densities of about 10 000 flights per busy two-month
period a reduction of 900 to 1 850 m (0.5 to 1.0 NM)
may be possible;
c) the relative locations of the VORs defining the two
tracks and the distance between the VORs will have an
effect on the spacing, but this has not been quantified.
4.4 Application of radar monitoring and control of the
lateral deviations of the aircraft may have a large effect on the
minimum allowable distance between routes. Studies on the
effect of radar monitoring indicate that:
— further work is necessary before a fully satisfactory
mathematical model can be developed;
— any reduction of separation is closely related to:
— traffic (volume, characteristics);
— radar coverage and processing, availability of an
automatic alarm;
— monitoring continuity;
— sector workload; and
— radiotelephony quality.
　
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