曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

5.3 Operational Assessment
The radar separation minimum, being a function of the surveillance infrastructure and equipment, is used as the starting point (the basis) to ensure that aircraft, separated by the minimum are at an acceptable low risk of collision. In other words, this minimum, which should never be infringed, is established to overcome the inability of the radar controller to estimate which separation, at any given time, would be required to compensate for technical inaccuracies.
However air traffic controllers always visualise and work with estimated future aircraft positions and therefore can not rely upon the minimum authorised radar separation to maintain the necessary protection parameters between aircraft prior to taking adequate action. Therefore, this absolute minimum does not generally represent the operationally applied radar separation. Even though operational conditions do not allow in some instances the controller to apply
1)
Mode - of - Flight: An generic term to express how a flight is conducted through all phases of flight
e.g. take-off, climbing, straight and level, manoeuvring, descending, landing.
2)
The required plot and track performance for applying a 5NM (respectively 10NM) radar separation minimum, are specified in parts 6 and 7 of the proposed EUROCONTROL Standard Document (13 May 1996, reference 006-95) titled “Radar Surveillance in En-Route Airspace and Major TMAs” although this Standard only recommends figures for mono-radar systems.
the absolute minima, having this minima as a target provides the controller with flexibility in the design and conduct of his/her control activities. It is also necessary to consider that as the workload increases within a particular sector, it may be necessary to increase the separation to enable the controller to focus concentration upon the resolution of urgent tactical radar control problems
In applying radar separation the controller considers, consciously or not, many more elements, the majority of which are of a non-technical nature. The applied radar separation is the minimum, approve value plus a buffer of non technical factors, such as:
.  
airspace management, structure and procedures,

.  
national procedures and regulations,

.  
quality and usage of human resources (controllers’ perception and expertise, controllers’ workload). The amount of traffic which can be safely handled at any given time varies with the capabilities and the skills of the individual controller,

.  
communication congestion.

The applied radar separation minimum in the "transfer of control"-area (area of common interest) is related to the existence of continuous processed surveillance data, available for both adjacent units. It is recognised that actual radar data processing systems (or better Surveillance Data processing and Distributing systems-SDPD) operate in a "system"-area which is in general larger than the ATS area of jurisdiction. As such overlapping exists between adjacent areas of jurisdiction which, with the help of specially adapted SDPD infrastructure, could result in a "Track continuity" 1) during the transfer activities.
The fact of disposing of the same processed radar data, authorises the application of a uniform radar separation minimum in both adjacent area of jurisdiction, which is generally smaller than the current applied separation.
Summarising the considerations discussed above, it is acknowledged that:
.  
applying the minimum authorised radar separation may result in more aircraft at a given flight level, thus optimising the cruising altitudes and as such, increasing capacity;

.  
the minimum authorised radar separation cannot be applied as a mathematical rule and is very much dependent on variables of an operational nature.

6.  CRITERIA FOR ACCURACY OF A RADAR SYSTEM/SENSOR TO SUPPORT 3 NM OR 2.5 NM
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：GUIDELINES FOR THE APPLICATION OF THE ECAC RADAR SEPARATION(10)