Table 5. Aggregate results for En-Route Flights
Number of Track Updates 16003
Number of Track hours 21.3
Date 07.10.1993
Position (NM) Groundspeed (Kts) Heading (deg)
Straight < 0.25NM Manoeuvre < 1 NM Straight < 20 Kts Manoeuvre < 70 Kts Straight < 10 deg Manoeuvre < 90 deg
MRT 99.55% 100% 99.98% 100% 99.69% 100%
SRT 98.30% 99.86% 99.31% 98.45% 99.35% 100%
Table 6. Frequency of variables being inferior to threshold for En-Route Flights
Number of Track Updates 15166
Number of Track hours 20.2
Date 07.10.1993
Position (NM) Groundspeed (Kts) Heading (deg)
mean sigma mean sigma mean sigma
MRT 0.06 0.08 0.2 4.4 -3.69 9.40
SRT 0.13 0.13 -1.1 12.7 -6.77 12.22
Table 7. Aggregate results for Manoeuvring Flights Table 8. Frequency of variables being inferior to threshold for Manoeuvring Flights
Number of Track Updates 15166
Number of Track hours 20.2
Date 07.10.1993
Position (NM) Groundspeed (Kts) Heading (deg)
Straight < 0.25NM Manoeuvre < 1 NM Straight < 20 Kts Manoeuvre < 70 Kts Straight < 10 deg Manoeuvre < 90 deg
MRT 99.51% 100% 99.56% 100% 97.97% 99.91%
SRT 95.92% 99.98% 95.05% 99.43% 95.86% 99.80%
ANNEX 3 Attachment A
UK NATS
States’ contributions to “Radar separation minima in High Complexity
TMAs
Quote
RADAR SEPARATION MINIMA IN TMAs:
1. Radar Accuracy Considerations:
The methodology here is the same as that applied to NATS’ en-route radars when determining whether they can support a separation minimum of 5NM or 10NM. The analysis method is outlined in Par. 2.5, annex 2, attachment A of “Guidelines for the Application of the ECAC Radar Separation Minima”.
The same TLS of 2.5 x 10-10 collisions per flight hour is used. Radar azimuth error statistics are again obtained by analysing multiple radar recordings. Using the same passing frequency and average aircraft size as for the en-route case, the maximum range at which the given radar separation minimum (3NM or 2.5NM) can be supported is then calculated by comparing the calculated Horizontal Overlap Probability (HOP) with a critical value.
Such analyses have shown that the Heathrow; Gatwick and Stansted radars used in TC can support a separation minimum of 3NM out to a range of 60NM from the radar heads. Similar analyses have been carried out for other radars that supply data to TC controllers.
2.
The use of a 3NM separation standards in TMA airspace (i.e. TC in the case of Heathrow) require other conditions to be met.
3.
A trial was conducted at Heathrow on the use of 2.5NM separations on final approach. The conditions under which this separation may be applied are more stringent than those for the 3NM case.
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