Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5223

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. According to these studies and taking into account the experience some States have accumulated over many years with parallel route systems under continuous radar control, it can be expected that a reduction to the order of 15 to 18.5 km (8 to 10 NM), but most probably not less than 13 km (7 NM), may be possible as long as radar monitoring workload is not increased substantially by that reduction. Actual operations of such systems using reduced lateral spacing have shown that: — it is very important to define and publish change-over points (see also 6); 2007/70/II. szám Attachment A Annex 11 — Air Traffic Services ATT A-5 1/11/01 — large turns should be avoided when possible; and — where large turns cannot be avoided, required turn profiles should be defined for turns larger than 20 degrees. Even where the probability of total radar failure is very small, procedures to cover that case should be considered. 5. Spacing of adjacent VOR-defined routes that are not parallel Note 1.— The material of this section is intended to provide guidance for situations where non-intersecting VOR-defined routes are adjacent and have an angular difference exceeding 10 degrees. Note 2.— The material of this section has not been derived by means of the collision-risk/target level of safety method. 5.1 For adjacent non-intersecting VOR-defined routes that are not parallel, the collision-risk/target level of safety method is not, at its present state of development, fully appropriate. For this reason use should be made of the material in 3. 5.2 The protected airspace between such routes should not be less than that which will provide, without overlap, the 99.5 per cent containment values given in the table in 3.4 (see example in Figure A-8). 5.3 Where there is an angular difference of more than 25 degrees between route segments, additional protected airspace, as indicated in 3.5 to 3.10, should be provided. Figure A-8 6. Change-over points for VORs 6.1 When considering the establishment of points for changeover from one VOR to another for primary navigational guidance on VOR-defined ATS routes, States should bear in mind that:

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