Publication: Magyar Közlöny
Issue: MK-2009-104 (Year: 2009, Number: 104)
Era: 2004-2010
Section: 
Paragraph Index: 2819

b) where frequency protection is critical, flight inspection should be undertaken at the highest altitudes to which the facility is protected. 6.2 Nothing in 6.1 should be interpreted as placing a restriction on the service ranges of VOR installations meeting the specifications in Annex 10, Volume I, 3.3. 7. Calculation of radius of turn 7.1 The method used to calculate turn radii and the turn radii indicated below are applicable to aircraft performing a constant radius turn. The material has been derived from the turn performance criteria developed for RNP 1 ATS routes and can be used in the construction of the required additional protected airspace on the inside of turns also for ATS routes other than those defined by VOR. 7.2 Turn performance is dependent on two parameters — ground speed and bank angle. Due to the effect of the wind component changing with the change of heading, the ground speed and hence bank angle will change during a constant radius turn. However, for turns not greater than approximately 90 degrees and for the speed values considered below, the following formula can be used to calculate the achievable constant radius of turn, where the ground speed is the sum of the true airspeed and the wind speed: 7.3 The greater the ground speed, the greater will be the required bank angle. To ensure that the turn radius is representative for all foreseeable conditions, it is necessary to consider extreme parameters. A true airspeed of 1 020 km/h (550 kt) is considered probably the greatest to be encountered in the upper levels. Combined with maximum anticipated wind speeds in the medium and upper flight levels of 370 km/h (200 kt) [99.5 per cent values based on meteorological data], a maximum ground speed of 1 400 km/h (750 kt) should be considered. Maximum bank angle is very much a function of individual aircraft. Aircraft with high wing loadings flying at or near their maximum flight level are highly intolerant of extreme angles. Most transport aircraft are certified to fly no Radius of turn = (Ground speed)2 Constant ‘G’ * TAN(bank angle) 22/11/07 No. 45 Annex 11 — Air Traffic Services Attachment A 1/11/01 ATT A-6 slower than 1.3 times their stall speed for any given configuration. Because the stall speed rises with TAN(bank angle), many operators try not to cruise below 1.4 times the stall speed to protect against gusts or turbulence. For the same reason, many transport aircraft fly at reduced maximum angles of bank in cruise conditions. Hence, it can be assumed that the highest bank angle which can be tolerated by all aircraft types is in the order of 20 degrees. 7.4 By calculation, the radius of turn of an aircraft flying at 1 400 km/h (750 kt) ground speed, with a bank angle of 20 degrees, is 22.51 NM (41.69 km). For purposes of expediency, this has been reduced to 22.5 NM (41.6 km). Following the same logic for the lower airspace, it is considered that up to FL 200 (6 100 m) the maximum figures to be encountered are a true airspeed of 740 km/h (400 kt), with a tailwind of 370 km/h (200 kt). Keeping the maximum bank angle of 20 degrees, and following the same formula, the turn would be defined along a radius of 14.45 NM (26.76 km). For expediency, this figure may be rounded up to 15 NM (27.8 km). 7.5 Given the above, the most logical break point between the two ground speed conditions is between FL 190 (5 800 m) and FL 200 (6 100 m). In order to encompass the range of turn anticipation algorithms used in current flight management systems (FMS) under all foreseeable conditions, the turn radius at FL 200 and above should be defined as 22.5 NM (41.6 km) and at FL 190 and below as 15 NM (27.8 km). ANNEX 11 ATT B-1 1/11/01 28/11/02 No. 41 ATTACHMENT B. METHOD OF ESTABLISHING ATS ROUTES FOR USE BY RNAV-EQUIPPED AIRCRAFT (Paragraph 2.7.1 and Section 2.12 refer) 1. Introduction 1.1 This guidance material is the result of studies carried out in several States. It also reflects the long existence of RNAV criteria in several States. It must be noted that some of the values contained herein have not been derived by means of the collision-risk/target level of safety method. This is indicated where applicable. 1.2 States are encouraged to keep ICAO fully informed of the results of their application of the provisions of this guidance material. 2. Operational applications of RNAV routes based on RNP 4 2.1 General 2.1.1 This guidance material is meant for use on RNAV routes that are established within the coverage area of electronic navigation aids that will provide necessary updates and guard against RNAV “blunder” errors. 2.1.2 Only those aircraft that have been granted airworthiness/operational approval in accordance with Sections 5.5 and 5.6, Manual on Required Navigation Performance (RNP) (Doc 9613) are to be afforded air traffic services on RNAV routes developed in accordance with this material. 2.1.3 The use of RNAV equipment should be permitted for navigation along ATS routes defined by VOR. Additionally, RNAV routes may be provided where practicable and when justified by the number of aircraft with RNAV capability. The routes may be:

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