Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5214

b) Coded designator: MLS HAPPY 1 A 18L 6.4.2 Meaning: The designator identifies an MLS/RNAV approach procedure which begins at the significant point HAPPY (basic indicator). HAPPY is a significant point not marked by the site of a radio navigation facility and therefore assigned a five-letter name-code in accordance with Appendix 2. The validity indicator ONE (1) signifies that either the original version of the route is still in effect or a change has been made from the previous version NINE (9) to the now effective version ONE (1). The route indicator ALPHA (A) identifies one of several routes established with reference to HAPPY and is a specific character assigned to this route. 7. Use of designators in communications 7.1 In voice communications, only the plain language designator shall be used. Note.— For the purpose of identification of routes, the words “departure”, “arrival” and “visual” described in 2.1.1 d) and 2.1.1 e) are considered to be an integral element of the plain language designator. 7.2 In printed or coded communications, only the coded designator shall be used. 8. Display of routes and procedures to air traffic control 8.1 A detailed description of each currently effective standard departure and/or arrival route/approach procedure, including the plain language designator and the coded designator, shall be displayed at the working positions at which the routes/procedures are assigned to aircraft as part of an ATC clearance, or are otherwise of relevance in the provision of air traffic control services. 8.2 Whenever possible, a graphic portrayal of the routes/ procedures shall also be displayed. 2007/70/II. szám ANNEX 11 APP 4-1 1/11/01 APPENDIX 4. ATS AIRSPACE CLASSES — SERVICES PROVIDED AND FLIGHT REQUIREMENTS (Chapter 2, 2.6 refers) Class Type of flight Separation provided Service provided Speed limitation* Radio communication requirement Subject to an ATC clearance A IFR only All aircraft Air traffic control service Not applicable Continuous two-way Yes B IFR All aircraft Air traffic control service Not applicable Continuous two-way Yes VFR All aircraft Air traffic control service Not applicable Continuous two-way Yes C IFR IFR from IFR IFR from VFR Air traffic control service Not applicable Continuous two-way Yes VFR VFR from IFR 1) Air traffic control service for separation from IFR; 2) VFR/VFR traffic information (and traffic avoidance advice on request) 250 kt IAS below 3 050 m (10 000 ft) AMSL Continuous two-way Yes D IFR IFR from IFR Air traffic control service, traffic information about VFR flights (and traffic avoidance advice on request) 250 kt IAS below 3 050 m (10 000 ft) AMSL Continuous two-way Yes VFR Nil IFR/VFR and VFR/VFR traffic information (and traffic avoidance advice on request) 250 kt IAS below 3 050 m (10 000 ft) AMSL Continuous two-way Yes E IFR IFR from IFR Air traffic control service and, as far as practical, traffic information about VFR flights 250 kt IAS below 3 050 m (10 000 ft) AMSL Continuous two-way Yes VFR Nil Traffic information as far as practical 250 kt IAS below 3 050 m (10 000 ft) AMSL No No F IFR IFR from IFR as far as practical Air traffic advisory service; flight information service 250 kt IAS below 3 050 m (10 000 ft) AMSL Continuous two-way No VFR Nil Flight information service 250 kt IAS below 3 050 m (10 000 ft) AMSL No No G IFR Nil Flight information service 250 kt IAS below 3 050 m (10 000 ft) AMSL Continuous two-way No VFR Nil Flight information service 250 kt IAS below 3 050 m (10 000 ft) AMSL No No * When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft. 2007/70/II. szám   	       !"!#$ %$%&"!#$ 	      ! "  #$#  % & '## !()()!(!#((   !# ((            !    !    		 	       	    	 ! 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 "#$   .	 0  	 *"!  "#$   )  /*				 *""!  "#-   )  		  0  	  *""!  "#-   2007/70/II. szám ANNEX 11 ATT A-1 1/11/01 ATTACHMENT A. MATERIAL RELATING TO A METHOD OF ESTABLISHING ATS ROUTES DEFINED BY VOR (Paragraph 2.7.1 and Section 2.11 refer) 1. Introduction 1.1 The guidance material in this Attachment results from comprehensive studies, carried out in Europe in 1972 and the United States in 1978, which were in general agreement. Note.— Details of the European studies are contained in Circular 120 — Methodology for the Derivation of Separation Minima Applied to the Spacing between Parallel Tracks in ATS Route Structures. 1.2 In applying the guidance material in 3 and 4, it should be recognized that the data on which it is based are generally representative of navigation using VOR meeting the full requirements of Doc 8071 — Manual on Testing of Radio Navigation Aids, Volume I. Any additional factors, such as those due to particular operational requirements, frequency of aircraft passings or information available regarding the actual track-keeping performance of aircraft within a given portion of airspace should be taken into account. 1.3 Attention is also invited to the basic assumptions in 4.2 and to the fact that the values given in 4.1 represent a conservative approach. Before applying these values, account should therefore be taken of any practical experience gained in the airspace under consideration, as well as the possibility of achieving improvements in the overall navigation performance of aircraft. 1.4 States are encouraged to keep ICAO fully informed of the results of the application of this guidance material. 2. Determination of VOR system performance values The large variability of the values which are likely to be associated with each of the factors that make up the total VOR system, and the limitation of presently available methods to measure all these effects individually with the required precision, have led to the conclusion that an assessment of the total system error provides a more realistic method for determining the VOR system performance. The material contained in 3 and 4 should be applied only after study of Circular 120 especially with respect to the environmental conditions. Note.— Guidance material on overall VOR system accuracy is also contained in Annex 10, Volume I, Attachment C. 3. Determination of protected airspace along VOR-defined routes Note 1.— The material of this section has not been derived by means of the collision-risk/target level of safety method. Note 2.— The word “containment” as used in this section is intended to indicate that the protected airspace provided will contain the traffic for 95 per cent of the total flying time (i.e. accumulated over all aircraft) for which the traffic operates along the route in question. Where, for example 95 per cent containment is provided, it is implicit that for 5 per cent of the total flying time traffic will be outside the protected airspace. It is not possible to quantify the maximum distance which such traffic is likely to deviate beyond the protected airspace. 3.1 For VOR-defined routes where radar is not used to assist aircraft in remaining within the protected airspace, the following guidance is provided. However, when the lateral deviations of aircraft are being controlled with the aid of radar monitoring, the size of the protected airspace required may be reduced, as indicated by practical experience gained in the airspace under consideration. 3.2 As a minimum, protection against activity in airspace adjacent to the routes should provide 95 per cent containment. 3.3 The work described in Circular 120 indicates that a VOR system performance based on the probability of 95 per cent containment would require the following protected airspace around the centre line of the route to allow for possible deviations: — VOR routes with 93 km (50 NM) or less between VORs: ±7.4 km (4 NM); — VOR routes with up to 278 km (150 NM) between VORs: ±7.4 km (4 NM) up to 46 km (25 NM) from the VOR then expanding protected airspace up to ±11.1 km (6 NM) at 139 km (75 NM) from the VOR. 2007/70/II. szám Annex 11 — Air Traffic Services Attachment A 1/11/01 ATT A-2 Figure A-1 3.4 If the appropriate ATS authority considers that a better protection is required, e.g. because of the proximity of prohibited, restricted or danger areas, climb or descent paths of military aircraft, etc., it may decide that a higher level of containment should be provided. For delineating the protected airspace the following values should then be used: — for segments with 93 km (50 NM) or less between VORs, use the values in line A of the table below; — for segments with more than 93 km (50 NM) and less than 278 km (150 NM) between the VORs use the values given in line A of the table up to 46 km (25 NM), then expand linearly to the value given in line B at 139 km (75 NM) from the VOR. For example, the protected area for a route of 222 km (120 NM) between VORs and for which 99.5 per cent containment is required should have the following shape: Figure A-2 3.5 If two segments of a VOR-defined ATS route intersect at an angle of more than 25 degrees, additional protected airspace should be provided on the outside of the turn and also on the inside of the turn as necessary. This additional space is to act as a buffer for increased lateral displacement of aircraft, observed in practice, during changes of direction exceeding 25 degrees. The amount of airspace added varies with the angle of intersection. The greater the angle, the greater the additional airspace to be used. Guidance is provided for protected airspace required at turns of no more than 90 degrees. For the exceptional circumstances which require an ATS route with a turn of more than 90 degrees, States should ensure that adequate protected airspace is provided on both the inside and outside of such turns. 3.6 The following examples have been synthesized from the practices of two States which use templates to facilitate the diagramming of airspace for planning purposes. Design of the turning area templates took into account factors such as aircraft speed, bank angle in turns, probable wind velocity, position errors, pilot delays and an intercept angle of at least 30 degrees to achieve the new track, and provides at least 95 per cent containment. 3.7 A template was used to establish the additional airspace required on the outside of turns to contain aircraft executing turns of 30, 45, 60, 75 and 90 degrees. The simplified figures below represent the outer limits of this airspace with the fairing curves removed to allow easy construction. In each case, the additional airspace is shown for aircraft flying in the direction of the large arrow. Where routes are used in both directions, the same additional airspace should be provided on the other outside boundary. 3.8 Figure A-3 illustrates the application of two segments intersecting at a VOR, at an angle of 60 degrees. Figure A-3 3.9 Figure A-4 illustrates the application for two segments meeting at a VOR intersection at an angle of 60 degrees beyond the point where boundary splay is required in order to comply with 3.3 and Figure A-1. Percentage containment 99.5 A (km) (NM) ±7.4 ±4.0 ±7.4 ±4.0 ±8.3 ±4.5 ±9.3 ±5.0 ±10.2 ±5.5 ±11.1 ±6.0 B (km) (NM) ±11.1 ±6.0 ±11.1 ±6.0 ±12.0 ±6.5 ±12.0 ±6.5 ±13.0 ±7.0 ±15.7 ±8.5 2007/70/II. szám Attachment A Annex 11 — Air Traffic Services ATT A-3 1/11/01 Figure A-4 3.10 The following table outlines the distances to be used in sample cases when providing additional protected airspace for route segments at and below FL 450, intersecting at a VOR or meeting at a VOR intersection not more than 139 km (75 NM) from each VOR. Note.— Refer to Figures A-3 and A-4. 3.11 Figure A-5 illustrates a method to construct the required additional protected airspace on the inside of turns for turns of 90 degrees or less: Locate a point on the airway centre line, equal to the radius of turn plus the along-track tolerance prior to the nominal turning point. From this point, drop a perpendicular line to intersect the edge of the airway on the inside of the turn. From this point on the inner edge of the airway, construct a line to intersect the airway centre line beyond the turn at an angle of half of the angle of turn. The resulting triangle on the inside of the turn depicts the additional airspace which should be protected for the change of direction. For any turn of 90 degrees or less, the extra space on the inside will serve for aircraft approaching the turn from either direction. Note 1.— Criteria for the calculation of the along-track tolerance are contained in PANS-OPS (Doc 8168), Volume II, Part III, Appendix to Chapter 31. Note 2.— Guidance on the calculation of radius of turn is provided in Section 7. Figure A-5 3.12 For turns at VOR intersections, the principles of construction for extra airspace on the inside of a turn as described in 3.11 can be applied. Depending on the distance of the intersection from one or both VORs, one or both airways may have a splay at the intersection. Depending upon the situation, the extra airspace may be inside, partially inside, or outside of the 95 per cent containment. If the route is used in both directions, the construction should be completed separately for each direction. 3.13 Measured data for routes longer than 278 km (150 NM) between VORs are not yet available. To determine 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) *Distance “B” (km) (NM) Intersection *Distance “A” (km) (NM) *Distance “B” (km) (NM) *Distances are rounded up to the next whole kilometre/nautical mile. Note.— For behaviour of aircraft at turns, see Circular 120, 4.4. 2007/70/II. szám 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:

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