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Instrument approach procedure fix formations.. . . . . . 1/100 degree 1 x 1 0 . ~
calculated essential
Table 5. Length/distance/dimension
Accuracy Integrity
Data type Classification
-- - - -- -
Airway segments length ........................ 1 / 1 0 km or 1/10 NM
calculated
En-route fix formations distance. . . . . . . . . . . . . . . . . . 1 / 1 0 km or 1/10 NM
calculated
Terminal arrivalldeparture route segments length .... 1 / 1 0 0 km or 11100 NM
calculated
Terminal and instrument approach procedure 11100 km or 11100 NM
fix formations distance . . . . . . . . . . . . . . . . . . . . . . . . . calculated
1 x
routine
1 x 10"
routine
1 x 10-5
essential
1 x 10-5
essential
APP 5-2
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 represelit 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 rnaterial 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 I.-- The material of this section has not been derived
by means of the collision-riskhrget level of safety method.
Note 2.- The word "containment" as used in this section
is intended to indicate that the protected airspace provided i
will contain the trafic for 95 per cent of the totalflying time '
(i.e. accumulated over all aircraft) for which the trafic
operates along the route in question. Where, for pxnmple
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 quantifi the maximum
distance which such trafic is likely to deviate beyond the
pr-otected air-space.
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:
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