5NM/10NM radar separation.
8.2 CIP Objective 3.4.2. Radar separation for verbal transfer between en-route sectors in the same ACC
a) radar coverage extending at least 30NM beyond the sector boundary, b) proven continuation of radar plot, position accuracy across the adjacent sector boundaries, c) 2 way direct (DCCVC) controller to controller contact with the adjacent sector radar controllers, d) 8.1 a+b+c+d+e.
8.3 CIP Objective 3.4.3. Radar separation for verbal transfer between ACCs
a) agreed TLS and the approval, by the relevant ATS authorities, of the use of the same Radar Separation Minima (5NM/10NM) within the airspace of the adjoining sectors concerned,
b) Letter of Agreement (LoA) between the adjacent ACCs,
c) 8.1 a+b+c+d+e,
d) 8.2 a+b+c.
8.4 CIP Objective 3.4.4 & 3.4.5. Silent radar transfer between en-route sectors in the same ACC or between ACCs
a) approval of the silent radar transfer procedures and specific
RadSepMin, by the relevant Aviation Authority (ies), b) LoA as 8.3 + direct “Planner” to “Planner” telephone line or OLDI, c) 8.1 a+b+c+d+e, d) 8.2 a+b+c.
8.5 CIP Objective 3.4.6. : Implement 3 NM Radar Separation within High Complexity TMAs
a) Radar processing and display systems with performance quality and availability standards at levels equal to or better than those which result in a maximum acceptable level of risk and which permit the ATS authority to approve the use of 3 NM within the appropriate sector airspace,
b) Relevant safety, technical and operational requirements must be conformed to,
c) Depending upon the transfer conditions direct (DCCVC) or instantaneous (ICCVC), two-way controller to controller communication facilities must be provided,
d) 8.1. b+c+d.
8.6 CIP Objective 3.4.7.: Implement 2.5 NM Radar Separation on Final Approach at Category 1 Airport
a) Radar processing and display systems with performance quality and availability standards at levels equal to or better than those which result in a maximum acceptable level of risk and which permit the ATS authority to approve the use of 2.5 NM on the Final approach track;
b) Relevant safety, technical and operational requirements must be conformed to,
c) Instantaneous, two-way direct (ICCVC) controller to controller communication facilities must be provided,
d) 8.1. b+c+d.
ANNEX 1 Selected parts from ECAC AND ICAO DOCUMENTS (relevant to radar separation)
A.1 Foreword
The following text, copied from the ECAC and ICAO documents, is a
necessary background for radar separation issues.
All quoted text is in ITALICS.
Text voluntarily omitted is marked by (...).
Key words or sentences have been put in bold (at the author’s initiative).
A.2 ECAC objectives
A.2.1 High-level objectives
The ECAC Strategy for the 1990s, signed by the Transport Ministers in Paris on the 24 April 1990, adopted six operational objectives :
1.
The air traffic services route network and airspace structure is to be optimised, supported by a widespread application of area navigation from 1993 onwards.
2.
Comprehensive radar coverage is to be applied throughout the area by 1995 at the latest.
3.
En-route radar separation of 5 NM is to be applied throughout high-density areas by 1995 at the latest. Elsewhere, en-route radar separation of 10 NM is to be applied by the same date.
4.
Air traffic control systems are to be progressively integrated, after being harmonised in high-density areas by 1995 at the latest, and elsewhere not later than 1998.
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