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vertical separation- dispersion of aircraft in altitude at established intervals;

longitudinal separation- dispersal of aircraft at the same altitude at specified intervals in time or distance along the track;

lateral separation- dispersion of aircraft at the same altitude at specified intervals by distance or angular displacement between their tracks;

Chapter 30. Rules of vertical, longitudinal and lateral separation in controlled airspace 384. Vertical separation intervals are established: 1) from level 900 to level 8 100 m - 300 m; 2) from flight level 8,100 to flight level 12,100 m - 500 m; 3) above flight level 12,100 m, as well as between an aircraft flying at supersonic speed and another aircraft - 1000 m. 385. When flying below the lower flight level, the vertical distance between the lower flight level and the flight altitude must be at least 300 m. At altitudes below the lower echelon, flights of aircraft under VFR (special VFR) with speeds of no more than 300 km/h are separated by 150 m, with speeds over 300 km/h - in all cases by 300 m. 386. The vertical distance between the circling altitude and the lower level of the holding area must be at least 300 m. 387. The vertical distance between aircraft in the airfield area must be at least 300 m. For 4th class aircraft and helicopters flying along VFR below the lower echelon, at intersections with flight routes of aircraft of 1st, 2nd and 3rd classes under radar control and the longitudinal distance between them is at least 5 km, the vertical interval must be at least 150 m. 388. Assign one and the same at the same time The same flight level (altitude) for aircraft flights under VFR and IFR is prohibited. 389. Vertical separation in the airspace of the Republic of Kazakhstan is carried out according to a semicircular system: 1) when directing air routes, international routes and established routes with true track angles from 0 to 179 o (inclusive), flight levels are established: 900, 1500, 2100, 2700, 3300 , 3900, 4500, 5100, 5700, 6300, 6900, 7500, 8100, 9100, 10100, 11100,12100, 14100 (m); 2) when directing air routes, international routes and established routes with true track angles from 180 to 359 o (inclusive), flight levels are established: 1200, 1800, 2400, 3000, 3600, 4200, 4800, 5400, 6000, 6600, 7200, 7800 , 8600, 9600, 10600, 11600, 13100, 15100 (m). 390. When changing the flight level at a turning point on the route, due to a change in the general direction of the flight, the new flight level must be taken 20 km before passing the specified point, with the permission of the dispatcher, in compliance with the intervals established by these Rules. 391. If the given true track angles of most sections of the route (route) are within one semicircle, and individual sections are within another, then single flight levels may be established for the entire air route (route), subject to compliance with flight safety measures. 392. In the area of ​​the airfield (air hub) and in holding areas, vertical separation is carried out in accordance with established intervals, regardless of the specified flight path angles. Paragraph 1. Minimum longitudinal intervals separation during VFR flights 393. Between aircraft following the same route at the same echelon (altitude) - 2 km. 394. At the moment of crossing a flight level (altitude) occupied by another aircraft, as well as crossing a flight route at the same flight level (altitude): 1) 2 km for aircraft with flight speeds of 300 km/h or less; 2) 5 km for aircraft with flight speeds of 301-550 km/h. ^ Paragraph 2. Minimum longitudinal separation intervals when flying under IFR and VZP rules with continuous radar monitoring 395. Between aircraft following the same route at the same echelon (altitude): 1) on air routes, international routes and along established routes - 30 km; 2) in the approach zone - 20 km; 3) in the approach zone when using ATC automated systems - 10 km; 4) in the take-off and landing zone - 10 km for all aircraft following aircraft with a take-off weight of 136 tons or more. In all other cases - 5 km. 396. When crossing an oncoming flight level (altitude) occupied by another aircraft - 30 km at the time of crossing (subject to a 10-kilometer lateral interval). 397. When crossing a passing flight level (altitude) occupied by another aircraft - 20 km, and in the approach zone when using ATC automated systems - 10 km at the time of crossing. 398. Between aircraft following intersecting routes (at intersection angles of at least 70°) at the same flight level (altitude) - 40 km at the time of intersection. Paragraph 3. Minimum longitudinal intervals separation according to IFR (special VFR) in the absence continuous radar monitoring 399. Distance-based longitudinal separation minima when using DME are maintained by maintaining a distance(s) between reported positions of aircraft determined by DME in conjunction with the use of other suitable navigation aids that shall not be less than specified values. When using such separation, direct radio communication is maintained between the pilot and the air traffic controller. For aircraft flying along the same track and located at the same (cruising) flight level, longitudinal separation minimums are established: 40 km. Provided that each aircraft uses DME stations located along the track and separation is verified by simultaneously receiving DME readings from aircraft at short intervals to ensure compliance with the minima. ^ Paragraph 4. Minimum time intervals longitudinal separation according to IFR and VZP rules when lack of continuous radar monitoring 400. Between aircraft following the same route at the same echelon (altitude): along air routes, international routes, along established routes and in the approach zone - 10 minutes; when performing a maneuver according to the approach pattern in the takeoff and landing zone - 3 minutes. 401. When crossing a passing or oncoming flight level (altitude) occupied by another aircraft - 20 minutes at the time of crossing. 402. Between aircraft following intersecting routes (at intersection angles of at least 70°) at the same flight level (altitude) - 15 minutes at the time of intersection. 403. In the absence of continuous radar control in the area of ​​the aerodrome during IFR flights, no more than one aircraft may be at the same altitude. 404. Between aircraft flying under VFR and IFR, longitudinal separation intervals must be no less than those established for flights under IFR. 405. The use of lateral separation is carried out in such a way that the distance between sections of the proposed routes on which lateral separation of aircraft should be provided is always no less than the distance established taking into account navigation errors, taking into account a certain protective reserve. The protective reserve is determined by the appropriate by the ATS authority and is included as an integral part of the lateral separation minima. navigation aids 407. Minimum lateral separation intervals when flying at the same altitude under VFR: 1) for separated routes when flying on international air routes below the lower flight level - 5 km; 2) when overtaking an aircraft in front on the right (along the airfield circle - from the outside ) - 500 m. 408. Minimum lateral separation intervals for IFR flights with continuous radar control: 1) between the axes of parallel airways - 50 km; 2) when crossing a flight level (altitude) occupied by a passing aircraft - 10 km at the time of crossing (within the air route, international route, corridor); 3) when crossing a flight level (altitude) occupied by an oncoming aircraft - 10 km at the time of crossing (within the air route, international route, corridor, observing a 30-kilometer longitudinal interval), or 12 km. When aircraft move parallel to each other. 409. In the absence of continuous radar control, lateral separation during IFR flights is prohibited.

According to the organization's latest estimates Eurocontrol, the number of flights in the European region in 2014 will exceed 2013 by 1.8%, and by 2020 will reach 11 million flights, that is, almost 20% more than in 2013. Already in the late 80s of the last century, it became clear that the constant growth in air traffic poses a serious problem for global civil aviation, namely an acute shortage of air space. There was a need to look for new, more rational and effective approaches to its use, in other words, to somehow tighten air traffic. The first step in this direction was the active use of the navigation method, that is, area navigation, as well as the establishment of rather strict ones in the busiest regions, which made it possible to significantly reduce the lateral intervals between aircraft. In parallel with the introduction of RNAV, the issue of reducing the interval between aircraft in the vertical plane was actively studied. ICAO has developed a concept to reduce vertical separation intervals in the upper airspace between levels FL290 and FL410 from 2000 feet to 1000 feet, that is, 300 meters, this concept is called RVSM – reduced vertical separation minimum or reduced vertical separation intervals.

Implementation.

Implementation of a separation system RVSM began in 1997 with the North Atlantic region, where vertical separation intervals between FL330 and FL370 were first reduced to 1000 feet. Since 2000, there has been a massive transition to RVSM intervals around the world. By 2005, the RVSM system had already been installed in almost the entire European region and the Western Hemisphere, and in 2011 in Russia.

To date, all ICAO member countries have installed in their airspace RVSM between echelons FL290 and FL410. Standing apart are China, Mongolia and the DPRK, which refused to switch to the foot height measurement system, however, introduced RVSM in meter units.

Separation system in the Russian Federation. RVSM echelons are highlighted in green.

Requirements for equipment and crew.

To perform flights using separation RVSM aircraft must have appropriate authorization issued by the aviation authorities of the country of the operator, and flight crew members must undergo special training.

The aircraft must have the following serviceable equipment:

• two independent height measurement systems;
• transponder with the function of transmitting the current flight altitude (Mode C Transponder), as well as TCAS;
• warning system for deviation from a given flight level with a response threshold of 300 feet;
• autopilot with the function of maintaining a given altitude (ALT HOLD).

Features when submitting a flight plan.

When submitting a flight plan for an aircraft approved for RVSM, the index must be indicated among other equipment W, which means RVSM approval. If for some reason there is no such clearance, the flight plan must be submitted indicating the flight level below FL290.

Example of a flight plan for an aircraft with RVSM approval.

Equipment failure on the ground or in flight.

In the event that the equipment necessary for a flight using separation fails RVSM, the crew must immediately report this to the dispatcher, or, if on the ground, submit an amended flight plan; such malfunctions include:

If the situation allows, the dispatcher will provide an interval CVSM(conventional vertical separation minimum) equal to 2000 feet and will give the command to maintain the current flight level. However, if the loss of RVSM status occurs in congested airspace, a descent below FL290 will most likely be ordered.

Flight in a turbulence zone.

If the aircraft encounters turbulence severe enough to cause the autopilot to disengage, or to deviate from the assigned altitude by more than 65 feet, the crew informs the controller about the impossibility of maintaining RVSM intervals due to turbulence. The controller acts in the same way as in case of loss of RVSM clearance status, however, the aircraft is not considered to have lost this status. As soon as the aircraft leaves the turbulence zone and the flight altitude can again be maintained in automatic mode with the required characteristics, the crew reports on readiness to resume RVSM flight.

Echelons of power

Echelons of power ECHELON, -a, m.

Ozhegov's Explanatory Dictionary. S.I. Ozhegov, N.Yu. Shvedova. 1949-1992 .

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echelon- a, m. échelon m. échelle staircase. 1. outdated Battle formation, when the location of military units and subunits is arranged in depth or in ledges, and not along the front. BAS 1. The center of the line began an attack to the right with battalion echelons. 1840. Marmont 2… … Historical Dictionary of Gallicisms of the Russian Language

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Separation.

Separation is the creation of intervals in height and distance between aircraft in flight in order to prevent dangerous proximity and possible emergency situations.

Separation control is carried out by the dispatcher in accordance with the regulatory documents in force in the country, and when flying under visual flight rules, also by the pilot of the aircraft. There are other measures designed to prevent dangerous proximity of aircraft, for example, the TCAS system.

There are vertical separation, longitudinal separation and lateral separation (see below). Contents [remove]

1 Principles of vertical separation

1.1 Vertical separation and level

1.1.1 Flight designation

1.2 Semicircular system and its analogues

1.3 Transition to flight level

1.4 Vertical separation below lower echelon

1.5 Vertical separation in the holding area

2 Separation in Russia

2.1 RVSM in Russia

3 Separation according to ICAO standards

4 RVSM separation

5 Features of vertical separation in some countries

5.1 UK separation

5.2 Separation in New Zealand

5.3 Separation in the People's Republic of China (RVSM)

6 Longitudinal separation

6.1 In Russia

6.2 According to ICAO rules

6.2.1 Longitudinal time separation

6.2.2 Longitudinal separation by distance (with DME)

7 Lateral separation

7.1 Separation on the right side (SLOP)

8 Separation over the ocean

8.1 North Atlantic tracks

8.2 Pacific routes

8.3 Separation over the ocean in Russia

9 Plane crashes due to separation violations

10 Notes

Principles of vertical separation

Vertical separation and echelon

On the air traffic controller's display, two aircraft on a collision course are separated by altitude (the left number in the bottom row in the aircraft label is its flight level in hundreds of feet)

Vertical separation is the dispersion of aircraft by height. To create vertical separation intervals, the concept of echelon was introduced. This is a conditional height, calculated at standard pressure and separated from other heights by the amount of established intervals. The altitude of a flight level may be very different from its actual altitude, but all aircraft whose altimeter is set to standard pressure will show the same altitude at the same point.

The standard pressure value (QNE) is 760 mmHg. Art. (1013.2 hectopascals, 29.921 inches Hg) - the same all over the world, but the vertical separation scheme may differ in different countries. When crossing the boundaries of airspaces in which different schemes operate, pilots change flight level at the direction of the dispatcher (all border crossing options that require a flight flight change are regulated by aeronautical information collections).

Flight designation

In most countries around the world, flight levels are calculated in feet and are abbreviated as FL (Flight Level), followed by the flight level altitude in hundreds of feet. The designation of units is omitted. For example, FL240 is a level of 24,000 feet.

In Russia, some CIS countries and China, echelons are meter and are designated by a number - the echelon height - indicating units, for example, echelon 10100 m.

Semicircular system and its analogues

Vertical separation is usually carried out in a semi-circular system. This means that in the pattern, flight directions alternate from flight level to flight level. For example, in Russia, a flight level of 3300 m is assigned to aircraft moving from west to east (heading from 0° to 179°). The next flight level of 3600 m is assigned when flying from east to west (heading from 180° to 359°). The next 3900 m - again to the east, etc. The semicircular scheme is used in almost all countries of the world, but may have its own characteristics.

For example, in Russia, the angle is measured according to the true (geographical) path angle, and in many other countries - according to the magnetic one. Due to the peculiarities of the geographical location of the country, sometimes angles may not be measured from 0° and 180°. So, in Chile there is a shift of 30°, and in France, New Zealand, and Vietnam - by 90°.

In some cases, the quadrant separation scheme, which was the main one for ICAO until 1963, is used. It operates in many countries such as India, Bangladesh, Cambodia, Laos, Japan, and also in the UK for visual and instrument flights in uncontrolled airspace below FL245. The first echelon is located in the first quadrant (0°-89°, magnetic track angle), the second - in the second quadrant (90°-179°), the third - in the third quadrant (180°-269°), the fourth - in the fourth quadrant ( 270°-359°), the fifth - in the first quadrant and so on.

Transition to flight level

Main article: Echelon (aviation)

When the aircraft takes off and lands, the airfield atmospheric pressure (QFE) (in Russia) or pressure normalized to sea level (QNH) is set. Thus, the altimeter displays the actual altitude or altitude relative to sea level. The crew needs it to maintain approach and exit procedures.

Shortly after takeoff, the crew sets the standard pressure (QNE) to 760 mmHg. Art. The height at the intersection of which the standard pressure is established is called the transition height. It is published in the airfield diagrams. When descending, a new pressure value on the altimeter is set when crossing the transition level. The transition level can vary for each airfield depending on atmospheric pressure; this value is usually available in the ATIS auto information.

The safe flight level and transition altitude are calculated in such a way that there remains a sufficient altitude margin between them (in true terms) even after setting a new pressure value on the altimeter. This provides a “gap” between the transition level and the transition altitude, which eliminates the situation where aircraft flying at the flight level and altitude relative to the ground (or sea level) can intersect at the actual altitude. This height range is called the transition layer.

Horizontal flight in the transition layer is prohibited. In this range, only descent or climb is possible.