7754 Vol 2 Flyleaf - ICAO Public Maps

CNS
IV-C3
planning.
REQUIRED HORIZONTAL AND VERTICAL
EXTENT OF RADAR COVERAGE
Horizontal extent
Radar for en-route services
13. All airspace of the EUR region in which services to
en-route traffic are supplied should be provided with radar
coverage, based on SSR with Mode C, except for airspaces:
1) for which the authorities concerned, in consultation with
the airspace users, do not recognize a need for providing
or for planning a radar service in the foreseeable future;
or
2) in which cost-effective provision of a radar service is not
considered feasible (e.g. over remote sea areas).
Editorial Note. — It is assumed that the airspaces
referred to in 1) and 2) above will be identified through an
appropriate enquiry amongst States and user organizations.
This enquiry should also attempt to identify the airspaces
and categories of flights for which mandatory carriage of
SSR transponders is in force or foreseen.
In addition, en-route coverage based on primary radar may
be necessary in the conditions referred to under 7 and 8
above (e.g. in airspaces around major aerodromes or to meet
civil/military coordination needs).
Vertical extent
14. Radar coverage should allow provision of radar
services at flight levels from minimum IFR cruising levels to
the highest IFR cruising levels at which air traffic control or
air traffic advisory services are required. The vertical extent
of coverage should also encompass those route segments
connecting the en-route phase of flight with terminal areas.
Radar for services in terminal areas
15. Terminal areas used by international operations
generally constitute airspaces of traffic confluence with
correspondingly high density of flight movements. Unless
the volume of operations and the prevailing meteorological
conditions allow a safe and orderly flow of traffic to be
achieved without recourse to a radar service, ATC units
serving terminal areas should be provided with radar. In
handling traffic situations with aircraft in continual change of
attitude (climb, descent, turning), aircraft identification and
altitude information are even more essential to ATC
flexibility than in the control of operations in the en-route
phase, so that SSR coverage of busy terminal areas is a
prerequisite for an efficient service. However, this coverage
should be combined with primary surveillance radar
coverage where it is necessary to accommodate a traffic mix
of SSR-equipped and non-SSR-equipped aircraft. This
should lessen the need for systematic segregation of the
airspaces utilized by these two categories of flights.
Moreover, unless the availability of monopulse SSR permits
3 NM radar spacing to be established and maintained in
circumstances where primary radar is not available,
combined coverage should also be provided where minimum
radar separation as low as 3 NM is applied.
Note.— The use of radar for monitoring flight operations,
particularly where these include glider activity, may be
limited when primary returns are uncertain and secondary
responses produce heavy garbling under intense flying
activity. In such cases, segregation should be applied.
Horizontal extent
16. Radar coverage of terminal areas should allow
radar service to be provided along any usable flight path for
departing and arriving traffic connecting en-route airspace
with the runway (system) of the aerodrome(s) concerned.
Within a horizontal range of, for example, 30-60 NM the
accuracy and frequency with which aircraft positional
information is obtained by radars serving busy terminal areas
should be such as to permit separation minima lower than for
en-route operations to be applied.
Vertical extent
17. In vertical extent, radar coverage for terminal areas
should provide adequate overlap for transfer of flights
between the units responsible for the en-route and lower
phases of flights and should allow radar guidance/separation
to be effected until final approach to the runway in use.
REQUIRED QUALITY OF
RADAR COVERAGE