4.1.7 ‘Area Control’ Arrangements and Airways
4.1.7.1 “Area Control” arrangements have the advantage that, whenever traffic conditions permit, a controller may authorise specific flights under his/her control to deviate from the established ATS route or route structure without aircraft leaving controlled airspace and thus losing the benefit of ATC.
4.1.7.2 However, within a Control Area (CTA), the protected airspace provided along ATS routes is not visibly published as all airspace around the routes is by definition a controlled airspace, which does not facilitate the delineation of adjoining airspace restrictions or reservations (see Section 3). Conversely, controlled ATS routes established in the form of corridors (Airways) have by definition a clear description of associated protected airspace within which controlled flights should remain.
4.1.7.3 Nevertheless, following the agreement for a common ATS airspace classification above a commonly agreed base level, ECAC States have agreed to progress towards an ‘area control’ service above such a common level and that a system of airways will only be used below it (i.e. FL "X" see Section 2).
4.1.7.4 In order to give more freedom to VFR flights operations outside airways and Terminal Airspace, the lower limit of the controlled airspace should be established so that flights not requiring air traffic control services are not unnecessarily restricted while IFR traffic requiring ATC services can remain within controlled airspace during departure, en-route and approach phases of flight. For instance, Standard Instrument Departures (SIDs) and Standard Instrument Arrivals (STARs) should be contained in associated Terminal Airspace and Control Area established above. In the vicinity of aerodromes, the establishment of the lower limit of controlled airspace should also take into account those portions of airspace which may be required by ATC to vector aircraft by radar (see Section 5).
Edition: 2.0 Released Issue Page 4-3
Vertical ECAC Airspace Organisation for ATS Routes
4.1.8 ATS Routes Permanently Available and Conditional Routes
4.1.8.1 The majority of the ATS routes established will be permanently available, however there will be cases when or where non-permanent routes, defined for the ECAC area as Conditional Routes (CDRs) (see Chapter 4.4), should be established:
a) when routes are required for specific periods only or can be made available only during weekends or at night because they cross areas (e.g. TSAs) which, during the week or daylight, are usually reserved for other activities (i.e. CDR 1);
b) where routes whose use depends on pre-tactical co-ordination procedures (i.e. CDR 2) or can only be effected on an ad hoc basis for specific flights involved and depending on the circumstances as they prevail at that time (i.e. CDR 3).
4.1.8.2 Such Conditional Routes should also be included in the ATS route network, however with a clear indication of the limitations imposed on their use. Being non-permanent structures, CDRs should be reviewed at frequent intervals with a view to reconsidering their categorisation whenever the use made of them requires so. Such periodical review process will be made in accordance with ASM Level 1 functions defined in the EUROCONTROL Handbook for Airspace Management.
4.1.9 Route Width and Route Spacing
4.1.9.1 According to ICAO Annex 11 -2.11, where ATS routes are established, a protected airspace along each ATS route and a safe spacing between adjacent ATS routes shall be provided. The spacing between parallel ATS route centre lines for which a Required Navigation Performance (RNP) is applied for en-route operation will be dependent upon the relevant RNP type specified by individual States and when applicable, on the basis of regional agreements. In Europe, the foreseen applications of each RNP type are indicated in the Guidance Material relating to the Implementation of Area Navigation in the ICAO EUR Region (EUR Document 001-RNAV/5) currently under review.
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