4.2.3 Planning Principles (PP)
Versions of the ARN are developed on a number of agreed planning principles. They are:
4.2.3.1 PP 1 -Planning should take into account the needs of both civil and militaryairspace users.
4.2.3.2 PP 2 -Planning should normally expand from the core to the periphery.
It is well recognised that the question of ATM en-route capacity in ECAC airspace is essentially a problem of airspace capacity in the core area. Therefore, the architecture of the network should normally be developed from the core area toward the periphery by building the structure upon the most heavily loaded intra-European routes linking the top origin/destination areas. However, in applying this principle the specific problems of the periphery, such as ATM capacity, transition tasks etc, should be taken into account.
4.2.3.3 PP 3 -Planning should integrate route network and supporting sectorisation atan early stage.
Although the start of airspace development process is network-oriented, there is a close two-way interrelationship between the network’s structure and sectorisation definition. Consequently, from the initial planning phase onwards, it is necessary to ensure that a proper sectorisation scheme, including ATS delegation is feasible and viable in relation to the planned network.
4.2.3.4 PP 4 -Planning should integrate into the en-route network, transition routesto/from TMAs in the initial planning phase.
The traffic in the ECAC area is predominantly short haul traffic with nearly half of the flight distance spent in climb or descent phases. Interfacing segments are usually heavily loaded. From the first stage of the network planning, it is therefore necessary to consistently integrate transition routes into the overall route structure and to ensure TMA-Network interface compatibility.
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4.2.3.5 PP 5 -Planning of ATS routes should aim at enabling a majority of flights to operate along or as near as possible to the direct route from origin to destination.
Network development should be processed in such a way that major traffic flows can be carried out in as straight as possible channels in so far as this does not adversely affect ATM capacity.
4.2.3.6 PP 6 -Planning of ATS routes should be in accordance with relevant ICAOStandards and Recommended Practices (SARPS).
4.2.4 Facilitating Concepts (FC)
4.2.4.1 FC 1 -RNAV as the primary concept of navigation
Airspace planning should be based on a RNAV navigation system (not constrained by the location of station referenced navaids).
Note:
With effect from 1998, the EATCHIP Programme proposed that the carriage of B-
RNAV equipment, approved for RNP-5 operations, would become mandatory for non-
State aircraft on the entire ATS route network in the ECAC area, including designated
feeder (transition*) routes (SIDs & STARs) in/out of notified TMAs. States may
designate domestic routes within the lower airspace as available for aircraft not fitted
with RNAV.
4.2.4.2 FC 2 -Full application of the FUA concept and extension to civil/civil flexibilitythrough additional optional routings.
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