曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Due to the dynamic development of aviation, a complex system of terminology has evolved to describe this airspace established around an aerodrome. Some of these terms are defined by the International Civil Aviation Organisation (ICAO) and others are not. As a means of capturing the various airspace nomenclatures ascribed to such an airspace, this document uses the generic expression Terminal Airspace. This term is generic and it is intended that it be understood in a generic sense as it is used by the International Civil Aviation Organisation (ICAO)1.
There are other reasons for using the expression Terminal Airspace.
One concerns a growing tendency for airspace planners responsible for ATS Routes and Control Areas (CTA) in ‘en route’ airspace and those responsible for Terminal Control Areas (TMA) to develop ‘their’ respective airspaces independently. Because of its generic meaning, the concept of Terminal Airspace discourages such division. Intentionally broad in meaning, Terminal Airspace both promotes and encourages the co-operative development of all airspace as a continuum.
Another reason for using the expression Terminal Airspace is the ‘political’ or ‘lateral’ equivalent of the reason cited above. Over time, it has become common-place for air traffic services airspace (ATS) such as a CTA or TMA to be confined within the sovereign airspace of a State. Despite the importance of airspace sovereignty2, the broad and generic nature of Terminal Airspace intentionally discourages such ‘automatic’ sovereign divisions. Instead, the development of airspace as a continuum across state boundaries is encouraged. This view of ATS airspace can be traced to ICAO which allows one country to provide air traffic services in the (sovereign) airspace of another. Whilst examples of such arrangements already widely exist in the member states of the European Civil Aviation Conference (ECAC), there could be more such trans-national ATS airspace. Terminal Airspace ‘boundaries’ need not necessarily coincide with those of sovereign airspace.
1
.
2
D
E
S
I
G
N

Whilst Terminal Airspace design is frequently associated with the construction of IFR Procedures in accordance with obstacle clearance criteria prescribed in PANS-OPS (ICAO Doc. 8168), this document does not use design in that sense and therefore, obstacle clearance criteria are not included in this document.
In the context of this document, design has a broader meaning: it refers to the Terminal Airspace design concept and is concerned with the conceptual design of Terminal Airspace
1 ATS Planning Manual (Doc. 9426)2 Chicago Convention at Article 1
T
e
r
m
i
n
a
l
A
i
r
s
p
a
c
e
D
e
s
i
g
n
G
u
i
d
e
l
i
n
e
s
-
P
a
r
t
A

routes, holds, airspace structure and ATC sectorisation in the greater airspace continuum. Consequently, design in this document, precedes and influences the PANS-OPS phase. That the design of a Terminal Airspace should be planned is one of the principle tenets of this document, as is the fact that this design should be properly assessed and validated prior to implementation. To this end, this manual provides guidelines on –
.  
conceptual design of arrival and departure routes, holding areas, the Terminal Airspace and ATC Sectorisation.

.  
qualitative assessment of the design concept; and

.  
quantitative assessment and design validation; and

.  
implementation planning and review.

Of necessity, the above implies that all of the above are to be completed before PANS-OPS procedure design is undertaken.
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 1(99)