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As obvious as the above example might seem, an unrealistic approach to design is one of the frequent criticisms levelled at designers and planners. Flawless though the design of a particular route or procedure may be, if it cannot be used (because, for example, the assumptions on which it is based are unrealistic) the design cannot be successful because it will fail to meet the operational needs. This suggests, therefore, that aside from knowing the objectives of the design project, one of the first ‘rules’ of Terminal Airspace Design concerns a requirement for the project to be based upon a realistic assumptions, realistic constraints and realistic enablers. This ‘rule’ applies equally to the Reference Scenario as it does to all phases of the project i.e. design, assessment and validation processes.
1.3.2 COLLABORATION
Whilst all of the Principles described in Chapter 2 of Part A are considered part of the foundation of the Terminal Airspace design process, it is considered opportune to emphasis that user requirements and environmental interests should be accounted for in the design phase. Collaboration is an on-going an extensive process: it applies whether fixing the Reference Scenario, Assumptions, Enablers and Constraints or undertaking the design. In all cases, input from airspace users, environmental specialists and various branches of the air traffic services (i.e. collaborative effort) should be invited.
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Importantly, collaboration is not limited to a process within a particular State. In the case of a Terminal Airspace located close to an international border – and especially where two Terminal Airspaces are located in close proximity to the common internal border, this collaboration should be extended into the international domain. Input from the adjacent State(s) is also desirable – particularly when designing routes, holds, creating the airspace structure and sectorisation. Indeed, future traffic demands could conceivably require two independent Terminal Airspaces on either side of a border to be transformed into a common cross-border Terminal Airspace.
Comment:
Present day air traffic management is characterised by specialisation in different fields. For this reason, a broad range of specialists should be included in the Terminal Airspace Design team. This means that the design team should include ATC experts as well as Users, PANS-OPS specialists and Environmental representatives. Failure to collaborate effectively with the support of other specialists, adjacent States or to obtain the input of other interested parties could result in the wrong assumptions being fixed or constraints and enablers not being identified correctly. Of necessity, such errors weaken the design and may lead to subsequent rejection.
1.3.3 STRIKING THE BALANCE
General Principles and the principle of collaboration considered, it becomes evident that the designers are frequently required to strike the balance between the diverse and competing interests. Despite this reality, it is opportune to point out that the quest for collaboration should not extend to compromising safety. Whilst safety objectives can be achieved in a variety of ways (which can be viewed as a ‘compromise’ of sorts), safety itself should not be compromised. Thus in the triangle made up of Safety, Capacity and Environmental interests, Safety is not negotiable.
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The Design Methodology described in this chapter is the anchor point of the Terminal Airspace design project and is aimed at responding to the operational requirements and design objectives described in Part B.
　
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